View allAll Photos Tagged workload
I was meant to be practicing layering, but my mad workload has meant weeks of draw-and-dash. Hence, the posterised look. Lemon yellow, light red and some kind of blue, I think. Limited palette watercolour for JKPP.
Last week I was in Marburg with work and 4 of the guys tagged along with me and were lucky enough to see a lot of the city and it's key landmarks like it's Castle and main Church (Dom as they call them in Germany).
On Sunday night as I was packing my case ready to head back to Marburg again this week there was a "family conference" being held to decide who was getting to come with me this week. At the end of the debate (which went on for quite some time) it was decided that Green Ox, Yellow Jeero, Pink Wedgehead, Pink Babo and Red Wage would get to accompany me this week.
Unfortunately right now my workload is so high that I'm rarely having time to do anything, let alone show these guys around the city - so to make up for it I brought them back a nice big Hazelnut Milka bar to eat this evening (also keeps them quiet while I'm working through a mountain of paperwork in my hotel room).
The little guys also gave me stick for not commenting on so many other cool pics out there at the moment, but once I explained to them that it's only due to my workload being so high at the moment they took that onboard and started ripping the wrapper off that choccy!!!
Especially considering the speeds that a Bullet train travels at, however...
"Monotony effects of the work of motormen during high-speed train operation
The results of investigations done in 1965, 1966, and 1972 on the workload of motormen of high-speed trains operating on railroads with maximum speeds of 210 km/hr were compared in an attempt to discuss the physiological implications of the driving task. The driving time of a 515 km section was 4 hr in 1965 and was lowered to 3 hr 10 min since 1966 for the fastest super-express trains. The mean heart rate was maintained around 80 beats/min during the entire driving period in 1965, but declined gradually in 1966 or 1972. Although in 1966 the operations at constant high speed appeared to favor cerebral activities, drivers in the 1972 investigation not only showed lowered perceptual and choice reaction performances but also experienced significant increase in errors in detecting signal tones given as a subsidiary task. Polygraphic recordings in 1972 indicated that drivers sometimes fell into drowsing of short duration intermittently, accompanied by temporary drop in heart rate, absence of controller action, and increase of detection errors. These effects were dominant in periods after 90 min of driving. The need to reduce the monotomy effects during underloaded train driving is suggested."
From here: www.ncbi.nlm.nih.gov/pubmed/1234885
+++ DISCLAIMER +++
Nothing you see here is real, even though the model, the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
To shore up its need for a dedicated night fighter in 1940, the United States Army Air Corps (USAAC) went ahead with modified Douglas A-20 "Havoc" / "Boston" light bombers to suit the role. Development began in 1942 in anticipation that the series would not have to fight for long as the Northrop P-61 "Black Widow" - purposely designed for night fighting - would soon arrive in 1943. An XP-70 served as the series prototype to prove the validity of the conversion and the aircraft then operated under the formal designation of P-70 "Nighthawk".
It was the British Royal Air Force (RAF) that first realized the A-20 as a night fighter when they converted their A-20 Havocs for the role by installing appropriate air intercept radar and a ventral gun pod. The glazed nose section was painted over/covered to shroud the radar suite and an additional internal fuel tank was fitted for extended operational ranges. The USAAC followed suit, arming their A-20s and outfitting them with local copies of the British AI Mk IV radar (as the SCR-540). These aircraft too lost their glazed nose sections. Some fitted a ventral cannon tray with 4 x 20mm cannons while others utilized a "gun nose" mounting six or eight 0.50 M2 Browning heavy machine guns - continuing the American reliance on all-machine-gun armament for their aircraft. In these forms, the radar suite was moved to the bomb bay. The armor protection encountered in the original A-20 was reduced to help lighten the operation loads of the P-70s. It was deemed that such an aircraft, in its given role, need not burden itself down with unnecessary protection.
The Douglas A-20 airframe proved a solid choice for the mission ahead. Its dual-engine configuration, particularly over expansive oceans, meant that the aircraft could fly on a single engine if forced. The machine’s handling was very good and even the bombers turned out to be agile aircraft. The multiple crew spread the workload around helping to reduce pilot fatigue. Cannon armament - or similar forward-firing firepower - was a prerequisite considering that the crew would have, at best, a single attack against an enemy target and best make the first shots count.
The designation P-70 marked the original base Nighthawks which were all converted from bombers numbering 59 examples. The P-70A-1 mark emerged from the A-20C production model and totaled 39 examples while the 65 P-70A-2s came from the A-20G. The P-70B-1 was the A-20G-10-DO night fighter conversion even though only a single example was built and tested, and P-70B-2s were A-20G and A-20J models reserved for training future P-61 crews. These aircraft were outfitted with SCR-720 and SCR-729 radar kits.
In practice, the P-70 proved a serviceable machine and was initially only fielded in the Pacific Theater, even though there was already a converted A-20 with radar on station over California after the Japanese attack at Pearl to prove the aircraft-radar combination sound. Later, the machines were also operated in Europe. First P-70 deliveries arrived in April of 1942 with machine gun noses while retaining support for 2,000lb of internal stores if needed. The A-1s then followed in 1943 during a period when night fighters were in constant need against marauding Japanese raiders.
While the early P-70s lacked much in the way of flat-out speed and high-altitude work (they lacked superchargers), they provided a workable and effective stopgap solution while frontline units were waiting for the dedicated P-61, which was severely delayed, though, and would not arrive before mid-1944. Especially for the European theatre of operations the Allied forced required high performance night fighters, which potentially could escort bombers to target in Germany and fend off German night fighters that attcked the bombers, so that British Bristol Beaufighters had to be operated by USAAF night fighter units. This led to the emergency development of the P-70C, a thoroughly redesigned and upgraded night fighter variant of the A-20 airframe that could fill this imminent operational gap.
While the P-70C was based on the late A-20G/J airframe, it featured significant modifications. The most obvious change was the upgrade from the original Wright R-2600-23 Twin Cyclone 14-cylinder air-cooled radial piston engines with 1,600 hp (1,200 kW) each to much more powerful R-2800-10s with two-stage, two-speed superchargers that produced 2,000 hp (1,500 kW) at 2,700 rpm at 1,000 ft (300 m); 1,800 hp (1,300 kW) at 2,700 rpm at 15,500 ft (4,700 m), and up to 2,250 hp (1,680 kW) WEP with water injection. These powerful, engines dramatically improved the type’s performance, especially at higher altitude even though new engine mounts and cowlings had to be designed to.
Another obvious change was a new solid nose with a distinctive, perspex-covered radome at its tip for a rotating dipole 29-inch paraboloid reflector dish antenna of an American SCR-720 radar. This was the same system that had been earmarked for the P-61, and it was capable of detecting target both in the air and on the ground. Bombers could be reliably detected and tracked at 10,000 ft at a 17,000 yd. range, fighters at 17,000 ft at a distance of 8,500 yd. Over the open sea and without ground clutter, ships could be detected at 40 miles (64 km).
Through the new, solid nose and the bulky radar equipment that was stored between radome and cockpit the armament had to be re-arranged. The earlier P-70s' main armament consisting of a ventral tray with four machine 20 mm cannon was retained, even though its fairing was re-contoured and more streamlined now, with a staggered weapon arrangement and an extended ammunition supply carried partly inside of the former bomb bay. The A-20s' pair of 0.5” machine guns in the lower nose with 400 RPG was retained, even though these lighter weapons were outfitted with tracer ammunition to ease aiming with the main guns. The bomb bay was filled with auxiliary fuel tanks, a SCR-695 tail warning/IFF radar (with its antenna in the nose cone) and early electronic countermeasures equipment.
Reinforced plumbed hardpoints under the outer wings allowed to carry even more fuel and other loads. Drop tanks of up to 165 US gal (624 l; 138 imp gal) volume could be carried, even though smaller 100 US gal (378 l; 83 imp gal) tanks were more common. Alternatively, for attack missions, the P-70C could carry single iron bombs of up to 1.000 lb (454 kg) caliber on each pylon, triple tube t30/m10 rocket launchers or conformal pods with 2× 0.5” M2 Browning machine guns each on the pylon hardpoints under the wings, primarily for strafing ground targets but also used to improve the aircraft’s weight of fire against aerial targets.
The SCR-720’s operator sat in the former gunner station behind the wings. All defensive armament had been deleted to save weight and make space for the radar equipment, and due to the late A-20G airframe with its widened fuselage section for the powered twin-gun turret, the P-70C had a different glazing of the radar operator cabin from previous P-70 versions and earlier A-20 bombers. Like before, the crew member in the rear compartment was provided with minimal flight controls that allowed to steer the aircraft and make a controlled landing in case the pilot became incapacitated, even though sight from the rear compartment was very limited, with virtually no field of view ahead.
P-70C crews trained in a variety of ways. Several existing night fighter squadrons operating from Great Britain were to transition into the P-70C from Bristol Beaufighters, though most crews were to be made up of new recruits operating in newly commissioned squadrons. After receiving flight, gunnery or radar training in bases around the U.S., the crews were finally assembled and received their operational training in Florida for transfer to the European Theater, mostly on early P-70 machines.
The P-70Cs arrived in the UK in April 1944 as part of 422 NFS and started flying operational missions in June, just ahead of the D-Day invasion and only a few months in advance of the P-61, the aircraft the night fighter units were actually waiting for. While the first P-70Cs were put into service with 422nd and 425th NFS the P-61 had an inauspicious start to its combat in the European theater, when an initial aircraft was delivered in May 1944 and immediately tested.
During the first deployments the P-70Cs' showed a very good capability (their high speed of up 400 mph / 650 km/h was appreciated, together with a much improved performance at higher altitude and the solid radar on board), but the crews complained about a lack of ammunition for the main weapons, so that soon two more optional pairs of 0.5” M2 Browning machine guns in separate external pods along the fuselage flanks under the cockpit were introduced, and hardpoints to mount them in the field were integrated into the running production. Each pod was self-sufficient and contained 400 RPG, and these weapons could be fired separately from the 20 mm cannon and the nose machine guns. In practice, almost all P-70Cs were outfitted with them.
On the other side, the P-61 was not received well, and the situation deteriorated when the squadrons learned that several USAAF generals – including General Hoyt Vandenberg – believed the P-61 lacked the capability to successfully engage German fighters and bombers, being too slow. General Spaatz asked for de Havilland Mosquito night fighters to equip two U.S. night fighter squadrons based in the UK, but this request was denied due to insufficient supplies of Mosquitoes which were in demand for a number of roles. The P-70C had good handling and was faster than the P-61, but it was apparent that the A-20 airframe had reached its development potential. At the end of May, the USAAF insisted on a competition between the P-70C, the Mosquito and the P-61 for operation in the European theater. RAF crews flew the Mosquito Mk XVII while crews from the 422nd NFS flew the P-70C and the P-61. In the end the USAAF determined that the P-61 had a slightly better rate of climb and could turn more tightly than the Mosquito, while the P-70C only offered marginal performance benefits at the cost of less range. Colonel Winston Kratz, director of night fighter training in the USAAF, had organized a similar competition earlier.
Eventually, the P-61 receive priority and production of the P-70C was stopped again in October 1944, after only 72 aircraft had been built and sent to Europe. Beyond Great Britain the type was also deployed to the MTO, where it replaced Beaufighter night fighters in USAAF service, too. Another factor that quickly rang the P-70C’s death knell was the fact that both the R-2800 engines as well as the radar systems were in short supply, and to simplify logistics the P-70s’ production line was terminated and rescoureces shifted to more modern types.
By the start of 1945 all early P-70s were removed from frontline service and served as trainers until their final days. Indeed, the P-70 trainers graduated some 485 persons to serve in American night fighter squadrons. The more potent P-70Cs were kept in service until the end of hostilities, even though many lost their radar equipment from early 1945 on when the Allied forces had claimed air superiority in many regions and were more and more used for daylight ground attack missions, using their potent gun armament for strafing ground targets. At this stage many P-70Cs also had their radr equipment removed to save weight in favor for more fuel or external ordnance.
General characteristics:
Crew: 2 (pilot, radar operator)
Length: 48 ft 2 3/4 in (14.72 m)
Wingspan: 61 ft 3.5 in (18.68 m)
Height: 18 ft 1+1⁄2 in (5.52 m)
Wing area: 464 sq ft (43.1 m²)
Airfoil: root: NACA 23018
tip: NACA 23009
Empty weight: 16,031 lb (7,272 kg)
Gross weight: 24,127 lb (10,944 kg)
Fuel capacity: 400 US gal (330 imp gal; 1,500 l) internal capacity, plus
676 US gal (563 imp gal; 2,560 l) in four auxiliary tanks in the bomb-bay, plus
200 US gal (174 imp. gal; 900 l) in optional underwing drop tanks
Powerplant:
2× Wright R-2800-10s Double Wasp 18-cylinder air-cooled radial piston engines,
2,000 hp (1,500 kW) each and up to 2,250 hp (1,680 kW) emergency power with water injection,
driving 4-bladed Curtiss Electric C542S constant-speed propellers, 11 ft 0 in (3.36 m) diameter
Performance:
Maximum speed: 400 mph (650 km/h, 350 kn) at 23.000 ft (7,500 m)
332 mph (534 km/h, 288 kn) at sea level
Cruise speed: 450 km/h (280 mph, 240 kn) at 14,000 ft (4,300 m)
Stall speed: 98 mph (158 km/h, 85 kn)
Range: 848 mi (1,365 km: 737 nmi) at 23,000 ft (7,000 m) with internal fuel only,
1,560 mi (2,510 km; 1,350 nmi) w. 2× 100 US gal (454 l; 87 imp gal) drop tanks
Ferry range: 2,300 mi (3,700 km, 2,000 nmi)
Service ceiling: 35,800 ft (10,900 m)
Rate of climb: 3,000 ft/min (15 m/s)
Time to altitude: 26,000 ft (8,000 m) in 14 minutes 30 seconds
Wing loading: 52 lb/sq ft (250 kg/m2²
Power/mass: 0.141 hp/lb (0.232 kW/kg)
Armament:
4× 20 mm Hispano M2(C) 20 mm cannon in a ventral tray with 100 rpg
6× 0.5 in (12.7 mm) M2 Browning machine guns in the nose with 400 rpg,
two in the lower nose section, four in external pods on the fuselage flanks
2× underwing hardpoints for 1.000 lb (454 kg) each
The kit and its assembly:
Another submission for the "Re-engined" group build at whatifmodellers.com in mid-2023, and this project started as a kind of repurposing of various ingredients into a new whole one. One factor was a vintage Matchbox A-20G/Boston IV kit, which I had primarily procured for the cool "Green Hornet" livery of the USAAF aircraft. The kit itself is not so flashy, though: it is rather basic, offers a wild mix of raised and engraved panel lines, and the worst thing is/was that the complete clear sprue was missing - and there's no chance to get this as a spare part, e .g, through Revell's "Department X", who might have reboxed the kit, but they never did (so far). When I recently gug through my spare parts I came across a cockpit canopy for just this kit - from my first Matchbox A-20 which I had built around 40(!) years ago. With this there was a serious chance to build the kit, even though not as intended by Matchbox.
With only the canopy to save the model it was clear that the nose had to be solid and that the dorsal turret had to go (which is no loss, it is ugly, primitive, and a PiTA to mount), and a P-70 conversion was a suitable path. Even more so because I could replace the bulbous and IMHO oversized OOB R-2600s with R-2800 from a Matchbox Martin B-26 Marauder - actually procured from two different kits and then mounted upside down to change the look a little. Since the "new" cowlings came with an integrated carburettor intake I decided to remove the respective fairings on top of the wings. These were filled/faired over with 2C putty, with the side benefit that I could add some hand-made wing structures inside of the landing gear wells. Adapting the B-26 cowlings to the A-20 nacelles required some sculpting and more PSR, but it workd and the result looks quite natural. The propellers were changed to cuffed Curtiss four-blade props, I was lucky to have a matching pair of P-47 parts at hand. The tips were slightly clipped, though.
The fuselage required more massive work. To make a virtue out of necessity I used the Boston IV's clear bombardier nose, which would remain incomplete, anyway, and integrated a radome from a A.W. Meteor night fighter (Matchbox kit) with lots of PSR and even more lead inside (because the Matchbox A-20 is a notorious tail sitter). I expected to radome to be more pronounced, in the end its curvature blends well into the rest of the A-20 fuselage - it looks as if the glass nose had been painted over, just like on the early P-70s and strafer Havocs. But I left it that way, even though I had hoped for a more distinct front profile.
However, because the radome was now not wider than the fuselage I decided to not only add a cannon tray under the fuselage (a drop tank half from a Sword F3J with an oval diameter), but also two pairs of pods with 0.5" machine guns from an Italeri B-25J. Serious firepower.
Additionally the P-70C received small, streamlined underwing drop tanks outside of the engine nacelles - a small detail that changes the aircraft's look even more.
Biggest challenge became the rear cockpit for the radar operator, though. Like the earlier P-70s, the night fighter would lose its defensive armament, and in the A-20G's case this included a complete powered turret for which the fuselage had been widened behind the wings' trailing edge. For this stunt the whole area was cut out and the former roof window of the gunner's compartment faired over. The whole cabin was effectively moved forward. Biggest issue was how to cover this gap, though. A long spare safari eventually yielded a rear cabin cover from an Aoshima Ki-46, which was long enough to close the section and even had the right shape to blend the A-20's spine into the tail section. As a side benefit: it has similar heavy framing as the cockpit. Fitting this clear piece was challenging, though, as it required to fill gaps with putty and sand directly around the clear part.
Inside, the pilot's cockpit was enhanced with a dashboard (and more lead under the floor!) and the radar operator received a scratched cabin with a floor, a rear bulkhead, a seat (left over from the Boston IV's bombardier nose) and a radar console (part left over from an Italeri B-66). The OOB pilots were used and received "3D" safety belts made from white tape - after all, the clear parts would not allow good sight inside.
The landing gear, even though very simple, was taken OOB, I just added cannon and machine gun barrels in the nose cut from hollow steel needles.
Painting and markings:
I wanted something realistic, and that offered only two options for an USAAF night fighter around 1944: either Olive Drab/Neutral Grey or all-black, and both quite boring. After I had seen a picture of an early black P-61 in Europe with invasion stripes I decided to adopt this scheme, even though with the twist of overpainted stripes on the upper surfaces - a detail seen frequently on NMF fighters (e.g. P-47s and early P-51s) after D-Day to improve camouflage on the ground against strafing attacks and photo reconnaissance. Sometimes the whole upper side was painted with olive drab, sometimes only the stripes were covered, resulting in interesting finishes.
The model received an overall coat with Revell 06 (Tar Black) enamel paint, which is a "dirty black". The invasion stripes were all made with decals from various Academy kits (from a P-47 under the fuselage, and from a Spitfire and Typhoon on the wings), and on the upper surfaces these were translucently painted over with thinned Tamiya XF-62 (Olive Drab), so that the stripes would still shine through here and there.
All interior surfaces were painted with green chromate primer (I used Humbrol 159), the radome was painted with Humbrol 72.
The black and the radome were later heavily treated with dry-brushing, using several very similar "almost black" tones as well as a bit of aluminum and grinded graphite around the gun porst and the exhaust. The only colorful highlights are the red propeller tips and a nose art graphic (from an Academy P-47D). The rest of the markings are rather dry and minimal, most came from Hobby Boss P-39 kits.
Finally, after everything had been assembled, the model received a coat of matt acrylic varnish. In real life the black night fighters were supposed to be glossy, but any picture I have seen of such a machine shows a rather dull if not matte (and quite dirty) finish.
An engine conversion project that helped to save a kit from it incompleteness. And the resulting fictional P-70C looks pretty mean and purposeful, the conversions and esp. the risky implantation of the rear cabin and its canopy paid out and the result looks quite plausible. And the partly overpainted invasion stripes add a bit of extravaganza to the otherwise rather dull all-black aircraft.
Key.Aero article 13 May 2022
An article in the January 12, 1967 issue of ‘Aeroplane’ looked at the expanding workload of New Zealand’s Straits Air Freight Express (SAFE) and its growing fleet of Bristol 170 freighters.
www.key.aero/article/new-zealand-bristol-170-freighters-e...
Screenshot: Gary Danvers
Bristol Freighters for MS Flight Simulator released Dec 2019
fsaddonshop.com/collections/fsx-aircraft/products/bristol...
Snap-on is a leading US designer, manufacturer and marketer of tools and equipment to professional tool users. It was founded in 1920. Snap-on is located in Kenosha, Wisconsin, and employs approximately 11,500 people worldwide.
Joseph Johnson and William Seidemann formed the Snap-on Wrench Company in 1920. The company manufactured and marketed ten sockets that would "snap on" to five interchangeable handles.
To sell the products, Johnson and Seidemann worked with Stanton Palmer, who took the tools directly to customers at their places of business and demonstrated their use. Palmer enlisted Newton Tarble to share the increasing workload.
Snap-on entered global markets in 1931. Also in the 1930s, Snap-on began offering credit to customers. In the 1950s, Snap-on expanded on the concept of bringing product to the customer by using fully stocked walk-in vans. en.wikipedia.org/wiki/Snap-on
It's 7:30, I'm still at work, I still haven't eaten lunch, the sudden outpouring of work isn't done yet, and I'm feeling very alone and abandoned.
Daniel Boone National Forest Archaeologist Wayna Adams successfully increased the capacity of the heritage program through partnerships. With this increased capacity, she created virtual heritage education products, enhanced government to government relations with Tribes, and completed an unprecedented number of cultural resource assessments.
Daniel Boone National Forest Archaeologist Wanya Adams has faced the challenges of documenting and protecting eastern Kentucky’s past with a broad array of modern technologies and skills. In a year marked by telework and virtual meetings, Adams's planning skills and technical expertise enabled the DBNF to remain grounded in its work and goals.
Under Adams’ guidance, the DBNF Heritage Team conducted the cultural resources assessments necessary to clear thousands of acres of timber sales, over a hundred miles of road and trail maintenance, and numerous recreation infrastructure projects in Fiscal Year2021. She supported Districts in setting ambitious schedules for these assessments and personally reviewed each report to maintain consistency and quality in the compliance documentation submitted to the Kentucky State Society Historic Preservation Office and Tribes.
Her attention to detail at this stage decreased turnaround time incompliance and ensured the steady progression of these projects. These projects have in turn supported tourism and resource extraction activities in the economically depressed counties of eastern Kentucky and have helped to mitigate pandemic-related impacts.
Even with this already hefty workload, Adams worked to make a variety of heritage and conservation education materials available to the public through video, web content, and on-the-ground science and humanities education. She was instrumental in adapting the annual Living Archaeology Weekend (LAW) for a virtual audience. As part of the LAW steering committee, she secured regional funds to develop a video series that recorded American Indian and pioneer technology demonstrations.
She also developed a Leave No Trace public service announcement that highlighted the role stewardship practices play in preserving cultural sites around the Red River Gorge.
Adams has supported heritage education efforts both nationally and globally by working with the University of Kentucky to fund the digitization of heritage records so that heritage professionals have access to key documents wherever they may be based. Much of her outstanding work has been accomplished by expanding partnership agreements, supporting volunteers, and engaging with tribes.
She manages over ten active agreements with universities, the state historic preservation offices, and other partners that have enhanced the DBNF’s capacity to conduct archaeological field schools and surveys, complete site evaluations, and support undergraduate and graduate student research.
Working with partners and Forest Service employees, Adams has increased protections to heritage resources that are integral to the identities of underserved racial groups and economically depressed communities. She has also coordinated on-the-ground meetings with the Shawnee Tribe of Oklahoma and is actively working to enhance government-to-government relations to expand tribal access to Forest resources and increase protections for sites of religious significance.
Under Adams’ guidance, the DBNF Heritage Team has responded to the challenges of the past year with creativity and innovation. From an ambitious pace of work to creating a brand-new slate of virtual heritage education resources, Adams has strengthened partnerships, invested resources, and achieved milestone after milestone in her mission to serve the public.
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All the horsepower of the CTRR sits in the shop on a Friday afternoon. The big #35 is used during the day usually because of the workload at the Sappi and USG plants while either the smaller #33 or #31 switch on the night shift when the workload is less.
(Left to right) Dr Godfrey Steele, WIGUT President; Mr Immanuel Gonsalves, President, College of Science, Technology and Applied Arts of Trinidad and Tobago (COSTAATT); and Professor Clement Sankat, St Augustine Campus Principal of The University of the West Indies (UWI), at the West Indies Group of University Teachers (WIGUT St. Augustine) seminar on “Sustainable Funding of Higher Education in Challenging Times”, held on March 4th, 2010 at Daaga Hall Auditorium, UWI St. Augustine Campus.
The WIGUT seminar featured six panels exploring challenges faced in funding higher education. Presenters will examine a range of practical issues, such as traditional and entrepreneurial approaches and models in higher education, quality assurance and return on investment, funding models and case applications in higher education, and cost-cutting and workload issues. These issues have national, regional and global significance.
For more information, please contact Elmelinda Lara (868) 662 2002 Ext. 3414 or Elmelinda.Lara@sta.uwi.edu or visit www.sta.wigut.info.
For the latest UWI News, click sta.uwi.edu/news.
PSSP21MSnodgrass05 - (Photo by Marc Snodgrass) Julian Barragan talking about his experience with the pandemic at Carson Park in Carson, California, on Saturday, May. 29th, 2021. Julian says as of now has been doing fine and classes have been a bit stressful, just trying to get through it. He is currently taking art and 3D modeling classes at El Camino this semester and the work hasn’t been as enjoyable as he’d hoped and wished he could be able to do work more in his own way. He also had to drop two classes due to their workload, one was color theory and the other was art advertisement, leaving him with three classes when he was taking five at the beginning of this semester. Going back before the pandemic had hit he said he remembers it was the weekend and the pandemic news came out and he emailed his professors to see if there were still going to be any classes going on the next day still after what he had heard on the news. There wasn’t and this was the transition to online classes which he said sucked and had its pros and cons. He was able to make his own schedule kind of, he also says he’s anti-social and was nice not needing to be around other people in a classroom but after a while, it didn’t feel worth being at home all the time making it mentally draining. He talked about being stuck at home a lot and how he feels caged up with nothing much to do at all other than wake up do school work, eat, and sleep but he was really happy to take the opportunity to get out and do the interview. As of now he mostly waits till he’ll be able to go back outside again when the pandemic is over. But for now, he’s "Gotta kept on trucking" he said. Julian’s thankful that people are getting their vaccines and things look as if they are going to be back to normal soon he hopes. His motivation as of now is really low and wants to be able to be back on campus and get a sense of responsibility and getting more motivation to doing classes again.
He has most of his GE classes done except for math but as of now he’s been into the stock market and is currently invested in AMC which is supposed to have a crazy squeeze and could be very life changing for him if it does. If this does happen he says he may drop out of college and figure out what he will do with his money and invest in dividends and other things that could be of use, he also wants to help his mom and dad and then start freelancing and working at home and just doing things he loves while trying to learn different things and skills that can be useful or something he has an interest in like fixing a car or knowing how to cook really good meals. If not then he’ll keep with school and what he originally plans to do and follow his major. This is something he looks forward to seeing what will happen and waits for this pandemic to be over. So he can go out again with others once more without worry.
hills southeast of hollister CA, a month ago: unfortunately have learned that we did not get the mgmt contract for this area. feeling a bit disappointed, although also relieved, have no idea how we would have managed the extra workload...
Dr Godfrey Steele, WIGUT President, delivers welcome remarks at the West Indies Group of University Teachers (WIGUT St. Augustine) seminar on “Sustainable Funding of Higher Education in Challenging Times”, held on March 4th, 2010 at Daaga Hall Auditorium, The University of the West Indies (UWI) St. Augustine Campus.
The WIGUT seminar featured six panels exploring challenges faced in funding higher education. Presenters will examine a range of practical issues, such as traditional and entrepreneurial approaches and models in higher education, quality assurance and return on investment, funding models and case applications in higher education, and cost-cutting and workload issues. These issues have national, regional and global significance.
For more information, please contact Elmelinda Lara (868) 662 2002 Ext. 3414 or Elmelinda.Lara@sta.uwi.edu or visit www.sta.wigut.info.
For the latest UWI News, click sta.uwi.edu/news.
"Strung" by Cleveland artist & illustrator, Julia Kuo.
Acrylic on masonite, framed. Artwork measures 16" x 24". Framed piece measures 20" x 28".
Julia Kuo is a Cleveland-based illustrator, originally from Chatsworth, California. She is a full-time illustrator for the American Greetings World Headquarters, and also manages a heavy freelance workload. Her work can be found everywhere from album covers to the New York Times Magazine. Her most recent published works include album covers for "Among The Oak & Ash" and "Elizabeth & The Catapult".
Pieces ship well-packed, insured, and Priority Mail. Additional shipping charges may apply. Please contact us for an exact quote before purchasing. This item ships as "Oversized".
All works from the "Here & Now" show will ship in early August.
For availability, please check www.stevebrowngallery.com after July 19th, 2009.
+++ DISCLAIMER +++
Nothing you see here is real, even though the model, the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
To shore up its need for a dedicated night fighter in 1940, the United States Army Air Corps (USAAC) went ahead with modified Douglas A-20 "Havoc" / "Boston" light bombers to suit the role. Development began in 1942 in anticipation that the series would not have to fight for long as the Northrop P-61 "Black Widow" - purposely designed for night fighting - would soon arrive in 1943. An XP-70 served as the series prototype to prove the validity of the conversion and the aircraft then operated under the formal designation of P-70 "Nighthawk".
It was the British Royal Air Force (RAF) that first realized the A-20 as a night fighter when they converted their A-20 Havocs for the role by installing appropriate air intercept radar and a ventral gun pod. The glazed nose section was painted over/covered to shroud the radar suite and an additional internal fuel tank was fitted for extended operational ranges. The USAAC followed suit, arming their A-20s and outfitting them with local copies of the British AI Mk IV radar (as the SCR-540). These aircraft too lost their glazed nose sections. Some fitted a ventral cannon tray with 4 x 20mm cannons while others utilized a "gun nose" mounting six or eight 0.50 M2 Browning heavy machine guns - continuing the American reliance on all-machine-gun armament for their aircraft. In these forms, the radar suite was moved to the bomb bay. The armor protection encountered in the original A-20 was reduced to help lighten the operation loads of the P-70s. It was deemed that such an aircraft, in its given role, need not burden itself down with unnecessary protection.
The Douglas A-20 airframe proved a solid choice for the mission ahead. Its dual-engine configuration, particularly over expansive oceans, meant that the aircraft could fly on a single engine if forced. The machine’s handling was very good and even the bombers turned out to be agile aircraft. The multiple crew spread the workload around helping to reduce pilot fatigue. Cannon armament - or similar forward-firing firepower - was a prerequisite considering that the crew would have, at best, a single attack against an enemy target and best make the first shots count.
The designation P-70 marked the original base Nighthawks which were all converted from bombers numbering 59 examples. The P-70A-1 mark emerged from the A-20C production model and totaled 39 examples while the 65 P-70A-2s came from the A-20G. The P-70B-1 was the A-20G-10-DO night fighter conversion even though only a single example was built and tested, and P-70B-2s were A-20G and A-20J models reserved for training future P-61 crews. These aircraft were outfitted with SCR-720 and SCR-729 radar kits.
In practice, the P-70 proved a serviceable machine and was initially only fielded in the Pacific Theater, even though there was already a converted A-20 with radar on station over California after the Japanese attack at Pearl to prove the aircraft-radar combination sound. Later, the machines were also operated in Europe. First P-70 deliveries arrived in April of 1942 with machine gun noses while retaining support for 2,000lb of internal stores if needed. The A-1s then followed in 1943 during a period when night fighters were in constant need against marauding Japanese raiders.
While the early P-70s lacked much in the way of flat-out speed and high-altitude work (they lacked superchargers), they provided a workable and effective stopgap solution while frontline units were waiting for the dedicated P-61, which was severely delayed, though, and would not arrive before mid-1944. Especially for the European theatre of operations the Allied forced required high performance night fighters, which potentially could escort bombers to target in Germany and fend off German night fighters that attcked the bombers, so that British Bristol Beaufighters had to be operated by USAAF night fighter units. This led to the emergency development of the P-70C, a thoroughly redesigned and upgraded night fighter variant of the A-20 airframe that could fill this imminent operational gap.
While the P-70C was based on the late A-20G/J airframe, it featured significant modifications. The most obvious change was the upgrade from the original Wright R-2600-23 Twin Cyclone 14-cylinder air-cooled radial piston engines with 1,600 hp (1,200 kW) each to much more powerful R-2800-10s with two-stage, two-speed superchargers that produced 2,000 hp (1,500 kW) at 2,700 rpm at 1,000 ft (300 m); 1,800 hp (1,300 kW) at 2,700 rpm at 15,500 ft (4,700 m), and up to 2,250 hp (1,680 kW) WEP with water injection. These powerful, engines dramatically improved the type’s performance, especially at higher altitude even though new engine mounts and cowlings had to be designed to.
Another obvious change was a new solid nose with a distinctive, perspex-covered radome at its tip for a rotating dipole 29-inch paraboloid reflector dish antenna of an American SCR-720 radar. This was the same system that had been earmarked for the P-61, and it was capable of detecting target both in the air and on the ground. Bombers could be reliably detected and tracked at 10,000 ft at a 17,000 yd. range, fighters at 17,000 ft at a distance of 8,500 yd. Over the open sea and without ground clutter, ships could be detected at 40 miles (64 km).
Through the new, solid nose and the bulky radar equipment that was stored between radome and cockpit the armament had to be re-arranged. The earlier P-70s' main armament consisting of a ventral tray with four machine 20 mm cannon was retained, even though its fairing was re-contoured and more streamlined now, with a staggered weapon arrangement and an extended ammunition supply carried partly inside of the former bomb bay. The A-20s' pair of 0.5” machine guns in the lower nose with 400 RPG was retained, even though these lighter weapons were outfitted with tracer ammunition to ease aiming with the main guns. The bomb bay was filled with auxiliary fuel tanks, a SCR-695 tail warning/IFF radar (with its antenna in the nose cone) and early electronic countermeasures equipment.
Reinforced plumbed hardpoints under the outer wings allowed to carry even more fuel and other loads. Drop tanks of up to 165 US gal (624 l; 138 imp gal) volume could be carried, even though smaller 100 US gal (378 l; 83 imp gal) tanks were more common. Alternatively, for attack missions, the P-70C could carry single iron bombs of up to 1.000 lb (454 kg) caliber on each pylon, triple tube t30/m10 rocket launchers or conformal pods with 2× 0.5” M2 Browning machine guns each on the pylon hardpoints under the wings, primarily for strafing ground targets but also used to improve the aircraft’s weight of fire against aerial targets.
The SCR-720’s operator sat in the former gunner station behind the wings. All defensive armament had been deleted to save weight and make space for the radar equipment, and due to the late A-20G airframe with its widened fuselage section for the powered twin-gun turret, the P-70C had a different glazing of the radar operator cabin from previous P-70 versions and earlier A-20 bombers. Like before, the crew member in the rear compartment was provided with minimal flight controls that allowed to steer the aircraft and make a controlled landing in case the pilot became incapacitated, even though sight from the rear compartment was very limited, with virtually no field of view ahead.
P-70C crews trained in a variety of ways. Several existing night fighter squadrons operating from Great Britain were to transition into the P-70C from Bristol Beaufighters, though most crews were to be made up of new recruits operating in newly commissioned squadrons. After receiving flight, gunnery or radar training in bases around the U.S., the crews were finally assembled and received their operational training in Florida for transfer to the European Theater, mostly on early P-70 machines.
The P-70Cs arrived in the UK in April 1944 as part of 422 NFS and started flying operational missions in June, just ahead of the D-Day invasion and only a few months in advance of the P-61, the aircraft the night fighter units were actually waiting for. While the first P-70Cs were put into service with 422nd and 425th NFS the P-61 had an inauspicious start to its combat in the European theater, when an initial aircraft was delivered in May 1944 and immediately tested.
During the first deployments the P-70Cs' showed a very good capability (their high speed of up 400 mph / 650 km/h was appreciated, together with a much improved performance at higher altitude and the solid radar on board), but the crews complained about a lack of ammunition for the main weapons, so that soon two more optional pairs of 0.5” M2 Browning machine guns in separate external pods along the fuselage flanks under the cockpit were introduced, and hardpoints to mount them in the field were integrated into the running production. Each pod was self-sufficient and contained 400 RPG, and these weapons could be fired separately from the 20 mm cannon and the nose machine guns. In practice, almost all P-70Cs were outfitted with them.
On the other side, the P-61 was not received well, and the situation deteriorated when the squadrons learned that several USAAF generals – including General Hoyt Vandenberg – believed the P-61 lacked the capability to successfully engage German fighters and bombers, being too slow. General Spaatz asked for de Havilland Mosquito night fighters to equip two U.S. night fighter squadrons based in the UK, but this request was denied due to insufficient supplies of Mosquitoes which were in demand for a number of roles. The P-70C had good handling and was faster than the P-61, but it was apparent that the A-20 airframe had reached its development potential. At the end of May, the USAAF insisted on a competition between the P-70C, the Mosquito and the P-61 for operation in the European theater. RAF crews flew the Mosquito Mk XVII while crews from the 422nd NFS flew the P-70C and the P-61. In the end the USAAF determined that the P-61 had a slightly better rate of climb and could turn more tightly than the Mosquito, while the P-70C only offered marginal performance benefits at the cost of less range. Colonel Winston Kratz, director of night fighter training in the USAAF, had organized a similar competition earlier.
Eventually, the P-61 receive priority and production of the P-70C was stopped again in October 1944, after only 72 aircraft had been built and sent to Europe. Beyond Great Britain the type was also deployed to the MTO, where it replaced Beaufighter night fighters in USAAF service, too. Another factor that quickly rang the P-70C’s death knell was the fact that both the R-2800 engines as well as the radar systems were in short supply, and to simplify logistics the P-70s’ production line was terminated and rescoureces shifted to more modern types.
By the start of 1945 all early P-70s were removed from frontline service and served as trainers until their final days. Indeed, the P-70 trainers graduated some 485 persons to serve in American night fighter squadrons. The more potent P-70Cs were kept in service until the end of hostilities, even though many lost their radar equipment from early 1945 on when the Allied forces had claimed air superiority in many regions and were more and more used for daylight ground attack missions, using their potent gun armament for strafing ground targets. At this stage many P-70Cs also had their radr equipment removed to save weight in favor for more fuel or external ordnance.
General characteristics:
Crew: 2 (pilot, radar operator)
Length: 48 ft 2 3/4 in (14.72 m)
Wingspan: 61 ft 3.5 in (18.68 m)
Height: 18 ft 1+1⁄2 in (5.52 m)
Wing area: 464 sq ft (43.1 m²)
Airfoil: root: NACA 23018
tip: NACA 23009
Empty weight: 16,031 lb (7,272 kg)
Gross weight: 24,127 lb (10,944 kg)
Fuel capacity: 400 US gal (330 imp gal; 1,500 l) internal capacity, plus
676 US gal (563 imp gal; 2,560 l) in four auxiliary tanks in the bomb-bay, plus
200 US gal (174 imp. gal; 900 l) in optional underwing drop tanks
Powerplant:
2× Wright R-2800-10s Double Wasp 18-cylinder air-cooled radial piston engines,
2,000 hp (1,500 kW) each and up to 2,250 hp (1,680 kW) emergency power with water injection,
driving 4-bladed Curtiss Electric C542S constant-speed propellers, 11 ft 0 in (3.36 m) diameter
Performance:
Maximum speed: 400 mph (650 km/h, 350 kn) at 23.000 ft (7,500 m)
332 mph (534 km/h, 288 kn) at sea level
Cruise speed: 450 km/h (280 mph, 240 kn) at 14,000 ft (4,300 m)
Stall speed: 98 mph (158 km/h, 85 kn)
Range: 848 mi (1,365 km: 737 nmi) at 23,000 ft (7,000 m) with internal fuel only,
1,560 mi (2,510 km; 1,350 nmi) w. 2× 100 US gal (454 l; 87 imp gal) drop tanks
Ferry range: 2,300 mi (3,700 km, 2,000 nmi)
Service ceiling: 35,800 ft (10,900 m)
Rate of climb: 3,000 ft/min (15 m/s)
Time to altitude: 26,000 ft (8,000 m) in 14 minutes 30 seconds
Wing loading: 52 lb/sq ft (250 kg/m2²
Power/mass: 0.141 hp/lb (0.232 kW/kg)
Armament:
4× 20 mm Hispano M2(C) 20 mm cannon in a ventral tray with 100 rpg
6× 0.5 in (12.7 mm) M2 Browning machine guns in the nose with 400 rpg,
two in the lower nose section, four in external pods on the fuselage flanks
2× underwing hardpoints for 1.000 lb (454 kg) each
The kit and its assembly:
Another submission for the "Re-engined" group build at whatifmodellers.com in mid-2023, and this project started as a kind of repurposing of various ingredients into a new whole one. One factor was a vintage Matchbox A-20G/Boston IV kit, which I had primarily procured for the cool "Green Hornet" livery of the USAAF aircraft. The kit itself is not so flashy, though: it is rather basic, offers a wild mix of raised and engraved panel lines, and the worst thing is/was that the complete clear sprue was missing - and there's no chance to get this as a spare part, e .g, through Revell's "Department X", who might have reboxed the kit, but they never did (so far). When I recently gug through my spare parts I came across a cockpit canopy for just this kit - from my first Matchbox A-20 which I had built around 40(!) years ago. With this there was a serious chance to build the kit, even though not as intended by Matchbox.
With only the canopy to save the model it was clear that the nose had to be solid and that the dorsal turret had to go (which is no loss, it is ugly, primitive, and a PiTA to mount), and a P-70 conversion was a suitable path. Even more so because I could replace the bulbous and IMHO oversized OOB R-2600s with R-2800 from a Matchbox Martin B-26 Marauder - actually procured from two different kits and then mounted upside down to change the look a little. Since the "new" cowlings came with an integrated carburettor intake I decided to remove the respective fairings on top of the wings. These were filled/faired over with 2C putty, with the side benefit that I could add some hand-made wing structures inside of the landing gear wells. Adapting the B-26 cowlings to the A-20 nacelles required some sculpting and more PSR, but it workd and the result looks quite natural. The propellers were changed to cuffed Curtiss four-blade props, I was lucky to have a matching pair of P-47 parts at hand. The tips were slightly clipped, though.
The fuselage required more massive work. To make a virtue out of necessity I used the Boston IV's clear bombardier nose, which would remain incomplete, anyway, and integrated a radome from a A.W. Meteor night fighter (Matchbox kit) with lots of PSR and even more lead inside (because the Matchbox A-20 is a notorious tail sitter). I expected to radome to be more pronounced, in the end its curvature blends well into the rest of the A-20 fuselage - it looks as if the glass nose had been painted over, just like on the early P-70s and strafer Havocs. But I left it that way, even though I had hoped for a more distinct front profile.
However, because the radome was now not wider than the fuselage I decided to not only add a cannon tray under the fuselage (a drop tank half from a Sword F3J with an oval diameter), but also two pairs of pods with 0.5" machine guns from an Italeri B-25J. Serious firepower.
Additionally the P-70C received small, streamlined underwing drop tanks outside of the engine nacelles - a small detail that changes the aircraft's look even more.
Biggest challenge became the rear cockpit for the radar operator, though. Like the earlier P-70s, the night fighter would lose its defensive armament, and in the A-20G's case this included a complete powered turret for which the fuselage had been widened behind the wings' trailing edge. For this stunt the whole area was cut out and the former roof window of the gunner's compartment faired over. The whole cabin was effectively moved forward. Biggest issue was how to cover this gap, though. A long spare safari eventually yielded a rear cabin cover from an Aoshima Ki-46, which was long enough to close the section and even had the right shape to blend the A-20's spine into the tail section. As a side benefit: it has similar heavy framing as the cockpit. Fitting this clear piece was challenging, though, as it required to fill gaps with putty and sand directly around the clear part.
Inside, the pilot's cockpit was enhanced with a dashboard (and more lead under the floor!) and the radar operator received a scratched cabin with a floor, a rear bulkhead, a seat (left over from the Boston IV's bombardier nose) and a radar console (part left over from an Italeri B-66). The OOB pilots were used and received "3D" safety belts made from white tape - after all, the clear parts would not allow good sight inside.
The landing gear, even though very simple, was taken OOB, I just added cannon and machine gun barrels in the nose cut from hollow steel needles.
Painting and markings:
I wanted something realistic, and that offered only two options for an USAAF night fighter around 1944: either Olive Drab/Neutral Grey or all-black, and both quite boring. After I had seen a picture of an early black P-61 in Europe with invasion stripes I decided to adopt this scheme, even though with the twist of overpainted stripes on the upper surfaces - a detail seen frequently on NMF fighters (e.g. P-47s and early P-51s) after D-Day to improve camouflage on the ground against strafing attacks and photo reconnaissance. Sometimes the whole upper side was painted with olive drab, sometimes only the stripes were covered, resulting in interesting finishes.
The model received an overall coat with Revell 06 (Tar Black) enamel paint, which is a "dirty black". The invasion stripes were all made with decals from various Academy kits (from a P-47 under the fuselage, and from a Spitfire and Typhoon on the wings), and on the upper surfaces these were translucently painted over with thinned Tamiya XF-62 (Olive Drab), so that the stripes would still shine through here and there.
All interior surfaces were painted with green chromate primer (I used Humbrol 159), the radome was painted with Humbrol 72.
The black and the radome were later heavily treated with dry-brushing, using several very similar "almost black" tones as well as a bit of aluminum and grinded graphite around the gun porst and the exhaust. The only colorful highlights are the red propeller tips and a nose art graphic (from an Academy P-47D). The rest of the markings are rather dry and minimal, most came from Hobby Boss P-39 kits.
Finally, after everything had been assembled, the model received a coat of matt acrylic varnish. In real life the black night fighters were supposed to be glossy, but any picture I have seen of such a machine shows a rather dull if not matte (and quite dirty) finish.
An engine conversion project that helped to save a kit from it incompleteness. And the resulting fictional P-70C looks pretty mean and purposeful, the conversions and esp. the risky implantation of the rear cabin and its canopy paid out and the result looks quite plausible. And the partly overpainted invasion stripes add a bit of extravaganza to the otherwise rather dull all-black aircraft.
Taking a selfie (of sorts) at the pharmacy where I received the COVID vaccine. And the windows are green.
Tonight was my second and final shot. I'm in awe of all the pharmacists who have taken on the additional workload of giving vaccinations.
Taken at the 2008 ZNE ConvenZioNE ... During My Baby Got Backgrounds class. (What fun we had!)
I ended my travels early to come home to a family emergency, and am just now able to even begin catching up. Thought I'd ease into the workload tonight by going through the photos, and getting excited about the event once again! Please bear with me as I work on catching up & on some deadlines due in the next few weeks.
I have thousands of pictures to go through, so expect to see a ton over the next few months! Long blog post about this fabulous event coming up after the urgent business matters are done this week!
Photo of: Christi Miller I adored her, and I promise - it has nothing to do with her fabulous name! She is so willing to learn, and i could see how much of herself she put into trying the techniques. I hope to continue getting to know her!
Life has been quite chaotic as of late. I've lost friends, gained friends, became really close with a few people, found out loads of stuff that I'd rather not know, and even gotten a tattoo. I've been stressed beyond belief with the end of my semester (which, by the way, is completely over in less than three weeks). I've been frantically trying to decide what to do with my future, and I'm still lost in a world of doubt with what seems like no hope of getting out anytime soon. All in all, though, I've been okay and life couldn't get much better for me, right now. I'm as stressed as I've been in quite some time, but it'll all be alright, I'm sure. I refuse to have it be anything less.
In other news, sorry for being so lame and having lackluster attempts at keeping my Flickr up-to-date. I miss it so much, but I've been feeling way less than even slightly inspired. I'd really like to get back to this soon. Maybe I'll start once my workload cuts down some. I miss you all and hope you've all been doing lovely.
And lastly, since I'm always so absent on here, you can follow me on one of these websites:
You can view my instagram photos by clicking here, and if you'd like to follow my instagram, my user name is adamlepaul.
I did a bit of a street photo shoot for the lovely boys and girls from Hurley Burley yesterday. Rather quick edit due to my workload right now but they will do for online use. Lots more images to come today if I can fit in the editing and uploading among other things.
Rocky Jewell (4th year, Mechanical Engineering, age 22, from Sacramento, CA) is photographed for the #WeAreChico series on Thursday, March 29, 2018 in Chico, Calif. "The large workload of school, how it comes in waves, can be quite stressful. Managing your time is really hard. You have four projects, and two papers, taking six classes, and it's easy to feel like you're going crazy. I wake up early, have a cup of coffee, think about my day and try to plan on how I'll get through it.
But it's a lot to balance. Dealing with family life, trying to stay healthy and eating the right food, trying to feel safe and be a part of the community, getting homework and projects done on time, that's really stressful. I live with my girlfriend, and she's stressed out about school. She's pre-med, and she needs straight As. I want straight As and I get a good GPA, but sometimes I feel like I can't take on the stress that comes with it. When she's stressed out, I feel stressed out too, but I don't feel like I can be. I want to be balanced for her. We've worked out a balance where we really back each other up when the other one is dealing with more at the time.
The biggest help is that I have a strong relationship with her and my friends, and I'm able to communicate with people. I can complain about professors who are piling on, or vent about how my workload sucks. Having a group of people I can go to helps me calm down. I keep a daily journal and I keep track of what happened. It helps to go back on weeks that were easier and find motivation, or to look at challenges and how I got through them."
(Jason Halley/University Photographer/CSU Chico)
Working with an incredible team of freelancers for Secret Productions and Papa Projects, we managed to build and break a mammoth 8 room, Santa's Grotto theme party, for Google UK's Christmas bash, in under 24 hours! (That includes the actual party as well)
I was involved in making some hilarious creations, including a giant 'Chesterfield style' sofa, a karaoke area complete with a bespoke 'fire-place karaoke-star entrance', set into a 'faux' black brick wall, with red glitter mortar, and a christmas tree forest cinema.
Once again, a truely incredible team, making it happen in the face of late deliveries, an enormous workload and plenty of sleep-depravation. Against the odds... really good fun!
Double-Take Software and Microsoft host a video webinar on "Ensuring the Availability of Hyper-V Virtualized Workloads"
ABSTRACT
Skeletal muscles are primary sites of activity-related energy consumption and have KATP channels expressed in very high density. Data indicate that KATP channels adjust skeletal muscle excitability under extreme levels of workload. The function of KATP channels in skeletal muscles under physiological workload conditions is unclear.
Here we developed a novel technique that allows the measurement of muscle membrane and action potentials in situ under a controlled level of workload. This technique, which is based on the use of a floating intracellular microelectrode, allowed us to evaluate skeletal muscle excitability with minimal disruption of the microenvironment and with intact blood supply. Our results indicate that KATP channels open in response to a relatively low level of muscle workload. This KATP channel opening results in membrane hyperpolarization and reduction of the action potential overshoot. The response was blocked by the specific KATP channel blocker glyburide and was absent in muscles with genetically disrupted KATP channel function.
Furthermore, disruption of KATP channel-dependent membrane and action potential adjustment in transgenic mice was associated with significantly increased activity-induced energy consumption and reduced exercise tolerance, compared to wild type controls. Thus, this study provides first and direct evidence that KATP channel-dependent adjustment of muscle membrane and action potentials is critical for muscle energy consumption and function under physiological conditions.
One of the primary sectors of the world is agriculture, wherein farm mechanization is now at its all-time high. To this date, Agri industries have made numerous innovations that have reduced the workload for farmers. Many jobs which were being done by labour is now being done with the help of machines. We all know that traditional methods require strenuous and backbreaking efforts, which waste a lot of time as well. On the other hand, machines have made all this easy, where you can sit comfortably and the rest of the work will be done by your tractor. Tractors do everything fleetly and also maximize your productivity. They are a versatile and absolute piece of technology.
The invention of a tractor gave hope to farmers. As technology changes, so did the agriculture sector. Many of the Brands have brought change with such beneficial innovations that helped the farmers to perform their bid in the world’s development. As the population is increasing speedily, so did the demand for food. In this instance, we need to increase the growth. To amplify growth, we need to use technology that can connect us with our target audience.
With the Green revolution happening, agricultural production was increasing worldwide and Solis grabbed the chance to start their farm equipment manufacturing company. With the collective efforts of the workers and the love received by farmers, Solis launched their first tractor in 1995. In the following year, they also started their manufacturing plant in Hoshiarpur, Punjab, which is now the world’s largest tractor manufacturing company. In 2000, SOLIS entered into joint ventures with worldwide pioneers that helped them enter new markets and reach new customers.
Gradually, Solis extended their hands towards the Japanese market as well and we launched their first mini tractor in 2005. Since then, we have introduced a diverse range of multi-utility tractors to suit the needs of the customers. Solis became India’s 3rd largest tractor manufacturing company and 6th largest globally. Solis is the No.1 tractor exporter from India and is constantly maintaining this position from last 3 year. We have an eminent presence in more than 130+ countries. Solis is now unwaveringly providing solutions to all your farming needs. It is now a proud manufacturer of agricultural tractors, offering a wide range of the toughest tractors, starting from 20-120 HP. We are one of the renowned tractor brands with over 1,100,000 tractors running successfully in multiple field applications. Each tractor from the entire range holds the capacity of executing the toughest challenges. They are proficient in performing tasks such as agriculture farming, orchard and vineyards farming, cattle farming, garden/golf course applications, forestry and industrial sectors.
With the manufacturing of tractors, we also produce various implements for soil preparation, planting, crop care, harvesting, post-harvesting, residue management and carrier-head. Solis believes in redefining the future of farming and so it is working persistently to attain this goal. Our tractors are strengthening farmers’ potential across the globe. We have become the No. 1 Tractor Brand in Nepal, Bangladesh, Algeria, Iceland, Afghanistan, and Hungary. Also, we have maintained our position among the top 5 tractor brands in Brazil, Germany, France, Denmark, UK, Mexico, South Africa, Turkey, Iran, and Belgium. If you are looking for compact tractors for sale, Visit the Solis tractors website to discover more about their tractor features
Two Russian Airforce Sukhoi Su-30s in mirror flight
The Su27UB entered service at the same time as the Su27. It was a two seater aircraft designed for training in operational units. It had all of the same weapon systems and similar manouverability, it's only difference was a small reduction in range due to increased drag from the enlargened cockpit. Later it was though to use the extra person in an operational sense. They were able to share the workload for long missions and for this the two seater Su30 was developed. This being used for both training and operational aircraft greaty reduced costs from having dedicated aircraft for the role of training. Changes from the Su27 are small but signifigant. Since it was developed slightly after and with greater knowledge from the Su27 many features of the aircraft could be refined and improved on with new technologies and materials.
The front seat is in exactly the same position as the single seat version. The Second seat is considerably raised to give good downward visibility. The rear cockpit also has a HUD and has all of the controls in the front seat. To compensate for the raised and enlargened cockpit the vertical fins had to be enlargened by 0.425m.
Su30 Flanker
The Su30 is a long range air-superiority fighter. Due to the in-flight-refueling capability it can either remain on station for long periods or cover a large area on patrol. It incorperates a new navigation and fire and control system allowing to to operate in the command role for a tactical formation. Similarly like the Mig31 it can operate in a formation where only the command aircraft needs to illuminate through the use of radar while the data is share with the other aircraft trough a secure datalink.
The Su30MK is another development which has imporved air to ground capability. It is a truely multirole aircraft with either a very quick turn around time or is able to complete both air to air and air to ground missions in the one flight. Two additional under wing storage points were added to allow up to 12 stores to be carried. In the Su30MK the second seater takes the more traditional role of the weapons system operator while in the Su27UB and Su30 they are really a copilot.
A modified prototype of the Su30 was the first aircraft in the world to accellerate through the speed of sound vertically (up not down!). While other aircraft have been able to travel supersonic vertically none had perviously been able to acellerate to that extent (at least not reportedly). The Su30 was able to do this thanks to an increased amount of composites used in the airframe to save weight.
Oh..... It took me a long time to get back to flickr. Busy at work and busy at home. I am not sure how long before I post the next.
Was definitely missing you guys .... . How is everyone?
will catch on to you guys soon
This was taken when I was working on Burning Red Dress, a passionate and cinematic uptempo dance tune that has many effects, plugins and instruments running and playing at the same time
It's been an age but I finally have a couple new ones done.
If anyone remembers, I started drawing each vaguely important Star Wars character ( as in, worth enough to make a toy of, really ) as they appear in scene in each of the films, starting with A New Hope. With luck, a new one each Tuesday, workload permitting.
Here's all the ones done thus far, including the new one, Princess Leia. ( Yes, I'm still in the first scene... ) If you dig her, she's currently up on le Ebay over here. Each one I do needs to go to a good home.
With kittens.
And Squid.
As a member of CUPE 3903, I went on strike this morning. I know that many may be wondering why we're out. Here are the cogent issues as far as I'm concerned:
1. Contract Faculty need better Job Security. Currently contract faculty know that they are employed for 12 weeks at a time; a contract faculty working for 10 years could be let go at the end of their current contract without any warning or impediment.
2. Classes--including lectures and tutorials--need have an improved student to teacher ratio. For both the quality of education for undergrads and workload for TAs and Course Directors, these ratios should be smaller.
3. Child and Healthcare Funds indexed to to growth in the union. Our union has increased in size by 28%, so the funds available for childcare have increased accordingly.
4. A Wage indexed to Inflation. In their final offer before strike action, the University offered a wage increase of 3% for 2008-2009. Current inflation is greater than the wage increase, so in a year we would be earning less than we do now.
Delivering on the promise of Smarter Computing, BladeCenter PS blades deliver superior business and IT services with agility and speed—all in a simple to manage highly efficient way. The PS703 and PS704 Express blades are preconfigured and tested by IBM and are based on proven technology. Utilizing a 2.4 GHz 64-bit POWER7™ processor and available in sixteen-core or thirty two-core configuration, they are optimized to achieve maximum performance for both the system and its PowerVM virtual machines. POWER7 Express blades and PowerVM enable massive workload consolidation to deliver services faster, with higher quality, and with superior IT economics.
Taken at the 2008 ZNE ConvenZioNE ... During the Baby Got Backgrounds class I taught. (What fun we had!)
I ended my travels early to come home to a family emergency, and am just now able to even begin catching up. Thought I'd ease into the workload tonight by going through the photos, and getting excited about the event once again! Please bear with me as I work on catching up & on some deadlines due in the next few weeks.
I have thousands of pictures to go through, so expect to see a ton over the next few months! Long blog post about this fabulous event coming up after the urgent business matters are done this week!
Photo of: Julee Herrmann, Christina Olsen, and Christi Miller
Last year I had a camera (Nikon D200) that had trouble taking pictures in low light so I had to shoot at slower shutter speeds (e.g., 1/90 sec), but at least the colors was pretty consistent.
Now, I have a better camera (Nikon D3) and in lower light I can use a faster shutter speed. However, I have discovered that the lights at Blair Field 'cycle' at a rate that is caught by my new camera when I shoot at higher shutter speeds and it causes really inconsistent color results.
What this means is that the vast majority of my pictures (taken at this location) now require much more serious color correction. Yes, I can shoot at faster shutter speeds (e.g., this series of pictures was taken at 1/500 sec at 9 fps) but I have increased my workload. Oh well...
Note: These were five RAW images that had no processing other than being cropped to fit in one view and then being converted to JPG.
My son William. Ever been happy your toddler is playing quietly? Ever gone over - eventually - to see what's going on? Ever been so furious to find your workload increased tenfold (laundry, furniture cleaning, rescuing documents) but STILL had the foresight to take a photo?? Ah yes, the joys of mothering.. PS Will's nose only LOOKS like Michael Jackson's in this photo, honest..
Sick of this project now. My stupid face needs to go away.
Sick of my job. It wasn't the best to begin with, but our workload has drastically, permanently (and sloppily) increased with no pay increase, or even official recognition. And to top it off, so many people need to start later because they're going back to school, that I am the only person to start at the actual start of our shift. I start every day surrounded by work, panicking and stressed. Because of my recent promotion, I also have, on top of this, piles of paperwork. Some permanent, some because the woman who does client services for us is on medical leave and I'm filling in on some of her duties. But I have to try to do the paperwork during lulls, when we're caught up. Mostly because I would feel like an asshole if I left piles of samples to do paperwork. I'd be pissed if I were a patient, and my test results were delayed because someone was doing less important, but still necessary, paperwork instead. Every day, by my dinner break in the middle of the shift, I am on the verge of tears.
Also, I have a cold.
B and I are going backpacking in Glacier at the end of this month again. And then, for my birthday in September, I took a 5 day weekend to go to Minnesota with some friends. I am so excited to not be at work.
Le HSBC PARIS SEVENS (8 au 10 juin 2018 au Stade Jean-Bouin) a officiellement été lancé aujourd’hui à Paris à la Région Île-de-France.
A cette occasion les 16 capitaines hommes et 12 capitaines femmes des équipes participantes au tournoi ont pris la pose autour du trophée de la compétition dans les jardins du Musée Rodin, Paris (Crédit Photo : I.PICAREL/FFR). Ils ont ensuite rejoint les locaux de la Région Île-de-France, partenaire de cette étape parisienne, situés dans le 7ème arrondissement.
Le HSBC Paris Sevens
Ultime étape du circuit mondial de rugby à 7, le HSBC Paris Sevens se déroulera au stade Jean-Bouin à Paris, du vendredi 8 au dimanche 10 juin 2018. Tournoi mixte pour la première fois de son histoire, le HSBC Paris Sevens 2018 accueille les meilleures équipes masculines et féminines du monde.
Avec 79 matches entre 28 équipes en 3 jours, le spectacle sera non-stop sur la pelouse du Stade Jean-Bouin. Dernier tournoi de la saison, les titres des circuits mondiaux masculin et féminin se joueront donc au HSBC Paris Sevens. Les tribunes et le Village des Supporteurs seront également en ébullition pendant 3 jours, avec de nombreuses animations « CRAZY RUGBY » qui seront proposées à tous les spectateurs !
Le programme :
Vendredi 8 juin de 14h à 21h40 > tournoi Féminin (ouverture des portes au public à 13h30)
Samedi 9 juin de 9h à 23h > tournoi mixte (ouverture des portes au public à 8h30)
Dimanche 10 juin de 8h45 à 19h40 > phases finales féminines et masculines (ouverture des portes au public à 8h15)
Le World Rugby Sevens Series 2017-2018 est la 19e édition de la compétition la plus importante du monde de rugby à sept. Elle se déroule du 1er décembre 2017 au 10 juin 2018. L'Afrique du Sud est tenante du titre et l'Espagne est l'équipe promue de la saison.
Au mois d'avril se déroulent les Jeux du Commonwealth 2018 où dix équipes des World Rugby Sevens Series participent. La compétition enchaine ensuite avec la Coupe du monde de rugby à sept en juillet 2018.
Chaque étape est un tournoi se déroulant sur deux ou trois jours, entre le vendredi et le dimanche. À chaque étape est convié une équipe qui ne possède pas le statut d'équipe permanente, portant le nombre total d'équipes à seize.
En fonction du résultat du tournoi précédent, ou du classement de la saison passée pour le premier tournoi de la saison à Dubaï, les équipes sont réparties en chapeaux avant tirage au sort pour former quatre poules de quatre équipes. Chaque équipe joue les trois autres membres de sa poule et un classement est établi, tout d'abord sur le nombre de points (victoire 3 points, nul 2 points, défaite 1 point) puis sur le goal-average général. Les deux premiers de chaque poule passent en quart de finale de la Cup ou tournoi principal et les deux derniers passent en quart de finale du Challenge Trophy. Les équipes vaincues en quart de finale sont alors reversées en demi-finales de classement, respectivement pour la cinquième et treizième place. Les équipes battues en demi-finales ne disputent pas de petite finale de classement et remportent le même nombre de point, sauf pour les équipes battues en demi finales de Cup qui disputeront un dernier match de classement pour la troisième place.
Chaque rencontre, y compris la finale depuis l'édition 2016-2017, se dispute en deux fois sept minutes.
Créée en 2016, l’étape parisienne de rugby à 7 rassemble, de ce vendredi à dimanche, les meilleures nations mondiales pour décider du vainqueur du circuit mondial. Une belle vitrine pour la discipline dans un pays qui ne jure que par le XV.
Dixième étape de la saison, le Paris Sevens clôture ce week-end le circuit mondial de rugby à 7, réunissant les 16 meilleures nations du monde aux quatre coins de la planète. De vendredi à dimanche, dans l’enceinte du Stade Jean Bouin, les équipes masculines feront le spectacle à travers une discipline méconnue en France mais très appréciée dans de nombreux pays. Et, pour la première fois cette année, les équipes féminines ouvriront les festivités.
Une véritable fête du rugby à 7, discipline olympique depuis 2016 et en plein boom grâce à la vitrine que lui ont offert offert les Jeux de Rio. Chez les hommes, outre les nations majeures de l’Ovale comme la Nouvelle-Zélande, l’Australie, l’Angleterre ou les Fidji, le Kenya, le Canada ou encore l’Espagne font leur trou et voient dans cette discipline une chance de développer un sport mineur dans leur pays. Chez les femmes, la Chine, le Japon ou la Russie figurent dans le top 12.
Le crazy rugby à la fête
Créée en 2016, l’étape parisienne est également l’occasion pour la France de développer la discipline dans un pays qui ne jure que par le XV. «Nous sommes fiers de soutenir financièrement ce tournoi et de permettre qu’il existe», a tenu à rappeler le vice-président de la région Île-de-France, Patrick Karam. Et de poursuivre. «La région est également présente dans la sensibilisation. Vendredi, 360 lycéens pourront découvrir la discipline grâce à de nombreuses animations. Il est important pour nous de tout faire pour développer cette pratique, en vue de Paris 2024», a-t-il poursuivi, alors que la conférence de presse de présentation se tenait dans les locaux de la région, dans le 7e arrondissement parisien.
Dernière étape de la saison, le tournoi parisien représente en tout cas une belle vitrine pour la discipline, dans une ville au rayonnement mondial. «C’est formidable de pouvoir clôturer la saison dans une ville aussi magnifique, chez un hôte comme la France», ajoute de son côté Douglas Langley, directeur du tournoi et membre de World Rugby. «Nous nous réjouissons d’avance de ce week-end de ‘crazy rugby’», conclut-il. Et c’est bien là l’atout majeur de la discipline. Spectaculaire, chaque rencontre offre de nombreux essais et des sprints permanents.
Les Bleues veulent briller
Le public parisien, qui vient en nombre à chaque édition, est adepte de cette discipline. Le Stade Jean Bouin était plein en 2016 et 2017, et l’édition 2018, même s’il reste encore des places à vendre, ne dérogera certainement pas à la règle. Pourtant, ce ne sont pas les résultats des Bleus qui font venir les supporters. Malgré une 3e place en 2016, et une 5e en 2017, l’équipe masculine connaît une saison compliquée. 12e sur 16 au classement, les Bleus n’ont pas fait mieux que 7e cette année lors des neuf précédents tournois du circuit.
«Même si nos chances sont moindres, on rentre dans ce tournoi pour le gagner, et on a la chance d’avoir le soutien du public avec nous», déclare Manoël Dall’igna, capitaine de France 7. «Ces deux dernières années on a eu des supers résultats ici et on compte sur le 8e homme pour faire aussi bien», termine-t-il. Cette période de creux, due en partie à de nombreux départs en retraite en 2016, ne touche pas les féminines. 3e du circuit mondial, les coéquipières de Fanny Horta visent le podium à Paris. «On a reçu beaucoup de messages de soutien de la jeune génération, et on veut vraiment profiter de ce soutien pour garder la dynamique de la saison et faire un nouveau podium», confie la capitaine.
Mises en valeur ce week-end, les Bleues représentent «la véritable locomotive du 7 en France avec une très belle réussite sportive», estime Christophe Reigt, manager des équipes de France à 7. Suffisant pour développer la discipline en France ? Quoiqu’il en soit, avec cette étape parisienne, la Fédération se démène pour populariser le 7 dans l’Hexagone, avec un objectif majeur en ligne de mire : les Jeux olympiques de Paris en 2024.
The HSBC World Rugby Sevens Series 2018 Awards in Paris brought a fitting end to an enthralling season which saw South Africa and Australia crowned men’s and women’s series champions respectively.
It’s been one of the most competitive seasons on record as both the women’s and men’s series were decided by just two-point differences.
South Africa fought an incredible battle with Fiji in the men’s series to retain their title with victory at the final round in Paris, while Olympic champions Australia won their second overall title ahead of rivals New Zealand on the women’s series after reaching the podium at every one of the five rounds.
The end of season awards provided a chance to celebrate the men’s and women’s sevens players, coaches and teams that are the stars, ambassadors and role models of the sport.
World Rugby Chairman Bill Beaumont said: “It has been another tremendous year for the HSBC World Rugby Sevens Series, which continues to go from strength to strength.
“I hugely admire the skill and physicality of rugby sevens and thank the players for their outstanding commitment which makes the series such a success. It is great to see the series capturing the imagination on and off the field with year-on-year increases in attendances, broadcast and fan-engagement figures, and that is a great testament to the players, coaches, host unions and everyone involved with the events.
“Rugby sevens took a quantum leap when it joined the Olympic programme in 2016 and now we look forward to a Rugby World Cup Sevens in San Francisco in just 40 days time in an iconic city and a market with great potential. It promises to be a thrilling and spectacular event.”
the workload. It is a blessing for me to be standing here.”
Rookies of the Year
Eroni Sau is the second Fijian to be named Rookie of the Year for the men’s series after being a clear winner in the fan vote ahead of his compatriot Alosio Naduva and Australia’s Ben O’Donnell. The 28-year-old featured in all 10 rounds in his debut season, using his powerful physique to score 37 tries.
France’s Coralie Bertrand, meanwhile, claimed the women’s accolade, having featured in all five rounds and helped Les Bleues enjoy their best season, reaching a first-ever Cup final in Kitakyushu and semi-finals in Langford and Paris to clinch the series bronze medal.
Fair Play Award
This award, selected by the match officials, recognises the teams who showcase rugby’s values of integrity, passion, solidarity, discipline and respect. Japan were awarded the women’s accolade after an event that saw them lose their core team status on the series, with Kenya the men’s recipients following an exciting season which saw them reach the final in both Vancouver and Hong Kong.
Roche’s kick with the final play of the match against England to snatch the bronze medal for invitational team Ireland at the HSBC London Sevens was a clear winner of the men’s award, beating Fijian Alosio Naduva’s last-gasp winning try against Australia in the Singapore Cup final and Matias Osadczuk’s break and calm head to send Renzo Barbier over for the winning try in Argentina’s Cup semi-final against South Africa in Las Vegas.
Capgemini Coach of the Series
Another inaugural category, selected by the series’ global innovation partner Capgemini, was won by New Zealand women’s coach Alan Bunting after successive victories in the last three rounds of the series in Japan, Canada and France as well as the Commonwealth Games title in April.
South Africa coach Neil Powell, who guided the Blitzboks to retaining their series title, picked up the men’s coach of the series award and paid tribute to his victorious team: “The mental focus and composure they showed was fantastic, all credit to the boys for believing in their success. We had everything to play for and the team did an incredible job, not just today but over the whole season.
“I also want to congratulate Fiji on an amazing season, they were phenomenal.”
DHL Impact Player
The race to be named DHL Impact Player of the Year in both the men’s and women’s series went right down to the final matches. In total 16 players from 12 nations won tournament awards during this season’s series.
New Zealand’s Michaela Blyde was delighted to win the women’s award: “This is pretty special. I’m shocked and truly grateful. I put this down to my teammates who create the opportunities for me and I thank them.”
La Fédération française de rugby organise, du 8 au 10 juin au stade Jean-Bouin, à Paris 16e, un tournoi international de rugby à 7 masculin et féminin, étape du HSBC World Rugby Sevens Series.
Cette manifestation sportive, soutenue par la Région à hauteur de 170.000€, va rassembler 28 équipes internationales, qui s'affronteront au cours de 45 matchs masculins et 34 matchs féminins.
Le public pourra découvrir à cette occasion, jusque dans sa pratique féminine, une discipline largement méconnue.
Quant au stade Jean-Bouin, qui est l'un des sites retenus pour les JO Paris 2024, il pourra mettre en avant sa capacité d’accueil de 20.000 spectateurs.
Ce tournoi constituant la 10e et dernière étape du circuit mondial, il s'achèvera avec la remise des titres de champion et championne du monde de rugby à 7.
En soutenant l'organisation de tels grands événements sportifs franciliens, la Région Île-de-France renforce chaque fois un peu plus l'attractivité de ses territoires tout en assurant son rayonnement à l'échelle internationale.
Le titre HSBC World Rugby Sevens Series a été décidé de façon spectaculaire après que l'Afrique du Sud a battu l'Angleterre 24-14 en finale du HSBC Paris Sevens pour décrocher la médaille d'or et conserver son titre de série.
Au cours d'une des années les plus compétitives de l'histoire de la série, le titre est allé jusqu'au tout dernier match puisque l'Afrique du Sud avait besoin d'une victoire en tournoi pour dépasser les Fidji dans le classement de la série.
L'Afrique du Sud a terminé la série en tête avec 182 points, suivie des Fidji qui ont remporté l'argent avec 180 points et la Nouvelle-Zélande avec 150 points après avoir remporté la médaille de bronze à Paris avec une victoire de 38-5 contre le Canada dans la troisième place
Les champions de la série de l'année dernière, l'Afrique du Sud, ont devancé l'Espagne 15-10 en quart de finale avec un essai à la cinquième minute de Justin Deguld, après que les pointages aient été 10-10 à la fin du temps réglementaire. Les Blitzboks sud-africains ont ensuite trouvé leur rythme en demi-finale avec une victoire complète de 24-12 contre la Nouvelle-Zélande grâce à deux essais de l'impressionnant Dewald Human, 23 ans, qui a fait ses débuts il y a deux mois à Hong Kong .
Humain était de nouveau en forme de but en finale et était ravi d'être élu Joueur de la Finale: "Ca a été une expérience fantastique ici à Paris, je me suis appuyé sur moi et j'ai apprécié chaque minute sur le terrain. sommes très heureux de la victoire. "
Le capitaine de l'équipe sud-africaine, Philip Snyman, a ajouté: "Nous voulions aller jouer au rugby et nous concentrer sur ce que nous pouvions contrôler: les gars ont joué un rugby phénoménal et ont fait honneur à l'équipe. C'est un sentiment incroyable de représenter un pays si merveilleux et les gens de chez nous n'ont jamais cessé de croire en nous et de nous soutenir. "
Fidjiens ont raté l'occasion de remporter le titre plus tôt dans la journée alors qu'ils ont été vaincus 19-17 par une équipe d'Angleterre pleine d'entrain dans un quart de finale à couper le souffle. Le capitaine de l'équipe d'Angleterre, Tom Mitchell, a complété un mouvement de 26 passes pour marquer dans les dernières secondes du match et mettre un terme à la récente domination des Fidji qui les avait vaincus lors des quatre dernières manches de la série.
Les Fidjiens se sont rétablis pour battre l'Irlande 38-5 et les États-Unis 28-7 pour terminer cinquième à Paris et mettre la pression sur l'Afrique du Sud pour la finale mais finalement ce n'était pas suffisant et les Fidjiens ont été obligés de se contenter des dix tours.
L'Angleterre a produit une autre performance puissante en demi-finale avec une victoire convaincante de 26-12 contre le Canada pour atteindre sa première finale de la série 2017-18, mais ils ont été incapables de faire face aux Blitzboks en finale alors que les hommes d'Afrique du Sud couraient vainqueurs devant une foule parisienne bruyante.
Équipe Invitational L'Irlande a battu 19-5 du quart en quarts de finale, mais après sa médaille de bronze à Londres la semaine dernière, les Irlandais se sont montrés assez prometteurs au cours des deux derniers tours un brillant avenir dans le rugby à sept.
L'Argentine a remporté le Challenge Trophy, décerné à l'équipe terminant en neuvième position, après avoir vaincu le Pays de Galles 33-26.
Toute l'attention se tourne maintenant vers la Coupe du monde de rugby à sept 2018 à San Francisco du 20 au 22 juillet, où 24 équipes masculines et 16 équipes féminines s'affronteront pour devenir championnes du monde au cours de trois journées d'action excitantes.
Makis is Cleo's husband and partner. They share the workload and keep each other company during the endless hours it takes to make each new saddle.
Taken at the 2008 ZNE ConvenZioNE
I ended my travels early to come home to a family emergency, and am just now able to even begin catching up. Thought I'd ease into the workload tonight by going through the photos, and getting excited about the event once again! Please bear with me as I work on catching up & on some deadlines due in the next few weeks.
I have thousands of pictures to go through, so expect to see a ton over the next few months! Long blog post about this fabulous event coming up after the urgent business matters are done this week!
This photo is of the inceredibly talented Jon Troast . If you haven't heard his music - go do so, NOW!
Day 125 of 365: a year in songs and photos
Song: Seether, Fake It
I have a hundred reasons why I have no real "photo" for tonight and just what you see here. I had no opportunity to take a photo during the workday and as soon as I got home, I started the task of moving the contents of two bedrooms out of our living room and kitchen and into their respective bedrooms. Two bed frames and beds, two dressers, tvs, clothes, drawers, computer, other assorted items. I started at 4 and I just finished. Sort of. There's still some stuff left in the living room but my body just gave out on me.
Todd's going to be pretty surprised when he gets home. I decided to do it all myself because he has to work overtime every night this week and I know his workload is exhausting him every single day. But I'm going to be pretty useless by the time he gets here. Looking like an 8pm bedtime for me. I just realized I'm up from 4am. So no time for photography, Dr. Jones. I'm faking it.
I do love the new carpets and paint. So I got that going for me.
And I really do love this song. A lot. Which is why I chose to use those particular lyrics.
Listen/watch here.
Maj. Gen. Gwen Bingham, the TACOM LCMC commander, in the center, talking to Mr. Gabriel Camarillo, the principal deputy at Office of the Assistant Secretary of the Army for Acquisition, Logistics and Techology, about a product produced by the waterjet machine. Jake Peart, the arsenal's production planning and control supervisor, prepares to hand Lt. Gen. Patricia McQuistion a sample.
watch Trace Bundy's "Pachelbel's Canon"
A piece I've been working on for almost a week now. Unfortunately I'm still at the first minute of the song due to overwhelming workload (damn job!). Hopefully I can play this in no time, something I want to play while my girl is walking down the aisle.... hahaha, can I actually do that?