View allAll Photos Tagged workload
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.
60096 with 6M89 Middleton Towers to Ravenhead Sidings loaded sand working passes over Stenson Jnc.
96 is on-loan from GbRF to cover their increasing workload and traction maintenance downtime.
Great to see DCR and GbRF making use of these versitile and capable machines.
Something basic an simple. I have not had time to do much lately, moving house and insane workloads and yet I miss it. Ill be back soon.
off to a wet friday!
inspired from AIH song Vanishing
all time fave indie band!
the kid is my housemate's SON
On This Date: Photo taken 5/14/2006
Also on this date, in 2006: My sister, Debra Jean, graduated from Wartburg Seminary in Dubuque.
==========
Why not two On This Date pix? In general it would increase my daily workload, probably by about 45 minutes. Some days it's probably worth the extra effort. But I shan't make this common practice.
Number of pix taken on various May 14ths: 652 [includes two by my brother]
Year of oldest photo: 2000
How I Rated the Date's Photographs:
. 1 Star: 5
. 2 Stars: 69
. 3 Stars: 413
. 4 Stars: 138
. 5 Stars: 27
The latest MacBook Air, powered by Apple’s M2 processor, is the best laptop for most people.
The base model, which includes 8GB of memory, 256GB of storage, an 8-core CPU, and an 8-core GPU, starts at $1,199. A model with 512GB of storage, which is what we recommend for most people and will let you keep using the laptop for longer, costs $1,399.
The Air has lost the wedge-shape design that was its calling card for years but retains many of the other excellent features of years past, including MagSafe charging, Touch ID, and the scissor-switch keyboard, and adds a new 1080p webcam and two new color options.
The M2 processor inside isn’t as fast or powerful as the M1 Pro or M1 Max you get in the larger (and more expensive) MacBook Pro models, but it’s still mighty fast. In our testing, it was able to handle intense office workloads with little to no heat or slowdown. Given how thin and light this device is, it delivers a combination of
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Other people are showing us how they like to escape, and what they like to do when they have some free time. I'm showing everyone what I'd like to escape from, but can't - my dissertation! I know it'll be worth it in the end, but it's such a mountain of work!!
Taken for OurDailyChallenge: "Escape"
Project 365 Photo 37/365
How to reduce workload? That's my visual notes of the workshop given by my colleague Kozak Oliver (EC HR) on the subject. The objective is to free up enough time to be able to start improving, in order to free up even more time up to 40% to be able to improve continuously and ultimately create much more value at work (by moving from the Spend-It-All team model to the Time-Investor team model). How to get there concretely? By improving in three areas: (your) work processes, team efficiency, and organisation development. Important: you have to go slowly, step by step, with persistence day after day, be patient, and get support.
Thank you Oliver!
+++ 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.
Historical photos regarding some of the history of the Des Moines Police Department. I will be adding to these photos as time and workload permits,
A majority of these photos have no information about the photos.
This appears to be a shooting and is possibly a Homicide.
Anyone heading to college knows the stress involved in picking a major. It can feel like so much hinges on your choice: Will I be able to handle the workload? Can I see myself doing this for the rest of my life? And most importantly—will this help me pay my bills (and student loans!) once I g...
www.goddesshub.com/15-college-majors-that-lead-to-the-hig...
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How much do you sleep every day?
I can only manage to do like 5-6 hours on weekdays, and perhaps 6-7 hours on weekends. There was a recent news on a research on the sleeping patterns of children in Singapore, and by no surprise, kids and young people these days are not getting enough sleep. Blame it on the heavy school workload, distractions of Internet and games, and the hectic lifestyles of their parents, there are increasing incidents of people seeking help from sleep clinics.
:o *yawn* I need some sleep now.
Historical photos regarding some of the history of the Des Moines Police Department. I will be adding to these photos as time and workload permits.
DMPD Vice Squad 1938.
The scraps of paper denote different hours of the day, these are used to determine the workload of men and women in the villages
+++ 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.
IBM System x3630 M4
A 2U, two-socket system that can be configured for general purpose workloads or as a cost effective, storage-rich server for databases that can use local storage. The x3630 is powered by the Intel Xeon processor E5-2400 product family. The storage-rich configuration supports up to 42 TB of data while the standard model provides more I/O.
Service Manager Plus is a Field Service Management Software, which enables an organization to create, schedule, invoice and manage work orders..
Salisbury VA Medical Center Director Kaye Green discusses a graph June 12 showing the growth of Salisbury VAMC's patient workload compared to the growth of the Veterans Health Administration workload over the past decade with the editor of the Salisbury Post, Elizabeth Cook, during an interview about health care access at Salisbury VAMC.
Photo by Bart Major (public affairs specialist, Salisbury VA Medical Center)
www.winnermedicalstore.com/blogs/articles/effect-of-apply...
Tracheotomy is a common operation for incising the cervical trachea and placing a metal tracheal cannula to relieve and rescue the dyspnea caused by laryngeal dyspnea, respiratory dysfunction or lower respiratory tract secretion retention. It has been widely used in the rescue and treatment of critically ill patients. However, incision infection and ulceration after tracheotomy are the most common complications after surgery, and can even lead to lung infection. Ordinary gauze dressing can only absorb a small amount of fluid, and there are many complications such as redness, swelling and exudation at the incision. Frequent and timely dressing changes are often required, increasing the pain of patients and the workload of nurses. In recent years, we have used adhesive-free foam dressing for incision dressing in patients with tracheotomy, and achieved ideal results.
1. The foam dressing is soft and elastic
Traditional foam dressing is a kind of porous foam dressing made of polyurethane and polyoxyacetic acid glycol and other substrates. Its outer layer is hydrophobic material, and the inner layer is hydrophilic material. According to some studies, its absorption capacity can reach 10 times its own weight. The wet healing produced by foam dressing replaces the dry healing of the traditional ordinary gauze dressing, so that the incision wound is in a moist and relatively anaerobic environment, which can promote the release of various growth factors in the wound and are conducive to tissue regeneration and wound healing. It also makes wet healing more than 2 times faster than dry healing. The foam dressing like silicone foam dressing 4x4 itself has its own adhesive, which expands to the wound side after absorbing the exudate, and can be tightly bonded to the wound, keeping the incision relatively dry, reducing the growth and reproduction of bacteria, and effectively reducing the redness, rash and exudation of the skin around the incision. Complications can significantly reduce the number of dressing changes and catheter placement time. Its sealing effect is also conducive to the early vocalization of patients after extubation. The foam dressing has good air permeability, no irritation, and patients feel obvious comfort; it is easier to open when changing dressings, and it will not increase the pain of patients.
2. The nursing effect of foam dressing
During the dressing change nursing process, the aseptic technique operation specification should be strictly followed, and the operator needs to wear sterile gloves and use a sterile dressing change bag. Use compound iodophor and 0.9% normal saline cotton ball in order to wipe the skin around the incision twice with the incision as the center, and the disinfection radius is greater than 3cm. Clean up the sputum, oozing blood exudate and other secretions and bonded scabs at the incision as needed, then wipe clean with a saline cotton ball, and apply the dressing after the local skin is dry. Use sterile scissors to cut an incision in the foam dressing products from the middle, usually in an "E" shape to cut to 1/2 of the dressing, place the cut around the tracheal tube, and smooth the dressing to make it close to the skin. Generally, the dressing is changed once a day. If the dressing is soaked by 2/3 of blood, exudate, sputum and other secretions or is close to 2 cm from the edge of the dressing, or the dressing is obviously swollen, the dressing should be changed in time. When the skin around the incision is found to be red and swollen, rash, exudate and other infections, the frequency of dressing changes should be appropriately increased.
To sum up, the use of non-adhesive foam dressing for dressing change in patients with tracheotomy can significantly reduce the incidence of complications, reduce the time of dressing change operation and dressing change interval, relieve patient pain, accelerate disease recovery, and prolong tracheal intubation. It is an ideal nursing method to improve the quality of nursing and the quality of life of patients, and promote the harmony between doctors and patients, and it is worthy of clinical nursing development and promotion.
Originally I had planned on doing a fruit splash series. The workload and technical difficulties prompted me to hold off on this grouping until I had more time to devote to it. I usually use the liquid at room temperature but for some reason I didn't. On a few of the images I don't actually mind the sweat on the exterior of the glass but it made it much more difficult to maintain focus.
HRMS software, you can significantly reduce the manual workload required to carry out these tasks.
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Maj. Gen. Gwen Bingham, the TACOM LCMC commander, looking through the bore scope of a quality control check.
For CIOs to deliver results faster, they need an IT infrastructure that can adapt as quickly as business needs change. That's what FedEx is building. With cloud computing, virtualization, and technology commoditization, IT architecture has reached a "thrilling stage," says Rob Carter, FedEx CIO since 2000 and an IT veteran of 30 years. Carter describes the change as “the Four Horsemen of Dominant Design," where interconnected, industry standard servers, networks, storage, and software give IT more flexibility than it has ever had to shift workloads with business demand, slashing time to market and cost. In this keynote, Carter will dive into the details of the new FedEx private cloud environment and where it's delivering the biggest returns.
The Akamai Edge Conference is an annual gathering of the industry revolutionaries who are committed to creating leading edge experiences, realizing the full potential of what is possible in a Faster Forward World.
Learn more at www.akamai.com/edge
This mosaic shows the mockingbird approaching the cluster of winged (or dwarf) sumac seeds, then making sure the coast is clear before starting to eat. Click on the audio link in the Cornell site to hear its song. The photos were taken through my breakfast room window, at handheld 12x zoom.
Please understand that I can't visit and comment as much as I'd like to because of workload demands.
Reminder: Please do not post notes on my photo or any images in your comments unless they are germane to my shot and of thumbnail size. If you do, I will delete the comment. I welcome your input, but please express yourself in text only, or provide a link to your image. Thank you.
© All rights reserved. No usage allowed in any form without the written consent of Mim Eisenberg.
August 7
So we've got a pair of new marketing folks at UNT--splitting the workload Joy used to take on--and it turns out they're really into Tesla! Today I finally got to take Jillian and Wes on a ride, and we had a blast! It was really fun getting to talk to people as passionate about the stuff as I am, and it was a great opportunity to get to know the new peeps a little better. Really cool people.
This evening we had dinner at Gloria's to celebrate Treavor being in town. YUM! I'm not entirely sure how Treavor sustains himself, but he seems to really be living his life to the fullest. I mean, GLORIA'S! Plus yadda yadda visiting all 50 states for giggles. What a crazy kid.
i know i know.. i'm supposed to be studying!! >.<
VF-1J is staring at me for slacking! bastard! ;p
how you peeps doing? still alive? doing good?
Jean-Pierre-Eugène-Félicien Peytier (1793-1863) was a French engineer and Army officer. He entered the Polytechnic School in 1811 and the corps of Engineers and Geographers in 1813, becoming a lieutenant in 1817 and a captain in 1827. He worked assiduously on the geodetics for preparing the map of France. A pioneer mountaineer, he was the first to climb several peaks of the Pyrenees, during the time he was in charge of triangulating the area.
When Ioannis Capodistrias was in Paris in October 1827, he asked the French government to provide him with French military officials to act as advisors for the organization of the Greek Army. Thus, on the recommendation of the French Ministry of War, Peytier and three other officers arrived in Greece, in order to train young Greek engineers who would undertake surveying projects, while Peytier himself was to draw the plans for the city of Corinth and the map of the Peloponnese. The work of this Military Mission was complemented by that of the French Scientific Expedition to Greece (1829-1832), the first systematic attempt by an organized team of scientists to study and map Greek territory. Peytier became an official member of the Scientific Expedition in January 1829, in charge of the geodetic works for the map, while concurrently carrying out an important part of the topographical delineations. Although he became ill with fever five times, Peytier remained in the Peloponnese (Morea) in order to complete his work. In April 1831, the triangulation of the Peloponnese had been completed and Peytier, having gained a wealth of data, experience and knowledge of the territory, departed for France. Once home, he worked in the French War Archive, where he was responsible for coordinating the project of drawing the map of the Peloponnese, which was completed in 1832.
In 1833, the Greek government officially expressed its wish that the whole of Greek territory be mapped by French geographers at the Greek State’s expense. Captain Peytier disembarked at Navarino for the second time, and arrived in Athens in April 1833. Over the next three years, despite the hardships of living in the countryside, disease, bandits, an enormous workload (which included the triangulation, topographical delineation and census of the population in Central Greece and Euboea) and complaints about the remuneration, Peytier showed the same consistency and diligence in collecting the necessary material in order to map the Greek State.
Peytier was recalled to France in March 1836. He worked on his material and supervised the works for the publication of the great map of Greece of 1852. At the same time, he contributed articles to various periodicals on geodetic and topographical matters related to the Peloponnese and Central Greece. From 1839 onwards he worked also on the map of France. He became director of the War Archive and was promoted to the rank of colonel in 1852. He died in 1864, aged seventy.
This Album was compiled by Peytier himself and includes his pencil drawings, sepias and watercolours depicting city views, monuments, costumes and people. Peytier seems to prefer Byzantine churches and mosques to Classical ruins. His artistic style is rare for his time, as he avoids idealization and instead promotes fidelity and precision, as an observant scientist and topographer. In all his works a rare sense of colour is evident, while a strain of discreet humour is discernible in many of them. Without exception the plates with Turkish and Egyptian subjects are copies from other works, as Peytier never travelled to Ottoman or Egyptian territories but probably intended to publish an Album on the East.
The edition includes a documented introduction and commentaries by Stelios Papadopoulos and Agapi Sarakatsani, while the original Album is the property of Stephanos Vagliano from Zacynthos.
Written by Ioli Vingopoulou
Fransız asıllı Jean-Pierre-Eugène-Félicien Peytier (1793-1863) 1811 yılında Teknik Üniversiteye, 1813'te coğrafya mühendisleri topluluğuna kabul edilir. 1817'de üsteğmen, 1827'de ise yüzbaşı rütbesini alır. Fransa haritasının jeodezi çalışmalarında hiç ara vermeden çalıştı ve üçgenleştirilmesi ile görevlendirilmiş olduğu Pirene dağlarının birçok zirvesine ilk çıkışları gerçekleştiren öncü bir dağcı oldu.
1827 yılının Ekim ayında Paris'te bulunan İoannis Kapodistrias, Fransa hükümetinden yunan ordusunun teşkilatlanmasında danışman olarak fransız ordusundan subaylar talep eder. Fransa Harp Bakanlığının önerisi üzerine, kendisinden başka üç tane daha subayla birlikte, Peytier, genç yunanlı mühendisleri eğitmek amacıyla Yunanistan'a gelir. Yunanlı mühendisler topoğrafya çalışmalarını üstlenecek kendisi ise Korint şehrinin krokilerini ve Peloponez yarımadasının haritasını çizecekti. Böylelikle Fransız Bilim Ekibi Yunanistan'a geldiğinde (1829-1832) Peytier buna katılıp (Ocak 1829) haritanın jeodezi çalışmalarını üstlenir. Fransa'nın dış politika faaliyetleri kapsamında Yunanistan'a gönderilen Askerî Heyete önemli bir ek olan bu organize bilim adamı ekibi, Yunanistan coğrafyasının ilk kez olarak bilimsel ve düzenli bir biçimde incelenmesi ve kaydedilmesinde, aynı zamanda da topoğrafya haritalarının büyük bir kısmının çizilmesinde çalıştı. Peytier toplam beş kez yüksek ateşle hastalanır, buna rağmen görevini tamamlamak uğruna Mora'da kalmaya devam eder. 1831 yılının Nisan ayında Peloponez'in üçgenleştirilmesini tamamlamış olan Peytier Yunanistan mekânıyla ilgili sayısız veri, yaşantı ve bilgiler biriktirmiş olarak Fransa'ya döner. Fransız Savaş Arşivinde Peloponez (Mora) haritasının çiziminin tüm aşamalarının koordinasyon ve denetimini üstlenir; bu görev 1832'de tamamlanır.
Yunan hükümeti resmî olarak tüm ülke haritalarının, masraflarını karşılamak üzere, Fransız coğrafyacılar tarafından çizilme isteğini dile getirince, yüzbaşı Peytier ikinci kez Navarin'de karaya çıkıp oradan Atina'ya varır (Nisan 1833). Bunu izleyen üç yılda, kır yaşamının sert koşulları, hastalıklar, haydut belâsı, yapılacak işin dev boyutları (üçgenleştirme, topoğrafya haritası çizimi, Rumeli'nin tümünde ve Eğriboz'da nüfus sayımı) ve maaş ödemelerinde türeyen hoşnutsuzluklara rağmen, üstün bir görev duygusu ve namusla Yunan ülkesinin harita çizimi için gereken verileri derler.
1836 yılının Mart ayında Fransa'ya geri çağrılır, oradaysa biriktirdiği malzemeyi inceler ve Yunanistan'ın büyük haritasının yayını için (1852) yapılan çalışmaları denetir. Bunlara koşut olarak, çeşitli dergilerde, Mora ve Rumeli'nin jeodezi ve topoğrafya konularına ilişkin makaleler yazar. 1839'dan itibaren Fransa haritasının da oluşturulmasında çalışır; Savaş Arşivi müdürlüğüne atanır, 1852'de albay rütbesine yükselir ve 1864 yılında yetmiş yaşına varmışken ölür.
Peytier tarafından derlenmiş olan bu Albüm, kent görünümleri, anıtlar, kıyafetler, portreler sergileyen ve karakalem, sepya mürekkebi ve suluboyayla yapılmış kendi desenlerini içeriyor. Antik harabelerden çok bizans devri kiliseleri ve camilere olan ilgisi yanısıra, idealleştirmeden kaçınan ve, bilim adamı-topoğraf olarak sahip olduğu gözlem yeteneği sayesinde, gerçeğe sadık ve doğruluk dolu olan resim uslubu çağı için nadir olması açısından kayda değerdir. Eserlerin tümünde renkler üzerinde büyük bir duyarlık, bazılarında ise ayrıca hafif bir mizah anlayışı algılamaktayız. Türkiye ve Mısır konulu tablolar tamamen başka ressamların eserlerinden kopya olup albümde bulunmalarının nedeni belki Peytier'nin ileride Doğu ile ilgili bir Albüm yayınlamak amacını gütmesi olabilir. Kendisi bu arada ne Osmanlı topraklarına ne de Mısır'a seyahat etmiş değildi.
Sözkonusu yayında St. Papadopulos ve Agapi Karakaçani tarafından kaleme alınmış etraflı bir giriş yazısı ve yorumlar yer almakta. Albümün orijinali Zakinthos'lu Stefanos Valianos'a aittir.
Yazan: İoli Vingopoulou
Happy Thanksgiving everyone! I hope that everyone has gotten their turkey by now! As you can see, I am still hunting mine (jk), and am dressed for the occasion.
Note: This pic was done in under three minutes due to an excessive workload, so please pardon anything that is not up to par. Thanks!
IBM System x3630 M4
A 2U, two-socket system that can be configured for general purpose workloads or as a cost effective, storage-rich server for databases that can use local storage. The x3630 is powered by the Intel Xeon processor E5-2400 product family. The storage-rich configuration supports up to 42 TB of data while the standard model provides more I/O.
The worst polluter in the area. However, also a big employer, so they are basically bullying government for subsidies ("or else they's close and oh my how big an unenployement would that create ... ") and do absolutely nothing to prevent or reduce the pollution they produce. Also, at times, when under closer scrutiny, they pretend to reduce the workload by day when they are verified by the environmental agencies, then ramp up production in night shifts and weekends when "nobody's looking".
Taken with a Yashica MG-1on Kodak BW400CN
Rotated a bit / cropped in GIMP
Eighth-grade heroes
Annual benefit dinner helps refugee families
By Ambria Hammel | Oct. 15, 2009 | The Catholic Sun
It’s not an assignment. It’s not even extra credit, but 30-some eighth-graders welcome the daunting workload every year.
The task: raise more than $30,000 as a class and secure enough food and cash donations to organize, cook and serve a deluxe Mexican dinner for 1,500 guests. The St. Jerome students also collect $7,000 worth of raffle prizes to give away.
They put all proceeds toward helping a newly arrived refugee family — whom they won’t meet until after the fundraising dinner — set up their home and embrace life in the United States.
The project, known simply as “The Mexican Dinner,” is a longstanding tradition for eighth-graders in Rose Mischke’s homeroom. It’s a project that recently went into overdrive as the students started selling tickets, finalizing donations and making the Nov. 22 dinner a reality.
“We only have 32 students, but somehow it gets done,” Mischke said.
That’s because after 26 years, Mischke has the process down to a fine art: build excitement about working with the refugee family from day one, divide the class into committees and give them an intense 45 minutes twice a week to work.
“I was thinking this was going to be easy,” said Phil Agarwal, one of Mischke’s students.
Agarwal, head of the raffle ticket committee, quickly learned that he’d have to step out of his comfort zone to be successful. That meant building his self-confidence in order to approach people he didn’t know and ask them for money. Agarwal is at the top of his class for bringing in the most money.
The eighth-graders have raised $5,000 worth of donations and ticket sales. The top 14 “breadwinners” will be in charge of grocery shopping.
“They learn how to become effective communicators. They learn how to talk to adults. They learn how to write,” Mischke said, listing some of the lessons her eighth-graders get from hosting the dinner.
More: www.catholicsun.org
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The EA-6B Prowler was developed from the A-6 Intruder attack aircraft for electronic warfare missions. It has a larger crew than most combat jets due to the added workload of the specialized equipment it carries, with the pilot accompanied by either two or three electronic warfare officers. Due to advances in automation of this technology, the newer EA-18G Growler gets by with just two crew members total.
Historical photos regarding some of the history of the Des Moines Police Department. I will be adding to these photos as time and workload permits.
A mid-range photo of the car from the photo of the unknown shooting scene. Judging from the amount of blood, it didn't end well for someone.
On 6th July 2010, 15002 arrives at Epernay with the 06:35 Paris Est to St Dizier service. 65 of these 25KV, 4,420 kW loco's were built by Alsthom and MTE between 1971-1978. They traditionally worked East bound trains from Paris, but with the march of new high speed lines their workload has change and can be see all over northern France
Col. Gail Atkins, CCAD commander, presents James Alexander with an Army Certificate of Appreciation and commander’s coin for his high level of integrity and competence in all facets of workload production, during a CCAD award ceremony, August 23, 2018.
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: Christina Olsen, and Christi Miller
A swan on Lake Windermere this morning. It was a cold, misty and frosty start. The light through the mist was so good that I couldn't resist stopping off at Fell Foot for a few minutes of photographic indulgance before getting on with the day's set workload!
A homemade sign wrapped around an old local tree.
Residents are campaigning to prevent a private company from needlessly chopping down healthy trees for the sake of saving a bit of money on roadworks. Trees are highly valued in our city, but it's a shame the council is leaning towards cost-cutting measures.
*Also had to play catch-up with the project due to illness and workload so apologies for the lateness!*
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.
Amos SEWELL • American 🇺🇸
* 7 June 1901 in Oakland, California.
✝︎ 30 October 1983 in Norwalk Hospital, CT.
www.facebook.com/media/set/?set=a.122112200882613045&...
“Women are sure Orn’ry”
Casein on gesso panel.
1457x560 mm; 8x22 inches.
📍Private collection - Dec 15, 2022 auction.
Photo credit: Swann Auction Galleries ⓒ
Illustration for a story published in The Saturday Evening Post, n.d.
About this artist ↓
A born Californian from San Francisco, Amos Sewell enjoyed the sun and all the activities warm weather had to offer. In his youth, Sewell was a ranked amateur tennis player (15th in Singles and 9th in Doubles). He was a banker during the day who took art classes for fun. After repeated losses to his champion tennis rival, Donald Budge, he decided to quit the sport. A tennis star throughout the 1920s, Sewell had moved into the world of professional illustration by The Great Depression era of the 1930s.
He began his art education taking eight years worth of night classes at The California School of Fine Arts while working as a banker at Wells Fargo. Sewell worked at the bank from 1916-1930. He always enjoyed art, and often took vacation time to drive up the California coast to paint. It was on one of these trips that Sewell decided to make a career out of his art by moving to New York City.
In 1930, Sewell made the move. To pay his way, he worked a lumber-boat from California to New York down the coast and through the Panama Canal.
Once in New York City, Sewell took more classes at The Art Students League and the Grand Central School of Art. In art school, Amos studied under famed instructors Guy Pene Du Bois and Harvey Dunn. Each of whom became the artist’s entre into the New York City art scene. He also studied privately with Julian Levi at his studio in Easthampton, Long Island after having completed his formal schooling.
In 1932, he married his sweetheart, Ruth Allen. The two never had any children. Though a talented artist, Sewell complained that work was hard to find in the worst years of the Great Depression, specifically 1933 and 1934. He spent his days practicing illustration when there was no work to be done. Soon that period ended, however, and the experience of practice had prepared him to shine as a masterful illustrator.
One of the few financially stable working artists of the early to mid-twentieth century, Sewell kept up his passion for tennis as a hobby. His last documented tournament victory was the 1934 Cup for Westchester County, New York.
Quickly, Sewell began receiving regular work from advertising agencies and magazines around the city. All the incoming work provided a better quality of life. Eventually, he and his wife chose to move from the East Village of Manhattan to the artist’s colony in Westport, Connecticut. During World War II, he won an art award for creating the nation’s best war bond illustrations.
Amos Sewell’s successful career led him to produce covers and illustrations for The Saturday Evening Post, Woman’s Day, Good Housekeeping, Redbook, True, Today’s Woman, Coronet, Liberty, and Country Gentleman. He illustrated for Street & Smith detective “pulp” stories, and a novel, MacKinley Kantor’s “Valedictory.” He was privately contracted to illustrate for large national advertising accounts, but admitted that he had to give those up to focus on his added workload from The Post.
Though Sewell had no children of his own, the artist idealized childhood. He often chose to depict its innocence with empathic images of children playing or unknowingly making mistakes.
Amos and Ruth lived out a quiet life in Westport, Connecticut until Amos’s death in October of 1983 at the age of 82. Today, Sewell is remembered as one of The Saturday Evening Post’s best artist-illustrators.