text:
HenryV
As swift in motion as a ball
Well after today I have to get on the football bandwagon really don't I?
Tags Chaucer, football, HenryV, Shakespeare, The Knight's Tale
Antic Disposition (Southwark Cathedral)
Photograph by Scott Rylander
Although I went on the first night of their 2017 tour, this is a mature production of Henry V that has been on tour for at least one year, and it shows in the sure-footedness of the telling.
Date February 4, 2017
Tags Antic Disposition, HenryV, Review, Shakespeare, Southwark Cathedral
The Barbican (RSC production)
In a fit of – I don't know exactly what but it certainly wasn't sanity – I bought tickets to see The King and Country tetralogy (also known as the Hollow Crown) over three days at the Barbican. This is the fourth of the four – the first is Richard II, the second is Henry IV Part One and the third is Henry IV Part Two.
Hal is back in trousers. I mislike this.
Tags HenryV, Review, Shakespeare, The Royal Shakespeare Company
Fair is foul and foul is fair
I have been super busy lately, organising an office event about fairness. Don't even ask. Since it happened today, and went very well, I have a couple of celebratory quotes to share…
Tags David Tennant, Fair, HenryV, Much Ado About Nothing, quotes, Shakespeare, Tom Hiddleston
Cancelling your fame
I got an email today saying that unfortunately due to an accident the Lazarus Theatre Company has had to cancel its production of Henry V. I hope they manage to put it on at some point in the future!
Tags HenryV, Play
Your Majesty shall mock me
The actual notes I made while watching Henry V go like this:
Tom whats-his-face from King Lear! He always sounds that drippy!
Tom Hiddleston riding. Does he do his own riding?
Are they going to colour-code this with French in blue and English in Red? Should make it easier to follow…
Masterful Tom Hiddleston.
Oh look it's Anton Lesser!
Speechifying Tom Hiddleston.
The comedy bit with Katherine. Never quite got this.
Tom Hiddleston has an army of twelve. Never mind, the French only have about twenty.
Tom Hiddleston in velvet. Yay!
It's over? No more Tom Hiddleston? Sadface.
Tags HenryV, NotAPlay
O do not wish one more!
I have just finished watching the Hollow Crown. What a brilliant and masterful production it has been. Richard II did stand out for me, but all the casting and production has been great, and I can't wait for round 2!
Henry V is obviously a play that gets done a lot – and like all true Englishmen, I've seen both the Laurence Olivier and Kenneth Branagh versions. I said before that I thought it would be possible to find more in it than Olivier's glorification and Branagh's denial of war, and it seemed to me this was a more intimate portrayal, focussed on Henry rather than seeking to make a broader statement.
Tom Hiddleston, therefore, had a lot to do and he did it astonishingly well. Well, no, not astonishingly well – I should know by now that he is a very gifted actor. He portrayed a really majestic king, one who was considered, but decisive when he needed to be, not proud, but dignified. And an awesome speechmaker. It was really jolting, to see the brief flashbacks and remember what a wastrel he had been in Henry IV. Now Hal was Henry, a successful king, winner of wars – and ladies.
And what did they do with this? They bookended the film with his funeral. What could be, on the face of it, a rather triumphal (or at least happy) film, they made into a tragedy. What a waste of England, to have and lose such kings as we have seen! What a Hollow Crown it is…
Tags HenryV, NotAPlay, Tom Hiddleston

redpajama_set_name: RedPajamaCommonCrawl


High altitude balloons are an inexpensive means of getting payloads to the brink of space, where all sorts of great science and astronomy can be done. A new prototype of balloon that uses material as thin as plastic food wrap was successfully checked out in an 11-day test flight, and this new design may usher in a new era of high altitude flight. NASA and the National Science Foundation sponsored the test, which was launched from McMurdo Station in Antarctica. The balloon reached a float altitude of more than 111,000 feet and maintained it for the entire 11 days of flight. It's hoped that the super-pressure balloon ultimately will carry large scientific experiments to the edge of space for 100 days or more.
The flight tested the durability and functionality of the scientific balloon's novel globe-shaped design and the unique lightweight and thin polyethylene film. It launched on December 28, 2008 and returned on January 8, 2009.
This seven-million-cubic-foot super-pressure balloon is the largest single-cell, super-pressure, fully-sealed balloon ever flown. When development concludes, NASA will have a 22 million-cubic-foot balloon that can carry a one-ton instrument to an altitude of more than 110,000 feet, which is three to four times higher than passenger planes fly. Ultra-long duration missions using the super pressure balloon cost considerably less than a satellite and the scientific instruments flown can be retrieved and launched again, making them ideal very-high altitude research platforms.
In addition to the super pressure test flight, two additional long-duration balloons were launched from McMurdo during the 2008-2009 campaign. The University of Maryland's Cosmic Ray Energetics and Mass, or CREAM IV, experiment launched December 19, 2008, and landed January 6, 2009. The CREAM investigation was used to directly measure high energy cosmic-ray particles arriving at Earth after originating from distant supernova explosions elsewhere in the Milky Way galaxy. The payload for this experiment was refurbished from an earlier flight. The team released data and their findings from their first flight in August 2008.
The University of Hawaii Manoa's Antarctic Impulsive Transient Antenna launched December 21, 2008, and is still aloft. Its radio telescope is searching for indirect evidence of extremely high-energy neutrino particles possibly coming from outside our Milky Way galaxy.
Lookming forward to the ANITA results a lot. EeV neutrinos are highly interesting, similar to the highest energy cosmic rays.
A very long time ago in the 1980s I set out in a private paper, Blowing Bubble Structures in Space, (not widely distributed), a proposal for building bubble structures in space as a way of creating very large structures in orbit using the minimum of weight. – In essence, I suggested that it would be possible to blow a very large bubble and then, if you introduced two new 'bubbles' inside the first and blew them both at the same time, you would get a flat surface, floor or ceiling depending which way you look at the result with the inner chamber divided into two. Then add more 'twin' bubble blowings would allow you to construct any required number of "rooms". If you blew the original bubble and then blew in a foam to attach to the inner surface and then blew another identical bubble, before you start the division process you can have a multi-layer outer surface that would eventually become strong enough to overcome the structural needs of what could become a very large orbiting facility. Indeed, you would need to carry out inner coatings and then cover them as a way of creating a rigid structure that would withstand the rigours of the use you put them to. But the basic principle is to use the minimum weight by carrying the basic material into space and then carrying out the construction, rather than constructing on Earth and then transporting the structure to orbit.
Taking another tack, you can envisage one very large bubble and then blow your twin internal bubbles, but instead of leaving a flat surface, if you change the pressure of the inner environment of one, you end up with a very large mirror which may be very easily aluminiumised in space to create an astronomical instrument.
If NASA has discovered a way of blowing these very large balloons as I suspect, from a heated single mass of the plastic used for the structure, then they have made the principle steps towards what I originally aimed at myself.
Something for you all to think about.
altitude of more than (about) 33.5 km.
balloon with a volume of (about) 623,000 m^3.
Short ton, long ton, metric ton? I don't know.
Could they not use this type of baloon to land a shuttle on mars?
I wonder what happens to the balloon- is it fully recovered, or are pieces of it left to drift, or what?
As to the units and accuracy used in the piece, close enough as far as I am concerned. Nancy is reliable and if you want more sigfigs then click on the links.
A few basic dumb questions for the scientifically impaired.
Since the title of the article highlights the "super-thin" material, can you shed a little more light on what the advantage of that is ?
I would assume it allows for more altitude. How does the 110,000 foot altitude compare to the altitudes of current balloons.
What does the higher altitude enable scientifically. Is there a holy grail altitude scientists would like to acheive. Thanks !
Confusing… 110,000 feet is about 15 miles short of the record. And the duration of 11 days is about 1 month short of the record there also. So what exactly did this balloon do that is newsworthy?
Balloons were doing the exact same thing in the late 1950s. Just FYI.
They nicked my idea! Still at least they're making it work.
My plan was to use a hydrogen baloon to get to 100,000′ for free, then burn the hydrogen before 'shatter' altitude is reached. Then kick in with the solid rocket booster (a firework – lol) to get even higher. My hope is to be able to get to LEO. Total cost £10.
On the up side of this if NASA are developing this technology then I wasn't too far off from a good idea.
So will this result in new breakthroughs in condom research?
On slightly more sombre note: What happens to a one tonne piece of kit if the ballon bursts more than 10 km up?
Huge balloons were used by the US military throughout the 1950s/60s to overfly cameras and instruments over the USSR. They were often deliberately made to look much like large glowing disks… Imagine a silent glowing circle – lit by a Sun already set on the ground – that's moving at roughly its own diameter every second or two. Then it changes colour and fades mysteriously from view.
The edge of space is definitely a handy realm to park telescopes, but hopefully people will have more sense and not call them UFOs this time.
As I read this article I got the same idea as what Sci-Fi Si stated. Use a giant hydrogen ballon sort of like a zeplin, but attached to a space ship, (possibley even a space shuttle) with SRBs.
Once maximum altitude is reached, then the ballon becomes an external fuel tank, possibly even with enough fuel to get a shuttle or space ship to Mars, and beyond.
Or what if such a ballon could lift an entire Atlas 5 with a probe like the New Horizons to high altitude, and launch from there?
That's 22 miles above ground, and a significant fraction of fuel and thrust that would become available for other uses.
I wonder…how big can a strong balloon be in a vacuum? Like in orbit, tethers to the ISS. With an airlock, to provide a huge exercise space. Or zero gee dance floor? Read "Stardancer" by Varley.
Chris… Particles (on a small scale) react differently in microgravity than they do on Earth; there are a lot of problems which would have to be overcome. There are a lot of other problems with your plans, but that would be the largest.
For instance, if I took a plastic bag, put a lot of sugar in it… shook it up… On earth the sugar would all fall to the bottom due to gravity and rest on one another. In gravity, they would float around; some would clump together because of the static charges built up from shaking, buth they wouldn't all clump and rest on one another.
Rob… landing a shuttle on Mars…why would you? Balloons are made to send things up …not down. Not to mention the fact the Shuttle isn't shielded well enough or built for the transit to Mars.
Ethyl…Other balloons can make it to this height; but not with as much weight. The holy grail would be …. well physically it may not be possible to go much higher. Think how baloons work.
Sili… dont worry about condoms… like you would find something to use them for?
If the balloon bursts, the payload would FALL… duh. However, there is this marvelous invention known as a parachute.
Sci-Fi and Planetwatcher… you two obviously have no idea about rocket fuels, their stability, weight, compositions, etc… and what it takes to store or even get 'fuel' up with a payload and ship. A 100K ft bounce (head start, launche point etc) would help limit the amount, but since it would be going so slow at the time… it would be neglegible. A) gas state fuel would burn off too fast, B) liquid state can't be stored in any balloon; the pressure alone would make it burst; let alone the temp. C) solid; cant control it.. once it is lit, you are stuck with it. No throttling, no control.
Vanamonde… A balloon in microgravity really isn't a balloon anymore.. it is a bladder. Think about how a balloon works; different gasses internally/externally… different weight/density and rise/fall along with gravity.
Things work differently in vacuum and microgravity.


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text:
module Protocop
  module Fields

    # Holds common behaviour for frames in a message, which are defined in
    # Protocop as fields.
    #
    # @since 0.0.0
    module Frame

      # @attribute [r] type The type of field.
      # @attribute [r] name The name of the field in the message.
      # @attribute [r] number The number of the field in the message.
      # @attribute [r] options The field options.
      attr_reader :type, :name, :number, :options

      # Get the default for the field, or nil if none was defined.
      #
      # @example Get the default value.
      #   frame.default
      #
      # @return [ Object ] The default value.
      #
      # @since 0.0.0
      def default
        options[:default]
      end

      # Encode the field to the buffer with the provided value.
      #
      # @example Encode the field.
      #   field.encode(buffer, "test")
      #
      # @param [ Buffer ] buffer The buffer to write to.
      # @param [ Object ] value The object value to write.
      #
      # @return [ Buffer ] The buffer that was written to.
      #
      # @see https://developers.google.com/protocol-buffers/docs/encoding#structure
      #
      # @since 0.0.0
      def encode(buffer, value)
        if repeated?
          encode_repeated(buffer, value)
        else
          encode_pair(buffer, value)
        end
      end

      # Initialize the new frame in the message.
      #
      # @example Initialize the frame.
      #   Frame.new(1)
      #
      # @param [ Module, Symbol ] type The field's type.
      # @param [ Symbol ] name The name of the field.
      # @param [ Integer ] number The number of the field.
      # @param [ Hash ] options The field options.
      #
      # @option options [ Integer ] :default The default enumeration value.
      #
      # @since 0.0.0
      def initialize(type, name, number, options = {})
        @type, @name, @number, @options = type, name, number, options
        validate_packing(type, options)
      end

      # Is the field packable? This is all field types except length-delimited.
      #
      # @example Is the field packable?
      #   frame.packable?
      #
      # @return [ true ] Always true for non length delimited fields.
      #
      # @since 0.0.0
      def packable?
        true
      end

      # Is this frame packed?
      #
      # @example Is the frame packed?
      #   frame.packed?
      #
      # @return [ true, false ] If the frame is packed.
      #
      # @since 0.0.0
      def packed?
        @packed ||= !!options[:packed]
      end

      # Get the key that is used for packed fields.
      #
      # @example Get the packed field key.
      #   frame.packed_key
      #
      # @return [ Integer ] The length delimited key.
      #
      # @since 0.0.0
      def packed_key
        (number << 3) | Wire::LENGTH
      end

      # Is this frame repeated?
      #
      # @example Is the frame repeated?
      #   frame.repeated?
      #
      # @return [ true, false ] If the frame is repeated.
      #
      # @since 0.0.0
      def repeated?
        @repeated ||= !!options[:repeated]
      end

      # Is this frame required?
      #
      # @example Is the frame required?
      #   frame.required?
      #
      # @return [ true, false ] If the frame is required.
      #
      # @since 0.0.0
      def required?
        @required ||= !!options[:required]
      end

      # Raised when attempting to define a packed repeated field that is not
      # length delimited.
      #
      # @since 0.0.0
      class Unpackable < Exception; end

      private

      # Encode a repeated field, which iterates through the array and encodes
      # each one by one.
      #
      # @api private
      #
      # @example Encode a repeated field.
      #   frame.encode_repeated(buffer, [ 1, 2, 3 ])
      #
      # @param [ Buffer ] buffer The buffer to write to.
      # @param [ Array ] values The values to write.
      #
      # @return [ Buffer ] The buffer.
      #
      # @since 0.0.0
      def encode_repeated(buffer, values)
        if packed?
          encode_packed(buffer, values)
        else
          encode_pairs(buffer, values)
        end
      end

      # Encode the key/value pairs of repeated fields.
      #
      # @api private
      #
      # @example Encode the pairs.
      #   frame.encode_pairs(buffer, [ 1, 2, 3 ])
      #
      # @param [ Buffer ] buffer The buffer to encode to.
      # @param [ Array ] values The values to write.
      #
      # @return [ Buffer ] The buffer.
      #
      # @since 0.0.0
      def encode_pairs(buffer, values)
        values.each { |value| encode_pair(buffer, value) }
        return buffer
      end

      # Validate if the field can be packed.
      #
      # @api private
      #
      # @example Validate the packing options.
      #   frame.validate_packing(:string, packed: true)
      #
      # @param [ Synbol ] type The field type.
      # @param [ Hash ] options The field options.
      #
      # @raise [ Errors::Unpackable ] If the packing is invalid.
      #
      # @since 0.0.0
      def validate_packing(type, options = {})
        if packed? && !packable?
          raise Unpackable.new("#{type} is not a packable field type.")
        end
      end

      # Execute the provided block with packing, yielding to each value in the
      # array.
      #
      # @api private
      #
      # @example Encode with packing.
      #   frame.with_packing(buffer, [ 1, 2, 3 ]) do |value|
      #     buffer.write_int32(value)
      #   end
      #
      # @param [ Buffer ] buffer The buffer to write to.
      # @param [ Array ] values The values to write.
      #
      # @return [ Buffer ] The buffer.
      #
      # @since 0.0.0
      def with_packing(buffer, values)
        unless values.empty?
          packed = Buffer.new
          values.each { |value| yield(value, packed) }
          buffer.write_varint(packed_key)
          buffer.write_bytes(packed.bytes)
        else
          buffer
        end
      end
    end
  end
end

redpajama_set_name: RedPajamaGithub


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The development of the turbojet engine and the nuclear bomb completely altered the structure of Royal Air Force Bomber Command. At a senior level it was seen that a single aircraft would now be able to perform a mission which might have required 1,000 bombers during World War II. Thus, there was an urgent need for new, 'modern' bombers to fill the ranks of a smaller Bomber Command. The Command would have a reduced number of aircraft, but these aircraft would offer higher performance and be able to deliver any of the nuclear bombs then being developed – including Britain's nuclear deterrent. The new aircraft were to be able to operate at a specified altitude of not less than 50,000 ft and at speeds around Mach 0.9-1.0. The prospect of such performance was not only of appeal to those who would fly the bombers; it was also of immense political appeal, since the high cost of a single bomber meant that only a limited number could be built owing to the state of Britain's economy following the end of the war. Indeed, there was a need to totally re-equip the whole of the RAF, but most notably Bomber Command. At the time many people believed in the policy of rebuilding Britain's military strength through a massive re-armament drive at all cost – this thinking ultimately leading to the development of the RAF's V-Bomber force as a strategic deterrent.
As a result of this new defence planning, the Air Staff issued a 1947 requirement for new jet bombers. The aircraft were to utilise a wing sweep of some 35, which was assumed to be the optimum angle for large aircraft, based on British data and captured German research. Such an angle delayed compressibility effects over the wing when approaching the speed of sound. At the time these effects were relatively unknown, a further bomber, the Short Sperrin, being designed with straight wings as an 'insurance bomber' against the failure of the more radical designs then being proposed.
Vickers submitted a tender for the bomber competition, but was unsuccessful. However, later study of its design revealed that the Vickers' bomber would be able to meet all of the specified requirements, apart from that of range. Though less advanced than the other two designs that later emerged as the Vulcan and Victor, Vickers' submission could be made ready much sooner than those from Handley Page and Avro, this time advantage proving very attractive to Bomber Command.
As a result of Vickers' proposal, Air Ministry Specification B.9/48 was drawn up around the design, which was allocated the number 660 in the Vickers type list. Two prototypes were ordered on 2 February 1950, the first was to be powered by four Rolls-Royce Avon RA.3 turbojets rated at 6,500 lb st, and the second, designated Type 667, was to be powered by four Armstrong Siddeley Sapphire turbojets.
Initial design work commenced in 1949 and within a year components were being made into complete assemblies at the Foxwarren experimental shop. It is interesting to note that such was the rapid pace of developments in aviation at the time, that two prototypes were required because the concept of the project was largely experimental. Two aircraft would allow for on-going modifications on one, while the other was being tested. By now the Vickers B.9/48 bomber had been christened Valiant.
Top: One of a batch of 30 Valiant B(K).Mk 1 aircraft, XD823 was one of the Operation Grapple aircraft. These machines were specially modified, being the first Valiants painted overall in anti-flash white and the only examples with white nose radomes. (Arthur Gibson Photographic Collection)Shown here on display during an RAF open day at the height of its operational career, this Valiant B. Mk 1 wears the standard anti-flash white colour scheme with pale national markings and serials. (Via Glenn Sands)while a concrete runway was constructed at Wisley. Although already known as the Valiant, the prototype was not officially named until June 1951. It was so called in recognition of an earlier Vickers aircraft, the Type 131 of 1931, a single-engined military tractor biplane.WB210 was subjected to seven months of flight testing during which an RAF officer, Squadron Leader Brian Foster, was attached to the test team. Foster was flying as co-pilot on 12 January 1952, when, during engine shutdown and re-light trials over Hampshire, a fire broke out in an engine bay after a wet start. No fire detection equipment had been installed in the bay, and by the time the blaze was detected the flames were so advanced that the wing was on the point of collapse. The pilot gave the order to abandon the aircraft and the three rear crew members went out first, followed by the two pilots. All the crew survived, except Squadron Leader Foster, who died when his ejection seat struck the Valiant's fin while the aircraft was in an uncontrolled, descending left-hand turn. Following this accident, modifications were made to the atmospheric balance in the fuel system, curing the fault which had led to the wet start and fire.
Avon RA.7 engines that had been used to power it in place of the proposed Sapphires. The aircraft remained with the test programme for more than a year and was flown by a second RAF officer, Squadron Leader Rupert G. W. Oakley.
Following the success of WB215, Vickers received an initial order for 25 Valiant B. Mk Is in April 1951. Five of these aircraft were to be powered by 9,000-1b st Avon RA.14 engines, while the remaining 20 were to have 10,500-lb st Avon RA.28s, with longer jet pipes. At the same time, Vickers received specifications from the Ministry of Supply for a prototype target-marking version of the Valiant, which was to be strengthened for high-speed, low-level flight and to have increased fuel tankage. Designated Type 673 and named Valiant B. Mk 2, the aircraft was known unofficially by Vickers as the 'Pathfinder'. It first flew on 4 September 1953, just days before that year's SBAC Farnborough airshow. The B. Mk 2 was finished in overall gloss black, and its fuselage was 4 ft 6 in longer that that of the B. Mk 1. Other structural changes saw the undercarriage housed in two long nacelles projecting behind the trailing edge of the redesigned wing.
The airframe changes were coupled with the introduction of Rolls-Royce RA.14 engines, which gave the B. Mk 2 significantly improved handling over the B. Mk 1. Flight tests showed that the B. Mk 2 was able to achieve 552 mph at sea level, whereas the B. Mk 1 struggled to reach 414 mph. Production of the 'Pathfinder' would have allowed for even greater performance, since Rolls-Royce RB.80 by-pass engines, the forerunners of the Conway turbofan, were to be installed. However, the Air Staff decided that there was no longer a requirement for the Valiant B. Mk 2 and the sole example, WJ954, was eventually scrapped. In a twist of fate, ten years later the whole of the V-Force adopted a low-level role. The airframes of the Valiants then in service proved incapable of withstanding the stresses imposed by prolonged flight at low level.
With Valiant B. Mk 1 production certain, a number of revolutionary manufacturing methods had to be adopted by Vickers.
Powered stretching and forming tools were used for the leading edges and fuselage panels, fuselage frames and spar sections. Sculpture milling was introduced for the first time, to manufacture the centresection spar web plates. Synthetic bonding was applied to doubling plates on the control surfaces. A special glass-bonding shop was started to produce various dielectric components, such as the nose radome and suppressed aerials, as well as ducting for the air system.
The four Avons were buried in the inner wing, a location which was in keeping with British practice at the time. Their intakes were long rectangular slots in the wing root leading edge. Before the first flight vertical airflow straighteners were added in the mouths of the intakes, but in subsequent Valiants the familiar 'spectacle' intakes were adopted to provide a greater mass flow to the higher rated RA.7, RA.14 and RA.28 Avons.
Above: WZ405 was a Valiant B(PR)K. Mk 1. These aircraft were outwardly generally similar to the standard B(K).Mk 1, except in the area of the bomb bay, where a number of windows allowed palletised cameras to 'look out'. (Via Glenn Sands) provided with a wind shield to assist the crew in bailing out – only the two pilots had ejection seats. Extensive use of electrical systems was made, the only hydraulic systems being for the brakes and steering gear, but even then their pumps were powered by electric motors. The main control surfaces were power operated, but were capable of being selected for manual control. The outward-retracting undercarriage consisted of dual legs and wheels, arranged in tandem and operated by an electrical actuator through worm gearing. The undercarriage stowed into wells in the wing between the engine nacelles and the underwing hardpoints and, when retracted, was covered by two large doors.
The first production Valiant, WP199, first flew on 21 December 1953. At the controls were 'Jock' Bryce and Brian Trubshaw. The first five production aircraft (all RA.14 powered) were allocated the Vickers designation Type 674, and carried full radar equipment. One of these aircraft was involved in an incident where both of its ailerons broke away during a high-speed run at medium altitude but, remarkably, test pilot Bill Aston brought the aircraft back safely to Boscombe Down.
With testing underway, the definitive RA.28-powered Valiant B. Mk 1 was entering production, the first of these Type 706 aircraft being WP204. "IThe aircraft went for handling trials at Boscombe Down and acceptance triials were performed on 4 April 1955.. A change in specification was issued durring 1954, requesting eleven Valiants to be fitted with removable equipment for hiigh-altitude photographic-reconnaissamce sorties by day and night and for aesrial survey work. These were slotted into ithe production line at intervals, the first: of the machines being designated Vickters Type 710, or Valiant B(PR).Mk 1 in service. The first PR aircraft, WP205, fflew for the first time on 8 October 1954.
Two other Valiant variants wcere developed the first being the Type 7E58, which carried the RAF designatiion B(K).Mk 1. It served in a dual bomb»er/ tanker role and 45 were issued to ithe RAF, beginning with WP214. The lattter proved to be one of the most interestting Valiants, operating with No. 1.38 Squadron, before serving within Bomlber Command's 'special units' carrying lairge amounts of ECM gear and other electronic eavesdropping equipment. By this stage, WP214 was operated on a joint basis by personnel from Bomber Command's Development Unit and Vickers. The other variant was the Type 733 B(PR)K. Mk 1, which served in bomber, photographic – reconnaissance or tanker roles. Fourteen examples were delivered to RAF squadrons. In addition, a number of B. Mk Is was modified for test and programme support roles.
The first front-line squadron to receive Valiants was No. 138 at Gaydon, Warwickshire, commanded by Wing Commander Oakley DSO, DFC, AFC, DFM. The unit's first B. Mk 1, WP206, was taken over from the OCU in February. The Squadron later moved to RAF Wittering with an additional six Valiants.
Singapore, Australia and New Zealand. No major unserviceability was encountered throughout a tour in which the two aircraft flew almost 146 hours. Simultaneously, at the SBAC Farnborough airshow, there was a fly-past of six pairs of Valiants from units based at RAF Wittering and RAF Gaydon. The final test of the capabilities of the aircraft, apart from air exercises and the detailed assessment of specialised equipment, was carried out in the spring of 1956, when No. 138 Squadron flew four Valiants for 1,000 hours, without any major problems.
Once initial deliveries had been made to No. 138 Squadron, the introduction of Valiants to other units quickly followed. The second squadron operator was No. 543 Squadron at RAF Wyton, which received its first aircraft after forming at Gaydon on 1 June 1955. These were B(PR).Mk Is. During daylight operations a fan of up to eight main cameras and a tri-installation of three cameras to provide wide-angle cover, were mounted in a 'camera crate' in the bomb bay. Behind this, in a fairing, was a survey camera, with two wide-angle oblique cameras mounted above it. During night operations, the B(PR).Mk 1 carried five or six cameras in the 'camera crate' with an equal number of photo-cell units. Photo-flashes were housed in a flash crate at the rear of the bomb bay.
Squadron, which had previously operated leased Washingtons, was formed with eight Valiants. A further Valiant squadron also formed in May 1956, alongside No. 138 Squadron at Wittering. This was No. 49 Squadron, which had previously distinguished itself when engaged in bombing operations against the Mau-Mau in Kenya in August 1955. In July, the formation of No. 148 Squadron completed the establishment of the Marham Wing, while the first of the Honnington Valiant units, No. 7 Squadron, formed on 1 November 1957, to be followed by No. 90 Squadron in January 1957.
As the squadrons accustomed themselves to operating their new bomber, a series of trials was undertaken to improve the efficiency of the RAF's medium bomber force, as the V-Force was alternatively known (the medium referring to the range, rather than size and weight of the aircraft). To improve the Valiant's performance on short runways at maximum weight, particularly under hot conditions, tests were carried out with Scarab rockets clipped to the rear fuselage; these were later replaced by de Havilland Super Sprites, fuelled by a highly volatile mixture of high-test peroxide and kerosene and delivering a thrust of 4,200 lb for 40 seconds. However, because of a variety of problems, including scorching along the fuselage, the rockets were relocated under the main engines, packaged in nacelles which – in theory at least – were reusable. A trial installation was tested on WB215 and was demonstrated by Brian Trubshaw at the 1956 Farnborough airshow. Further trials were carried out between 23 August and 7 October 1958 by the Bomber Command Development Unit at Wittering, using three Valiants: WZ402, XD871 and XD872. Some eight rocket-assisted take offs were performed, but the procedure was never adopted as standard.
Valiants became regular overseas visitors during the 1950s, one aircraft each from Nos 214 and 543 Squadrons, for example, flew to Idris, Libya to participate in Exercise Thunderhead, testing the defences of NATO countries in southern Europe and the Mediterranean area. These overseas detachments soon became routine and the squadrons attained several firsts with their aircraft.
Maralinga, South Australia, the detachment being commanded by Squadron Leader E. J. G. Flavell. On 11 October, Valiant WZ366, flown by Flavell, released a 10,000-lb weapon from 35,000 ft, at Mach 0.8 over the test range in Southern Australia. Also participating in the trials was a modified Canberra from No. 76 Squadron, tasked with collecting atomic cloud samples at all altitudes.
Although it had always been intended for the nuclear bombing role, events saw the Valiant called into action in a more conventional role during the Suez Crisis, as part of Operation Musketeer. In October 1956 Valiants from Nos 138, 148, 207, and 214 Squadrons were detached to Luqa, Malta, and on 31 October their crews were briefed to attack Egyptian airfields, as part of the air offensive prior to the Anglo-French landings in the Suez Canal zone. The initial attacks were carried out by Canberras of Nos 12 and 109 Squadrons and Valiants of Nos 148 and 214 Squadrons, against airfields at Almaza, Cairo West and Inchas in the Nile Delta and Abu Sueir, Fayid, Kabrit and Kasfareet in the Canal Zone. As they headed for their objectives, the bomber crews knew that the Egyptian air defences would be on alert. This was because hours of intercepted radio traffic had fore-warned the Egyptian population that a series of attacks on airfields around Cairo and in the Canal Zone would begin, following the expiry of an Anglo-French ceasefire ultimatum to Israel and Egypt, which Egypt had rejected.
In the event, the Egyptian defence failed to materialise and locating the airfields proved no problem for the bomber crews, since every town in the Nile Delta region was fully illuminated. A typical attack was flown by Valiant XD815 from No. 148 Squadron. Operations from Malta involved a 1,800-mile round trip of some five hours, with just 15 minutes was spent over Almaza airfield.
This proved to be the standard type of Valiant mission throughout the crisis, with single aircraft bombing from 40,000 ft. Some bombers made two passes over the airfields to ensure that their attack did not damage civilian property. It was stressed to all Valiant crews that Egyptian casualties should be kept to a minimum. In the event the airfields had been marked with flares by 'Pathfinder' Canberras prior to the raids. Only one Egyptian attack was reported, by Valiant pilot Squadron Leader E. T. Ware of No. 148 Squadron. During a night raid, his aircraft was intercepted by an Egyptian Meteor NF. Mk 13 which made two inaccurate firing passes, Squadron Leader Ware was easily able to avoid the attacker by climbing to altitude. The airfields suffered a further two nights of attacks by Valiants, during which raids were brought down to medium level to increase accuracy.
Cairo West was struck on the night of 1/2 November, with Valiants from No. 138 Squadron attacking for the first time, led by Wing Commander Oakley. There was no enemy opposition and the raid proved a great success. Photographic intelligence collected by Canberra PR. Mk 7s after the raid, showed that bombs had landed across both runways.
Following the Anglo-French landing, the Valiants returned immediately to the UK, their task of attacking Egyptian airfields completed. Following the debrief held by Bomber Command after the Valiant's combat debut, a number of recommendations were proposed and modifications were made to the bombers. It was clear to the crews that the Valiant could out climb any extant night fighter, but on the downside there was a tendency for the aircraft's bombs not to separate cleanly. It was discovered that at high speed the bombs tended to stay with the Valiant immediately after release, suspended in the airflow just a few feet below the bomb bay. Pilots also reported considerable buffeting when the bomb doors were opened.
Danube nuclear bomb. The aerodynamic characteristics of the weapon required a smooth release and separation from the Valiant. Suez also had an adverse affect on Britain's nuclear programme, with the recall of No. 49 Squadron's detachment from weapons trials in Australia as a precautionary measure.
By 1957 all of the RAF's Valiant squadrons were back at their home bases. In July, No. 199 Squadron at Honington, which had previously flown Canberras in the ECM role, received its first Valiant. By 16 December 1958, the squadron had moved to RAF Rnningley, renumbered as No. 18 Squadron, becoming responsible for ECM for the whole of the V-Force. The role saw a change in No. 18 Squadron's Valiant crew make-ups, with the addition of two Airborne Electronic Officers (AEOs), one of whom was responsible for operating the newly introduced ECM equipment.
Valiant production ended in 1957, with the last example, XD875, being delivered on 24 September. By this time Vickers had built 108 production Valiants, two prototypes and one B. Mk 2. Of this total 14 were B(PR).Mk Is, many of which went to No. 543 Squadron, equipped to receive fuel in flight, and 45 were B(K).Mk Is, many of which were able to receive as well as deliver fuel.
The first inflight-refuelling trials had taken place at Boscombe Down in November 1955 using two modified aircraft, WX390 serving as the tanker and WZ376 acting as the receiver. Despite the successful conclusion of the tests, it was not until March 1958 that operational trials were initiated by No. 214 Squadron. The Marham-based squadron soon became the RAF's first tanker squadron.
In 1957, perhaps the most significant event in the development of the V-Force deterrent took place – the testing of Britain's first thermonuclear device. In early 1955, a defence statement had announced that, 'the British Government has decided to proceed with the development and production of thermonuclear weapons, following the American H-Bomb tests of 1954 and with the knowledge that Russia was pursing a similar policy'.
through 90 to get clear of the target area. Such a bomb release procedure would see that the Valiant was being flown to its limits. The weapon was barometrically fused to detonate at 15,000 ft over Maiden Island, 350 miles south of Christmas Island.
On the morning of 15 May 1957, Valiant XD818, flown by Wing Commander K. G. Hubbard, Commanding Officer of No. 49 Squadron, took off with a prototype megaton-range weapon in its bomb bay. At 11.38, local time, the device detonated on schedule over Maiden Island producing a yield of approximately one megaton.
Britain carried out a three more thermonuclear weapon drops from Christmas Island in 1957, the last two being made on 19 June and 8 November, respectively. All of the warheads involved were in the megaton range. Worthy of note is that Britain applied code names only to the warheads of its thermonuclear devices, not to the complete weapon. This practice continued until such weapons were finally retired from RAF service.
With the RAF keen to demonstrate the capabilities of its 'new' bomber, in October 1957 one Valiant each from Nos 138 and 214 Squadrons, together with two Vulcans, represented Bomber Command in the USAF's Strategic Air Command Bombing Competition, held at Pinecastle AFB, Florida. It was the first time that V-Bombers had taken part in the competition, which took place over six nights and involved 45 SAC bomber wings. Despite some initial difficulty with one of the Valiant's nav/attack systems, the No. 138 Squadron aircraft was placed 27th out of 45. The crew from No. 214 Squadron was placed 11th out of 90 in the individual crew part of the contest.
The following year's competition at March AFB, California, saw the Valiants placed seventh in a combined bombing and navigation event, out of 41 teams. One No. 148 Squadron Valiant crew, led by Squadron Leader R. W. Richardson, achieved the highly respectable position of ninth out of 164 crews.
Other operations performed by Valiants included Snow Trip, a survey of the Distant Early Warning (DEW) radar chain across the Canadian Arctic border and the regular Lone Ranger flights. These latter involved a single aircraft deploying to an overseas RAF base as part of a long-range navigational exercise and usually took place over a weekend.
By 1957 the introduction of Vulcans and Victors was beginning, but for the time being it was the Valiant that formed the backbone of the strategic deterrent – for another three years at least. By 1961 nine squadrons and an OCU were equipped with Valiants as part of the medium bomber force. Nos 7 and 18 Squadrons were still serving in the ECM role; Nos 49, 90, 138, 148, 207 and 543 Squadrons included strategic reconnaissance in their roles; while No. 214 Squadron fulfiled the tanker role, in which it was joined by No. 90 Squadron at Marham from October 1961.
For a number of years, three Valiant units, Nos 207, 49 and 148 Squadrons, were assigned to NATO in the tactical bombing role under the control of the Supreme Allied Commander, Europe. For this role the aircraft carried either conventional bombs, comprising 21 1,000-lb weapons in three clutches of five and two of three, or tactical nuclear weapons of a US design. Thus, the Valiant not only formed part of Britain's V-Force, but also augmented the striking power of NATO, at least until 1961.
Perhaps the most visible change to the Valiants occurred in 1963, with the introduction of camouflage for the low-level role. The overall gloss anti-flash white scheme gave way to green and grey uppersurfaces over white. Although the Valiant had never been designed to withstand the stresses of low-level flying, Bomber Command estimated that the aircraft would remain in service for another five years. After a detailed reassessment of potential enemy defences had shown that high-level subsonic operations had become too dangerous, the change to low-level tactics was imposed across the V-Bomber fleet following a statement by the Air Minister in February 1964 at Wittering.
Perhaps inevitably, in 1964, a fracture occurred in the rear spar of a Valiant, and when other aircraft were inspected, indications of metal fatigue were found. The final Valiant sorties were flown in December and the force was withdrawn from service in January 1965. Repairing the Valiants was never an option, since with the introduction of the Avro Vulcan and Handley Page Victor bombers, no budget was available.
One of the last Valiants to fly operationally was XD818 of Operation Grapple fame. It took off from Marham on its last training sortie on 9 December 1964. Within a month, large-scale scrapping of the fleet commenced. Only XD818 and four other examples were saved, the latter being employed on test duties. The last Valiant to fly was XD816, which had been on loan to the British Aircraft Corporation since September 1964. This final airworthy example took part in a flypast on 29 April 1968 to mark the disbandment of Bomber Command and the inauguration of its successor – Strike Command.
While the Victor and Vulcan, have overshadowed the achievements of the Valiant, it is perhaps worth noting that the Vickers' bomber was successfully adapted to all of the roles given to it by Bomber Command. At the time the Valiant entered service it was described by Sir George Edwards, Vickers' chief designer, as an 'unfunny' aircraft that was produced in the shortest possible time. In fact the prototypes had been ordered in February 1950, the first of them completing its maiden flight in May 1951, and the first production aircraft flying in December 1953. RAF Bomber Command had its first Valiant squadrons by late 1955. The Valiant proved extremely easy to service and no major 'snags' were discovered that could not be fixed. Throughout the early dawn of Britain's deterrent force, Vickers Valiants stood dispersed at constant readiness at sites throughout Britain, while their crews trained and learned the methods that would be passed to the RAF's next generation of crews, who were destined to fly more deadly nuclear bombers.
Painted Aluminium overall. Post-war Red/White/Blue roundels (above wings and on fuselage sides) and fin flash. Serial number in black under wings and on fuselage sides. This aircraft was first flown on 18 May 1951 but crashed on 12 February 1952 following an engine bay fire.
Overall gloss black with medium grey fin top and panel under rear fusealge. Post-war Red/White/Blue roundels (above wings and on fuselage sides) and fin flash. Serial number in white under wings and on fuselage sides. This aircraft was first flown on 4 September 1953.
Painted Aluminium overall with black fin top and black/medium grey panels on nose radome. Post-war Red/White/Blue roundels (above wings and on fuselage sides) and fin flash. Serial number in black under wings, on fuselage sides and repeated on nosewheel doors. Note squadron badge on nose.
Painted Aluminium overall with black fin top and black/medium grey panels on nose radome. Post-war Red/White/Blue roundels (above wings and on fuselage sides) and fin flash. Serial number in black under wings, on fuselage sides and possibly repeated on nosewheel doors. Note squadron badge on nose.
painted Aluminium overall with black fin top and black/medium grey panels on nose radome. Post-war Red/White/Blue roundels (above wings and on fuselage sides) and fin flash. Serial number in black under wings, on fuselage sides and possibly repeated on nosewheel doors. Flown by S/Ldr E J Flavell. AFC. WZ366 dropped the first operational Atomic Bomb on the Marlinga range on 11 October 1956. Note the modified rear fuselage.
Painted Aluminium overall with black fin top and black/medium grey panels on nose radome. Post-war Red/White/Blue roundels (above wings and on fuselage sides) and fin flash. Serial number in black under wings, on fuselage sides and possibly repeated on nosewheel doors.
Painted Aluminium overall with black fin top and black/medium grey panels on nose radome. Post-war Red/White/Blue roundels (above wings and on fuselage sides) and fin flash. Serial number in black under wings, on fuselage sides and possibly repeated on nosewheel doors. Note squadron insignia on fin.
Painted Aluminium overall with black fin top and black/medium grey panels on nose radome. Post-war Red/White/Blue roundels (above wings and on fuselage sides) and fin flash. Serial number in black under wings, on fuselage sides and possibly repeated on nosewheel doors. Note squadron insignia on fin with red instead of usual white waves.
Painted Aluminium overall with red arctic visibility paint on wings, tailplane and fin. Black fin top and black/medium grey panels on nose radome. Post-war Red/White/Blue roundels (above wings and on fuselage sides) and fin flash. Serial number in black on fuselage sides only. Note white pig (or Polar Bear?) on black oval background on nose infront of crew entry door.
Anti-flash white overall with black fin top and black/medium grey panels on nose radome. Post-war Red/White/Blue roundels (above wings and on fuselage sides) and fin flash. Serial number in black under wings, on fuselage sides and possibly repeated on nosewheel doors. Note squadron badge on nose and squadron insignia on fin.
Anti-flash white overall with black fin top and black/medium grey panels on nose radome. Post-war Red/White/Blue roundels (above wings and on fuselage sides) and fin flash. Serial number in black under wings, on fuselage sides and repeated on nosewheel doors. Note squadron badge on nose and squadron insignia on fin.
Painted Aluminium overall with black fin top and black/medium grey panels on nose radome. Post-war Red/White/Blue roundels (above wings and on fuselage sides) and fin flash. Serial number in black under wings, on fuselage sides and possibly repeated on nosewheel doors. Note red and white markings on the Blue Steel bomb semi-recessed in the fuselage bomb bay.
Anti-flash white overall with black fin top and black/medium grey panels on nose radome. Post-war Red/White/Blue roundels (above wings and on fuselage sides) and fin flash. Serial number in black under wings, on fuselage sides and possibly repeated on nosewheel doors. Note Wing Commander s pennant on nose and squadron insignia on fin.
Painted Aluminium overall with black fin top and black/medium grey panels on nose radome. Postwar Red/White/Blue roundels (above wings and on fuselage sides) and fin flash. Serial number in black under wings, on fuselage sides and possibly repeated on nosewheel doors. Note squadron insignia on fin.
Painted Aluminium overall with black fin top and black/medium grey panels on nose radome. Post-war Red/White/Blue roundels (above wings and on fuselage sides) and fin flash. Serial number in black under wings, on fuselage sides and possibly repeated on nosewheel doors. Note black and white engine fairing semi-recessed in the fuselage bomb bay.
Anti-flash white overall with black fin top and black/medium grey panels on nose radome. Post-war Red/White/Blue roundels above wings with Pale Red/White/Pale Blue roundels on fuselage sides and fin flash. Serial number in Pale Blue under wings, on fuselage sides and repeated on nosewheel doors. Note squadron insignia on fin.
Anti-flash white overall with black fin top and black/medium grey panels on nose radome. Postwar Red/White/Blue roundels above wings with Pale Red/White/Pale Blue roundels on fuselage sides and fin flash. Serial number in Pale Blue under wings, on fuselage sides and repeated on nosewheel doors. Note squadron insignia on fin.
Anti-flash white overall with black fin top and black/medium grey panels on nose radome. Postwar Red/White/Blue roundels above wings with Pale Red/White/Pale Blue roundels on fuselage sides and fin flash. Serial number in Pale Blue on fuselage sides and repeated on nosewheel doors. Note squadron insignia on fin.
Anti-flash white overall with black fin top and black/medium grey panels on nose radome. Post-war Red/White/Blue roundels (above wings and on fuselage sides) and fin flash. Serial number in black under wings, on fuselage sides and possibly repeated on nosewheel doors. Note squadron insignia on fin (with standard white waves).
Anti-flash white overall with black fin top and black/medium grey panels on nose radome. Post-war Red/White/Blue roundels (above wings and on fuselage sides) and fin flash. Serial number in black under wings, on fuselage sides and possibly repeated on nosewheel doors. Note BCDU titling obove fin flash in black.
Anti-flash white overall with black fin top and black/medium grey panels on nose radome. Post-war Red/White/Blue roundels above wings with Pale Red/White/Pale Blue roundels on fuselage sides and fin flash. Serial number in Pale Blue under the wings, on fuselage sides and possibly repeated on nosewheel doors. Note squadron badge on nose and squadron insignia on fin.
Anti-flash white overall with black fin top and black/medium grey panels on nose radome. Postwar Red/White/Blue roundels above wings with Pale Red/White/Pale Blue roundels on fuselage sides and fin flash. Serial number in Pale Blue under wings and on fuselage sides. Note squadron insignia on fin in Bright Red.
Dark Green and Medium Sea Grey upper surfaces with white under surfaces. Black fin top and black/Dark Green panels on nose radome. Post-war Red/White/Blue roundels (above wings and on fuselage sides) and fin flash. Serial number in black under wings and on fuselage sides. Note squadron insignia on fin in Bright Red.
Dark Green and Medium Sea Grey upper surfaces with white under surfaces. Black fin top and black/Medium Sea Grey panels on nose radome. Post-war Red/White/Blue roundels (above wings and on fuselage sides) and fin flash. Serial number in black under wings and on fuselage sides. Note squadron insignia on fin in Bright Red.
Connected themes: mahogany aircraft models, rc airplans, revell, Vickers Valiant airfix, rc model aircraft kits, gundam models, rc plane models.


The initiative "e-Government Ph.D. Study" tries to trigger international interest. The concept is based on interdisciplinary of e-Government study and research; mentoring, technology, management and administrative technology and service capacities of Polytechnic of Zagreb as a host for e-Government Mentor Capacity Network; national and international mentoring partnerships ; participation of demand side representatives (in a Triple Helix conceptual framework); added value to existing postgraduate studies. The project in exposed concretely in the presentation.


In the last election we proved a U.S. presidential election couldn't be bought. The next big challenge for our democracy is to prove they can't steal one either and make no mistake we have to win this one or we will no longer be "We the People." What can you do? I'm going to tell you but let's make sure everyone understands the importance of this issue first.
Even though there have been virtually no proven cases of individual voter fraud numerous states have charged ahead with batting at phantoms and in doing so are executing a coup on the ballot box that is the biggest single threat to democracy we've ever faced. It couldn't be in more danger if we were under attack by a foreign power.
In the wake of the last elections we've had draconian voter restriction laws passed in a great many states. The Dept. of Justice is still battling it out with the state of Texas but we can't assume they will win so as citizens we have to be proactive on this issue. There is no issue more essential to being a patriot and ensuring our democracy than making sure everyone can vote.
Women, minorities, the elderly and the poor are especially victimized by these laws. The poor are especially targeted because they may not have transportation or have the financial resources to obtain the legal documents required for a voter ID such as a birth certificate. Many women are especially vulnerable to it because not only are they disproportionately pushed into poverty due to raising children alone, if they've changed their name due to a marriage or divorce they may also need documents verifying that change. Women were a major factor in the results of the last election so it's not surprising there would be pieces to these laws to disproportionately affect them.
Elderly and disabled people often lack transportation to the DMV or county seat and more often might not even have a driver's license so they too could be shut out of the election. I think anyone who thinks about will understand that a great majority of Americans will be shut out of the voting process denying them their citizenship for all intents and purposes.
Missouri has even changed their driver's license renewal policies so that even though everyone had to show a birth certificate to get their license initially they are required to show one now before they can renew that license. This isn't a one-time process but a continuing requirement for people to prove over and over they are citizens.
These laws have often denied students the ability to vote in the states they are going to school in since their driver's licenses are typically in the states they are from. We also still have African Americans who never had a birth certificate because it's only been within recent decades the birth of a person of color was considered important enough to register. That alone is a sad commentary to our culture and it is imperative that these people not be cut out of the voting process. They've been denied enough of their rights since the beginning of this nation.
We also have the fact that many Americans have become more transient due to following their jobs and moving frequently may leave them without the necessary documentation. It doesn't take much thought to realize that a great number of Americans are going to be shut out of the process.
So what can we do? There is a non-partisan, non-profit organization that is now taking volunteers and sending free information packets, including forms, to help those volunteers fight against this legal terrorism being executed against democracy. This organization has attorneys who are true patriots working pro-bono to ensure Americans get to exercise their right to vote. They are offering media assistance to promote your efforts. We need a true grassroots effort that has nothing to do with how much money you can give but how much you love ruling yourselves.
They are focused on one thing: making sure all Americans can vote. They are asking that each volunteer locate at least 3 people to help register and give a ride to the polls. They are also asking for volunteers to video tape issues at the polls and call in issues with people being denied their right to vote so it can be immediately addressed. This is a noble battle my friends as it's the biggest battle we've ever faced. We need everyone to do what they can do.
If you're a true patriot who would do anything you could to protect our democracy go to http://voteriders.com/VoterIDClinics and sign up, send for their free packet and get busy. We have just over a year to ensure the most basic platform of our democracy…everyone having a say in who represents them. Nothing has been more fundamental or essential to ruling ourselves since 1775.


Real Madrid coasted past Apoel Nicosia on Wednesday night to set up a Champions League semi-final clash with Bayern Munich.
Three up from the first leg, the nine-times champions started brightly but had to wait until the 26th minute to open the scoring as Cristiano Ronaldo tapped home Marcelo's cross.
Kaka doubled Real's lead with a stunning effort from outside the area eight minutes before half-time, but the best goal was scored by Gustavo Manduca as he pulled one back for the visitors after a flowing team move midway through the second half.
Ronaldo soon restored the hosts' two-goal advantage and substitutes Jose Maria Callejon and Angel Di Maria added further goals either side of Esteban Solari's 82nd-minute penalty for the visitors.
Jose Mourinho rested some of his established stars as Xabi Alonso, Mesut Ozil and Karim Benzema started on the Real bench.
But one who did play was Ronaldo, who bagged his 48th goal of the season when he bundled the ball home. Kaka scored the second with a brilliant curling effort.
Midway through the second half a wonderful team move ended with Ailton slipping the ball through to Manduca, who slotted past Iker Casillas to record his fourth Champions League goal of the season.
Ronaldo soon ended any hopes of a heroic comeback as having gone all season without scoring from a free kick he made it two in two games with a stunning effort from the left.
Callejon then added a fourth as he cut in from the left to finish low, but the Cypriots responded again and got their second goal when Solari netted from the spot after Aldo Adorno had been upended by Altintop.
However, Di Maria had the final say when he rounded off a fine night for the home side with a chip.
"The objective has been achieved, we won and now we're in the semifinals," Ronaldo said. "Now we have Bayern, which is not going to be easy."
APOEL coach Ivan Jovanovic, whose team's journey here started with qualifying last summer, expressed pride in his team.
"We knew we weren't going to get through to the semifinals after the match in Nicosia. What we wanted was to play the best football possible," he said. "The result wasn't so bad. I think our fans enjoyed a nice game.
"We're very proud to say goodbye to the Champions League in this stadium against Real Madrid."
Real Madrid: Casillas, Sergio Ramos, Varane, Pepe, Marcelo Callejon 45), Sahin, Granero (Albiol 65), Altintop, Kaka, Ronaldo, Higuain (Di Maria 55).
Subs: Adan, Benzema, Ozil, Alonso.
Apoel Nicosia: Urko, Poursaitides, Paulo Jorge, Kaka, Boaventura, Morais, Pinto (Satsias 78), Charalambidis, Marcinho, Manduca (Adorno 68), Ailton (Solari 70).
Subs: Chiotis, Elia, Alexandrou, Sousa.


text:
Brand Experience in Own Retail redefined
Miele Canada opens Toronto Flagship Store with new concept
Toronto, July 27, 2018. – Miele is due to open its fifth Miele Experience Centre, this time at the Yorkdale Shopping Centre on July 28. The new flagship is the brand's first own retail store in a premium shopping mall and is presenting itself with a completely new concept and design. The focus is on experiencing the brand with all the senses.
Digital first, but human at heart: The concept behind this most modern Miele Experience Centre relies on a combination of digital elements, product experience and expert advice. 'The new Miele Experience Centre is truly a unique showcase demonstrating excellent quality, technology and service', says Yves Dalcourt, President of Miele Canada. 'The experience we will give our customers will change the way people will look at buying appliances and will set a new standard within our industry'. Visitors are welcome to try out appliances and discover the user benefits they offer. From laundry and floorcare appliances to kitchen products through to Smart Home, all Miele product categories are represented. This is a full retail store where customers can purchase all products.
The kitchen eco system is the heart of the experience
The heart and soul of the new store is the active kitchen area. Cooking and baking demonstrations take place several times a day. Freshly prepared culinary treats from croissants to homemade soups can be sampled by customers during their visit. The lounge area adjacent to the kitchen is an invitation to linger and enjoy the atmosphere. In terms of store design, Miele relies on warm and natural materials which exude a homelike feel. The lighting and ambient videos on five screens in the store change to reflect the time of day.
Imagine a seamless physical, human & digital expression of the @MieleCanada brand at @YorkdaleStyle Tweet
Various digital elements further induce interaction with products or provide additional information. At the new Swiping Cooktop Screen, it is possible for example to perform virtual cooking and to experiment with the various Miele induction cooktops on display. The 46" touch screen display on the M-Touch Wall shows the product range with the eponymous technology in full size and illustrates the function of the controls which simplify the operation of numerous built-in appliances. New, too, is the Miele CareCollection Consumables Wall. With the aid of short videos, this feature informs visitors about the various Miele cleaning and care products. Videos are launched by scanning items using the NFC scanner provided.
Premium Shopping Location: Yorkdale Shopping Centre Toronto
Whilst the four other Miele Experience Centres in Canada – located in Calgary, Montreal, Toronto and Vancouver – offer large-scale showrooms in edge-of-town locations, the new store is the brand's first location in a well-frequented premium shopping mall. 'We are extremely excited about our partnership with Yorkdale Shopping Centre and believe that this new location will make the Miele brand even more accessible to even more consumers', says Yves Dalcourt. The Yorkdale Shopping Centre has approximately 18 million visitors per year.
This new endeavour also demonstrates the commitment of Miele to the Canadian market where demand for its world-leading, premium appliances continues to grow. The company has been represented in Canada since 1989, with headquarters in Vaughan, Ontario. The new Miele Experience Centre will be officially opened on Saturday, July 28 at 10 a.m.
Miele Experience Centre Yorkdale
3401 Dufferin Street, North York
ON M6A 2T9
Monique Fahey
Miele Limited
monique.fahey@miele.com
Company profile: Miele is the world's leading manufacturer of premium domestic appliances including cooking, baking and steam-cooking appliances, refrigeration products, coffee makers, dishwashers and laundry and floor care products. This line-up is augmented by dishwashers, washer-extractors and tumble dryers for commercial use as well as washer-disinfectors and sterilisers for use in medical and laboratory applications (Business Unit Professional). The Miele company, founded in 1899, has eight production plants in Germany as well as one plant each in Austria, the Czech Republic, China and Romania. 2016/17 turnover amounted to approx. EUR 3.93 bn with sales outside Germany accounting for 70%. Miele is represented with its own sales subsidiaries and via importers in almost 100 countries. The Miele company, now in the fourth generation of family ownership, employs a workforce of around 20,200, 11,200 thereof in Germany. The company headquarters are located in Gütersloh/Westphalia, Germany.
To learn more, visit www.miele.ca
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Cut the chillies in half, scape away and discard the seeds.
Place the capsicums, chillies, 3 tablespoons of water, oil, sugar and salt into a food processor and process until smooth.
Transfer the mixture to a medium saucepan and simmer gently for 1 hour to reduce to a thick paste. Stir it from time to time so it does not stick and burn on the bottom.
Allow to cool, then spoon into a clean container and store in the fridge for up to a week, or freeze to keep it longer.


Plantar fasciitis is a painful condition of the foot. It happens when a band of tissue, called the plantar fascia, is damaged and becomes thickened and inflamed. Treatment involves a variety of techniques, including stretches and painkillers. In some cases, corticosteroid injections may be prescribed (corticosteroids infiltration). Corticosteroids are powerful anti-inflammatories and should only be used sparingly, due to side effects such as putting on weight. A recent alternative to extracorporeal shock wave therapy. This involves using a device to apply high-energy shock waves into the affected heal. It is thought that the treatment works by numbing the nerves causing the pain and stimulating the healing process. Here, we want to compare corticosteroids infiltration to shock wave therapy to see which is the best treatment for plantar fasciitis.
Patients aged over 40 with plantar fasciitis, with foot pain lasting more than 6 weeks and a history of unsuccessful treatments for the condition.
Participants are randomly allocated into one of two groups. Those in group 1 receive the shock wave therapy. Those in group 2 receive the corticosteroids infiltration. All participants are then followed up at 3 weeks, 6 weeks and 12 weeks after treatment, when their level of pain, foot function and general quality of life are assessed.
Both types of treatment are already well established as treatments for plantar fasciitis. There is no additional risks to participating in the study.
The hypothesis is that shock waves are more effective than corticosteroid infiltration for treatment of chronic plantar fasciitis.
1.1. Patient lying down in supine position at the stretcher, without shoes, with ear plugs, with feet towards the shock waves device.
1.2. Mark the application place in the medial region towards the inferior calcaneal tuberosity.
1.3. Asepsis and antisepsis of foot and ankle.
1.4. Anesthetic block with 5ml of lidocaine hydrochloride at 2% of the tibial nerve in the medial retromalleolar region, 15 to 20 minutes before application.
1.5. Application of conductive gel in the heel plantar region.
1.6. Put the applying part (of the device) directly in the application zone in the heel plantar region.
1.7. Single application of 900 pulses, with energy about 0.13 mJ ̸ mm2 frequency of 4 pulses ̸s with Evotron (Switch) device.
2.1. Mark the application place in the medial region towards the inferior calcaneal tuberosity.
2.2. Asepsis and antisepsis of foot with Chlorhexidine gluconate at 2%.
2.3. Injection of 1 ml of betamethasone dipropionate (5 mg/ml) and of betamethasone disodium phosphate (2 mg/ml) and 1ml of lidocaine hydrochloride at 2% without vasoconstrictor at the maximum pain point.
Follow up with 3 weeks, 6 weeks and 12 weeks after both treatments, applying the scales VAS, AOFAS and SF36 by distinct teams from the ones that did the application.
1. Pain evaluation in all cases will be carried out by an evaluator according to the visual and analogical scale for pain in the foot with plantar fasciitis after any intervention (Shock waves Therapy or corticosteroids infiltration). This scale was described by Revill et col. (1976); in it, the patient marks the intensity of his pain in a blank sheet of paper, with an "X" alongside a 10 cm line, measuring the distance from zero to X with a millimeter rule and the value written down in centimeters, with one decimal place. Zero is absence of pain and 10 cm is maximum pain.
2. The hindfoot function of the patient with plantar fasciitis, after treatment with Shock waves Therapy or corticosteroids, will be evaluated through the AOFAS questionnaire.
3. Quality of life of the patient with plantar fasciitis after treatment with Shock waves Therapy or corticosteroids will be evaluated through the SF-36 questionnaire.Use of a quality of life evaluation questionnaire is required to correlate specific aspects of an illness with the overall health condition of the person. SF-36 (The Medical Outcomes Study 36-item Short-Form Health Survey) questionnaire is a generic tool for evaluating quality of life, i. e., it may be used for any illness, age or treatment group.
1. Occurrence of inflammatory or infectious process in the region of local anesthesia or corticoid infiltration.
2. Necrosis of skin in the region of anesthetic block or corticoid infiltration.
3. Use of rescue medication (dipyrone).
4. Relation of B.M.I. with the post-intervention evolution.
1. If pain gets worse soon after any of the established treatments, the patient will be allowed to use an analgesic (dipyrone) for a period of 5 days. Medication will be provided to the patient after intervention with instructions about how and in what situation it must be used.
2. After the 5-day period of analgesia, in case of persistent pain, the patient will be re-evaluated, and the need for change of medication will be checked.
3. After the second evaluation (in 6 weeks), if pain is worse than it was before the treatment, it will be proposed to the patient the change of treatment for the other method (infiltration of shock waves) or his exclusion from the work, if the patient so wants.
4. It will be excluded from the study the patient who receives another type of treatment, on his own, during the study.
VAS higher than initial evaluation. SF-36 and AOFAS lower than initial evaluation. Worsening referred by the patient.
6. Criteria for unchanged situation: VAS, SF-36 and AOFAS unchanged in relation to the initial evaluation.
7. Criteria for improvement: VAS lower than initial evaluation. SF-36 and AOFAS higher than initial evaluation.
4. History of unsuccessful previous conservative treatment, including one, or an association of, the following therapeutic methods: NSAID (non-steroidal anti-inflammatory drugs), rest, heat, ice, ultrasound, massage, orthoses, plaster immobilization, taping, change of footwear and use of night orthosis.
18. Radiographic examination of the affected foot, in profile and axial position of the calcaneus with infectious (osteomyelitis) or neoplastic (bone tumor or metastatic tumor) processes. Repeat radiographic examinations after last re-evaluation in 12 weeks.
19. Ultrasound examination of affected foot showing local infectious process of soft tissues, or neoplastic process of soft tissues. Repeat radiographic examinations after last re-evaluation in 12 weeks.


text:
Current events and culture
Yaakov Alperon was liquidated
Created by zorgi
November 2008 17 ב Current events and culture
Nyromith
Released November 2008 17
I crossed the line there 25 minutes after the liquidation. Of course there was a huge traffic jam, and I did not understand what the panic was: ambulances, police, fire engines, rescue motorcycles, photographers, and other rescue personnel running on foot and all these in illogical dimensions for vehicle One poor man who exploded. When the bus turned I tried to see something, but for some reason I saw nothing. I thought it was training at all that simulates a rocket fall ...
תגובות 61
Last comment 13 yr
Prominent participants in the discussion
נובמבר 17
Milford Cubicle 5 תגובות
Old Cat 6 תגובות
motogt 4 תגובות
Yklis 4 תגובות
liordavid
Delinquent enemy
As long as there are no casualties in my opinion, it is essential that criminals kill other senior ...
motogt
You saw what a disgrace was today in the news editions of Mickey Haimovitch and Yaakov Ayalon dressed in black, the reporters mourn, the widow is interviewed, the life story of the man was spread from end to end, stories about the family, and blah blah blah .. The man is the head of a crime family You'll understand! You do not have to be in mourning when such a person is finished, and all the crime families bring evil to the country, extort people, murder people, sell drugs to children. On my part, they will burn Moliner's house tomorrow when he sits inside it.
The media that makes the media heroes of them as if they are innocent and the police just stop them because the police can not find the heads of real crime families.
Milford Cubicle
Tachles.
Have you ever heard how they knew he was going to be there?
He was in court that morning, while there was a white sentence on him for extorting threats from a party producer.
Good family.
zorgi
Well, clear. Who the wise man would dare to breathe publicly in his assassination. The first reporter who was showing joy at the assassination, would find himself a few hours later in the cemetery divided into equal parts 24. : -X
J0n1
There is a difference between rejoicing and doing a national mourning day
Old Cat
Don't you think you should be appreciated when Ben goes the way of his father, adopts work values and goes on in the family business? Do you know how many families were forced to abandon business and activity that the father established and created for years only because the son went to study another profession? Here, here is the preservation of tradition and the ways of the ancestors and people do not appreciate it.
But not a widower ישראל, As they say, and we heard that he left 7 orphans, so there are those who step in the father's shoes even if the son will cherish this sparrow bird, the bars from the inside of the cabin will see for a few years. It is if the judge finds the area to be a stronghold and decides to be the civil protector and not the criminal defender.
Do you really think a crime family that functions as a crime organization is a group of "criminals" who can't spell their names?
I know it is. ישראל It's about five feet in size and there are some 10 crime families here that are defined as "big" or "known to the public."
The yakuza, they are one organization that holds all Japan and other places in the world from the eggs, why? Not because of the police or enforcement system and remember that in Japan there is a death penalty, but that they are Japanese and Japanese have a sense in the skull.
Get the police say http://www.ynet.co.il/articles/0,7340,L-3624556,00.html
"Women hand over Alpron killings" You might think that some senior officer or minister in the government must be eliminated, who should catch the kill. It just goes to show that all police officers who regret the incident belong to Alperon's groin and whoever does not regret the incident belongs to another family.
The assassin needs to be found and prosecuted for the boy's injuries waiting for the bus after school, and for the injury of the man driving behind Elperon. And about
methodman
What nonsense I hear
Unless you work in the prosecutor's office or the police, I don't think you know much more than you hear every day
And I'm sure there are many more in this world of crime organizations.
The yakuza is also unrelated here and again there is a big difference between an Asian organization and an Israeli organization.
One last thing, did you think you wanted to catch him to investigate him who sent him, etc.?
m1ke
Wow there are a number of talented people here on the forum. Only from reading the articles and watching TV did you come to very clear conclusions about his elimination - who the assassin, the nature of the work, how to do it. Well done! Who needs a UAV with talented people like you ..
davidreznic
My mother said that if she were prime minister, she would allocate an area for all the considerations and assassinations and where they would blow up their cars as much as they needed ...
That's exactly what we talked about today at work. It's Horrible. No country in the world is crying over the head of a murdered crime organization, but here it is a media celebration. Day but national. I remember when they handed over Rosenstein to the allies, people were crying. They said that Jews should not be extradited to Gentiles. You're fucking brain ?! Man destroyed the country. Sometimes I feel like I live in a monkey country, complete idiots. We deserve cravings that will spit on the streets and destroy any good plot.
Spider on the road
The main thing is selling newspapers
ariebel
Only do I find a logical contradiction in things?
"Get the killer off the head and body"
The quote is not in the article itself, but the title on the front page.
Yklis
It is appropriate for Alon Mizrahi to say this (if he wanted to take revenge on someone)
20 days and also 1 hour
Help in understanding what is the best way to work on a remote computer.
By Charg, 4 hours ago ב תוכנה
Who did she think would happen? AMD gets a cold shower after launching the RX 6500 XT
By djelectric, 5 hours ago ב graphic cards
By Alex Kuznetsov, Yesterday at 17: 38 ב Technical support for computers
By Zvi Jossef, Yesterday at 17: 25 ב Consulting before buying a computer
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By Buffalox8


text:
Paris - France / View learning centers
Paris can be seen as the most interesting city of Europe and probably even as one of the most amazing city's worldwide.
Paris can be seen as thé most interesting city of Europe and probably even as one of the most amazing city's worldwide.
People from all over the world travel to Paris to discover and experience this fairy-like city. Paris is the city of love, inspiration, art and fashion. The night scene, the Eiffel tower and the warm atmosphere will make you feel directly at home. Paris has a lot of interesting architecture and museums to offer, and is also a Walhalla for shopaholics. A city as Paris is one that everyone should visit and experience.
Source: http://www.paris.eu/
Paris is beautiful in every single season. The continental climate in Paris is characterized by warm and sunny summers, moderate winters and has no extreme temperatures. The average temperature in summer is about 25°C in July. In winter the temperature drops until an average temperature of 2°C in January.
Travelling around in Paris is really easy. Whether you take the metro, the bus or the RER suburban trains, the whole city and the Ile-de-France region are very well covered.
Metro: The quick and easy way to travel around the city, as well as the best value. The Paris metro has around 300 stations, their entrances marked by a big yellow "M", and 16 lines, numbered from 1 to 14, 3 bis and 7 bis.
Bus: Don't hesitate to travel by bus, it's a great way to discover the city. There are a wide variety of routes, many of which go though the city centre, along the Seine River banks or through well-known historical areas.
RER (suburban express railway): The RER is a huge rail network covering most of the Ile-de-France region. It consists of 5 lines referred to by the letters A, B, C, D and E. Within Paris, the RER operates in more or less the same way as the metro. If your RER station has a connection with the metro, you can use the same ticket for the whole journey.
Source: http://en.parisinfo.com/
Eiffel Tower (Tour Eiffel): Designed and constructed for the 1889 Exposition Universelle (the World Fair), Gaze up at La Tour Eiffel during a twilight picnic or enjoy a Parisian panorama by walking or taking the elevator up to the top.
Notre-Dame Cathedral (Cathedrale de Notre Dame de Paris): The cathedral itself is free, but you can climb the 387 steps to the top and see Montmartre to the north, the Arc de Triomphe to the west and St-Sulpice and the Panthéon to the south for a extra cost. Notre Dame is open Monday through Friday from 8 a.m. to 6:45 p.m., and Saturday and Sunday from 8 a.m. to 7:15 p.m.
Musee du Louvre: Is now the world's largest art museum and many also regard it as the best. It's here that you'll find a trio of greats, the enigmatic "Mona Lisa," the curvaceous Venus de Milo, and the headless Winged Victory of Samothrace.
Sacred Heart Basilica of Montmartre (Sacre-Coeur): Rising high above Paris, the Sacré-Cœur looks more like a white castle than a basilica. Towering over the eclectic neighborhood of Montmartre, this 19th century masterpiece is easily recognized by its ornate ivory domes.
Versailles Palace (Chateau de Versailles): Today, it is a wealthy suburb of Paris, some 20 kilometers southwest of the French capital. Centuries after King Louis XIV resided in the resplendent palace and wandered the immaculate grounds, it became the site of the Treaty of Versailles signing, which ended World War I.
Source: http://travel.usnews.com/Paris_France/
Paris - Ecole Perl Paris - Eurocentres Paris - Sprachcaffe


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Tyrone Davis
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The king of romantic Chicago soul, Tyrone Davis' warm, aching vulnerability and stylish class made him especially popular with female soul fans during a lengthy hitmaking run that lasted throughout the '70s. Best known for the classics "Can I Change My Mind" and "Turn Back the Hands of Time," Davis was a versatile baritone singer who could handle everything from pop-soul to funk to bluesy chitlin-circuit R&B, but smooth soul was his true bread and butter. Once Davis broke through in the late '60s, he never really stopped recording; although the R&B chart hits dried up by the early '80s, he was still going strong into the new millennium, decades after his first single was released. Tyrone Davis was born May 4, 1938, in Greenville, MS; he spent most of his formative years in Saginaw, MI, and moved to Chicago in 1959, where he eventually found a job as a valet and chauffeur for bluesman Freddie King. He befriended the likes of Bobby "Blue" Bland, Little Milton, and Otis Clay, among others, and began to pursue his own singing career in the clubs on the city's West and South Sides. Singer/pianist Harold Burrage took Davis under his wing and helped him refine his craft, and the budding blues shouter got his first shot in 1965 on the Four Brothers label. His first single, "Suffer," was recorded under the name Tyrone the Wonder Boy and written and produced by Burrage, as was the follow-up "Good Company." Unfortunately, Burrage passed away in late 1966, and after one more single Davis moved on to cut one-offs for Sack and ABC. He found a home at Carl Davis' new label Dakar in 1968, when a Texas DJ flipped his first release over and started playing the B-side, "Can I Change My Mind." Showcasing Davis' lovelorn pleading to best effect, the song went all the way to number one on the R&B charts, and reached the pop Top Five as well. Teamed with producer/arranger Willie Henderson, who'd masterminded "Can I Change My Mind," Davis capitalized on his breakthrough with a string of orchestrated hits that emphasized his new, smoother style, and helped point the way for Chicago soul into a new decade. "Is It Something You've Got" reached the R&B Top Five in 1969, and it was followed in 1970 by the sublime "Turn Back the Hands of Time." It was his second R&B number one, and also his biggest hit on the pop charts with a peak at number three; plus, the accompanying album of the same name ranks among the best soul LPs of its time, producing two more hits in the R&B Top Ten "I'll Be Right Here" and "Let Me Back In." Davis hit the R&B Top 40 with steady regularity over the next few years, including the Top Tens "Could I Forget You," "I Had It All the Time," "Without You in My Life," and "There It Is." In 1975, he scored his third number one R&B hit with "Turning Point," but left Dakar for Columbia the following year. Davis' ballad mastery was a main selling point for Columbia, which made his backing orchestrations even lusher than before, but he also made the occasional concession to contemporary dance trends, which informed his debut Columbia hit "Give It Up (Turn It Loose)," a number two R&B single from 1976. Further successes followed in "This I Swear" (1977), "Get On Up (Disco)" (1978), and the slinky ballad "In the Mood" (1979). Davis recorded his final album for Columbia in 1981, then switched to Highrise, where he promptly landed a Top Five R&B hit -- his last, as it turned out -- with "Are You Serious" in 1982. Short stints with Ocean-Front and Prelude followed before Davis settled in with Future for the latter half of the '80s. He spent the first half of the '90s on retro-soul label Ichiban, recording several albums, and then moved to Southern soul imprint Malaco in 1996 for an equally productive stay that lasted into the new millennium. Davis continued to release new albums every year or two, and toured the soul/blues circuit as restlessly as ever. Tyrone Davis suffered a stroke in October of 2004 and remained hospitalized until his death in February of 2005.
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Willie Clayton
Chuck Jackson
Ray, Goodman & Brown
Bobby Bland
Walter Jackson
Jimmy Helms
I Just Can't Keep On Going
Pop - Released by Legacy Recordings on 27 May 2016
Starting at €6,99
Can I Change My Mind
Soul - Released by Edsel on 1 Jan 1969
It's All in the Game
Soul - Released by Edsel on 16 Mar 2015
Flashin' Back
Soul - Released by Future Records on 1 Jan 2008
Starting at €0
Everything In Place (Bonus Track)
Turn Back the Hands of Time
Soul - Released by Edsel on 4 May 2015
In the Mood with Tyrone Davis (Expanded Edition)
R&B - Released by Columbia - Legacy on 19 Aug 2016
Starting at €12,29
I Can't Go On This Way
I Had It All the Time
Soul - Released by Edsel on 13 Apr 2015
Turning Back the Hands of Time, The Soul of Tyrone Davis
Love and Touch (Expanded)
R&B - Released by Columbia - Legacy on 10 Jun 2016
Without You in My Life
Can't You Tell It's Me
R&B - Released by Columbia - Legacy on 15 Jul 2016
Man of Stone (In Love Again)
R&B - Released by Future Records on 1 Jan 1987
genre.id.1
genre.id.1 - Released by Future Records on 1 Jan 1990
Can I Change My Mind (Original Canyon Demo)
Soul - Released by Essential Media Group on 18 Dec 2015
Soul - Released by Future Records on 5 Aug 2003
Sentimental (Dreaming of you)
Pop - Released by Teajoint Records on 12 Jun 2014
I Tried It Over (And over Again) / I'm Running a Losing Race [Digital 45]
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I've already made mention here about the outstanding job the Pickens County Library is doing with their historical photos and Flickr. This past week I had seen something about a photography exhibit at the Pickens County Museum, and decided to check it out.
I was most impressed with this little museum. Although it's not high-tech at all, they have quite a collection of artifacts from the area. The museum is located in the former jail, and the exterior still has the bars and unique architecture. The history portion is downstairs, and there are art galleries upstairs, which is where I found the exhibit.
The exhibit had some of the usual suspects from the Upstate – Polly Donahue, Terri Bright, Diane Hopkins-Hughes, and David Crosby, to name a few. I stood and marvelled at what some people are able to get out of a camera, while itching to hit the road again and see if I could shoot something worthy.
A quick lunch at a sandwich shop in Pickens, and I was off to take some pictures. I followed the course of Twelve-Mile Creek to Six Mile (confusing, at best), and stopped off at Cataleechee to see if there were more shots to be taken there. Mid day isn't the best for photography, so I got nothing worthy of posting. I crossed back over the creek at Lay Bridge, and took a couple of shots of the old rusty bridge.
From here, I skirted the town of Clemson and headed into Pendleton. While quaint, most of the old shops on the square had modern activity, and kind of killed the mood I was after. I'm glad to see such vitality, but it often doesn't make for good photography.
I had seen a couple of photos on Flickr of a set of columns south of the town, and headed in that direction. These belonged to Tanglewood Mansion. Instead of the scene I knew from the photos, I found that a new branch of the Anderson County Library had been built nearly abutting the ruins. A chain-link fence around the remains took away any further incentive for photography. What a shame.
From Tanglewood I drove back through Pendleton and on to Ashtibula Plantation. It was open for business, but the sign that said "Admission: $5" followed by "No Photography" kind of turned me off. I took a couple of shots of the exterior anyway, then headed on home. At least I had found a winner with the Pickens Museum, even though the other historical places didn't pan out.
WOW! Thanks for the info on Pickens County. Especially the stuff on flickr. They have some great things there.


text:
Flamingoes' title hopes severely dented
By Shingirai Madondo
Sowa Flamingoes' Debswana First Division North League title hopes were dealt a massive blow on Sunday evening when the soda ash and salt miners went down 0-1 at the hands of a seemingly rejuvenated TAFIC Sporting Club at the Francistown council stadium.
Matjimenyenga Boys, as TAFIC is affectionately known in football circles found the winning goal in the dying minutes of the game played before a capacity crowd, mainly supporters of the home side.
The goal that came as a result of an own goal through the usually defensive boot of Ishmael Mosetlha deep in the referee's optional time – a development that left a handful Flamingoes fans enthralled.
Flamingoes' defeat, third of the ongoing 2015/16 season – all conceded in the second round – leaves the early title contenders six points adrift of the current log leaders, Mahalapye Hotspurs with 37points.
With only four rounds of the league season left to play, Flamingoes' chances of claiming the lower division title and automatic promotion to the biggest league on the land have severely diminished.
Both sides started the game like houses on fire with both sets of defenders very much on top and equal to the task. The game played under a sweltering summer hit swung from one end to the other with the two teams searching for a goal.
Former ECCO City Greens goal minder, Chamunorwa Madamombe who crossed the floor to join crosstown rivals, TAFIC during the August transfer window period made some crucial saves to keep his side in the game.
On the other hand Flamingoes' skipper and fullback in Kerapetse Mosimanekgosi had to work extra time alongside his goalkeeper Wilson Muchenje to fend-off the marauding TAFIC strike force led by Ogomoditswe Baoleng.
The teams went for the breather with none of them having managed to dazzle the net. After the break, the two sides picked it from where they left it in desperate bids to find the back of the net and a probable win.
But frustrations continued for both sides. The two sets of the teams toiled for the better part of the second half with no goals coming until the hosts did put the visitors under immense pressure in the dying minutes of the game.
An under pressure Mosetlha pushed the ball into his own net as he tried to clear it for a corner – sending the TAFIC players and their supporters into a frenzy of jubilation with only few minutes before the final whistle.
Despite the loss, Flamingoes' chairperson Bashi Joseph has remained optimistic that the miners have got a chance of clinching the lower division title. He said the technical team is busy psyching the boys to put the frustrations behind and win all their remaining games.
BOPSSA, BISA merger talks stall
BNSC explains BAA CEO delay


The larger of the two speakers in the Bowers & Wilkins Marine Series, the Marine 8 features a 25mm (1in) tweeter and a 200mm (8in) polypropylene bass/midrange driver. This combination is capable of delivering pristine sound in the most severe of environments.
The speaker boasts an IP66 rating, which meaning it is capable of surviving the extremes of temperature, salt spray and hosing down that occurs in a marine environment. The metal grille and fixings are marine-grade stainless steel. The driver chassis uses a non-corroding rigid polymer and the tweeter dome has a rear support to prevent permanent deformation when hosed down.
This ruggedness means that Marine 8 is also capable of providing great sound in a variety of other unforgiving circumstances.


text:
Justin Bieber Announces New Single 'Boyfriend'
By Raphael Chestang 9:13 PM PST, February 29, 2012
Justin Bieber announced the release of his first single from his new album during an interview with Ellen DeGeneres set to air on Thursday.
The single, called Boyfriend, was written by Bieber and Mike Posner and will drop March 26.
Justin Bieber's Sweet Backstage Surprise
Bieber explained the title, saying, "Basically I'm talking to this girl if I was your boyfriend I would never let you go."
Bieber's Ellen appearance airs the same day as his 18th birthday, which wouldn't be complete without a surprise gift.
Watch the video to see what a teen superstar gets for turning 18! Check your local listings to tune in to The Ellen DeGeneres Show weekdays.