Pika (Ochonta princeps) by Gregory “Slobirdr” Smith Via Flickr: Pika (a member of the Lagamorph family…)
spend most of their summer making hay, hay that will be their forage in winter, as they don’t hibernate. Just wondering which of these two photos works the best for interpretation…
Weak Americans with your pitiful excuse for Winter. I dare you to come up to Canada where it is painful to be outside for too long.
“Weak Americans” honey I live near the Mexican border in the desert. states that actually have winter don’t deserve to be lumped in with the Californians. Also I’ve lived at 7,000 feet in the mountains in the winter I know the glory and warmth of 30F after a week of below 15F. If like to watch you survive 10 minutes in 115F heat because we do every single summer. You weak Canadians know nothing about the summer.
On October 13, 1972, the navigating equipment aboard Uruguayan Air Force Flight 572 malfuctioned, and the plane carrying 45 passengers crashed into a peak in the Andean mountains, killing twelve people instantly. The remaining survivors were left with virtually no shelter, heat, or food, and five more people succumbed within the next few days to the cold or their injuries.
A search for the plane was conducted over a period of eight days, but pilots scouting the mountain ranges failed to spot the intact fuselage or the twenty seven survivors that remained. Due to poor weather the search was cancelled after just eleven days, leaving the survivors at the total mercy of the elements.
The survivors quickly exhausted their few food stores, and there was no vegetation or animals that high on the mountain (some 13 000 feet). Facing starvation, the survivors made the grimmest of decisions; in order to live, they had to dine on human flesh.
Most of the survivors initially refused the notion of cannibalism, but after a few days most gave in. They were careful to only eat the flesh of those who were already dead, and they held Mass for the deceased and prayed over them before eating them.
Two weeks after the crash, an avalanche buried the fuselage - which the survivors had converted into a shelter - under several feet of snow, killing another eight people. Fearing the group would not survive the oncoming freezing weather, a drastic decision was made; three survivors would climb the western mountain slope and try to find help. The three strongest men were chosen for the task, and they spent three days wandering the frigid slopes with hardly any food and only half of a sleeping bag for shelter. They made it down the mountain and camped beside a river, hoping for someone to pass by. After nine days the emaciated men were spotted by ranchers on horseback, and local officials could not believe their ears when the men declared they were survivors of the plane crash, and that more survivors were still in the mountains. Helicopters were immediately dispatched, and within hours they discovered sixteen terribly thin, malnourished,ill men huddling for warmth inside the fuselage. They had survived for over two months.
When the story broke, it was a media sensation all around the world. Camera crews flocked to the crash sight and the survivors became instant celebrities. Their ordeal became known as ‘The Miracle of the Andes’ and continues to be one of the most inspiring examples of human survival ever documented.
Picture: the survivors of the plane crash smile for the camera. Notice the half eaten human spinal cord in the bottom right corner.
A venture starts .. another meter comes down .. another effort to start again .. and another bunch of fresh ideas and people to work with ..
First days are the worst temperamentally - how will it go, the scene the make up the director crew all .. will there be expectation, apprehension, will we be able to do it, has the right decision been taken .. and the uncertainty of all at the end of the day ..
Film and film making as a profession .. is it does it really spell the fortune bells ..?
Come visit us someday .. feel the effort, the dedicated crew, the team that produces and organises, and then the temperature .. in the mid 40′s today .. no I am not complaining .. I am from the heat, from the means that did not permit the cooling temperament of the many that were .. I am ‘gudari ka lal’ ..spoken so often about it .. wrapped in the commonest and the most mediocre, we are of spirit that bends, tolerates, gives in utmost servility .. we are they ..
No humbling here .. or effort to seek sympathy - samvedana - no none of that .. just a thought for them that do not visit and come in knowledge of ..
there is 33 years of Sharaabi .. there is 16 years of Ek Rishta .. Sharaabi designed some 38, 000 feet above sea level on a flight from New York, to Trinidad & Tobago for a concert tour of mine .. where Prakash Mehra was in attendance .. somewhere over the and past the ‘pan handle’ of USA, about some distance from Cuba and approaching the Caribbean islands .. that is when exactly the film was discussed .. and on return its initiation .. the working discussions with Prakash ji, its timings and length, its immaculate writing, its moments of scenes, the music which Prakashji always excelled in .. and so much more …
Then there is Ek Rishta.. the first film with Akshay .. a warm affectionate film .. at a time when the KBC fever was quite prominent … and the quick getaways by the cast to catch the show in between the shots ..
And to day it is the first day of ‘102 not out’ .. sweltering heat and out in the open .. rushing back to the van not for rest but to change the garments that drip with the liquids of sweat .. and yes remember .. its sweat for men, and perspire for women .. never make the mistake of uttering women sweat !! You may get hit .. !! Hahahahahah ..
5:00 in the morning again .. and alarm set for it ..
Emirates A380 over Arabian Sea on Jan 7th 2017, wake turbulence sends business jet in uncontrolled descent.
An Emirates Airbus A380-800, registration A6-EUL performing flight EK-412 from Dubai (United Arab Emirates) to Sydney,NS (Australia), was enroute at FL350 about 630nm southeast of Muscat (Oman) and about 820nm northwest of Male (Maldives) at about 08:40Z when a business jet passed underneath in opposite direction. The A380 continued the flight to Sydney without any apparent incident and landed safely.
The business jet, a MHS Aviation (Munich) Canadair Challenger 604 registration D-AMSC performing flight MHV-604 from Male (Maldives) to Abu Dhabi (United Arab Emirates) with 9 people on board, was enroute at FL340 over the Arabian Sea about 630nm southeast of Muscat when an Airbus A380-800 was observed by the crew passing 1000 feet above. After passing underneath the A380 at about 08:40Z the crew lost control of the aircraft as result of wake turbulence from the A380 and was able to regain control of the aircraft only after losing about 10,000 feet. The airframe experienced very high G-Loads during the upset, a number of occupants received injuries during the upset. After the crew managed to stabilize the aircraft the crew decided to divert to Muscat (Oman), entered Omani Airspace at 14:10L (10:10Z) declaring emergency and reporting injuries on board and continued for a landing in Muscat at 15:14L (11:14Z) without further incident. A number of occupants were taken to a hospital, one occupant was reported with serious injuries. The aircraft received damage beyond repair and was written off.
Oman’s Civil Aviation Authority had told Omani media on Jan 8th 2017, that a private German registered aircraft had performed an emergency landing in Muscat on Jan 7th 2017 declaring emergency at 14:10L (10:10Z) and landing in Muscat at 15:14L (11:14Z). The crew had declared emergency due to injuries on board and problems with an engine (a number of media subsequently reported the right hand engine had failed, another number of media reported the left hand engine had failed).
According to information on March 4th 2017 the CL-604 passed 1000 feet below an Airbus A380-800 while enroute over the Arabian Sea, when a short time later (1-2 minutes) the aircraft encountered wake turbulence sending the aircraft in uncontrolled roll turning the aircraft around at least 3 times (possibly even 5 times), both engines flamed out, the Ram Air Turbine could not deploy possibly as result of G-forces and structural stress, the aircraft lost about 10,000 feet until the crew was able to recover the aircraft exercising raw muscle force, restart the engines and divert to Muscat.
No radar data are available for the business jet, it is therefore unclear when the business jet departed from Male and where the actual “rendezvous” with the A380 took place. Based on the known time of the occurrence at 08:40Z as well as the time when the CL-604 reached Omani Airspace declaring emergency and landed in Muscat, as well as which A380s were enroute over the Arabian Sea around that time the most likely A380 was EK-412 and the “rendezvous” took place 630nm southeast of Muscat, which provides the best match of remaining flying time (2.5 hours) and distance for the CL-604 also considering rather strong northwesterly winds (headwind for the CL-604, tailwind for the A380s) - this analysis was confirmed on Mar 23rd 2017 by BFU information.
On Jan 7th 2017 there were also other A380-800s crossing the Arabian Sea from northwest to southeast: a Qantas A380-800, registration VH-OQJ performing flight QF-2 from Dubai to Sydney, was enrooted at FL330 about 1000nm southeast of Muscat and about 400nm northwest of Male at 08:40Z. An Emirates A380-800 registration A6-EDO performing flight EK-406 from Dubai to Melbourne, VI (Australia) was enrooted at FL350 about 470nm southeast of Muscat at 08:40Z. Another Emirates A380-800 registration A6-EUH performing flight EK-424 from Dubai to Perth, WA (Australia), was enrooted at FL350 about 350nm southeast of Muscat at 08:40z.
Air Traffic Control all around the globe have recently been instructed to exercise particular care with A380s crossing above other aircraft.
A number of Wake Turbulence Encounters involving A380s already reported:
Incident: Virgin Australia B738 near Bali on Sep 14th 2012, wake turbulence from A380 Incident: Air France A320 and Emirates A388 near Frankfurt on Oct 14th 2011, wake turbulence Accident: British Airways A320 and Qantas A388 near Braunschweig on Oct 16th 2011, wake turbulence injures 4 Report: Antonov A124, Singapore A388 and Air France B744 near Frankfurt on Feb 10th 2011, wake turbulence by A388 causes TCAS RA Report: REX SF34 at Sydney on Nov 3rd 2008, wake turbulence injures one Incident: Armavia A320 near Tiblisi on Jan 11th 2009, turbulence at cruise level thought to be A380 wake
On Mar 18th 2017 an EASA safety information bulletin released stating:
With the increase of the overall volume of air traffic and enhanced navigation precision, wake turbulence encounters in the en-route phase of flight above 10 000 feet (ft) mean sea level (MSL) have progressively become more frequent in the last few years.
The aim of this SIB is to enhance the awareness of pilots and air traffic controllers of the risks associated with wake turbulence encounters in the en-route phase of flight and provide recommendations with the purpose of mitigating the associated risks.
The draft reasons:
The basic effects of wake turbulence encounter on a following aeroplane are induced roll, vertical acceleration (can be negative) and loss or gain of altitude. The greatest danger is an induced roll that can lead to a loss of control and possible injuries to cabin crew and passengers. The vortices are also most hazardous to following aircraft during the take-off, initial climb, final approach and landing.
However, en-route, the vortices evolves in altitudes at which the rate of decay leads to a typical persistence of 2-3 minutes, with a sink rate of 2-3 metres per second. Wakes will also be transported by wind.
Considering the high operating air speeds in cruise, wake can be encountered up to 25 nautical miles (NM) behind the generating aeroplane, with the most significant encounters reported within a distance of 15 NM. This is larger than in approach or departure phases of flight.
The encounters are mostly reported by pilots as sudden and unexpected events. The awareness of hazardous traffic configuration and risk factors is therefore of particular importance to anticipate, avoid and manage possible wake encounters. The draft issues following recommendations.
As precautionary measures, operators and pilots should be aware that:
- As foreseen in Reg. 965/2012 AMC1 to CAT.OP.MPA.170, the announcement to passengers should include an invitation to keep their seat belts fastened, even when the seat belt sign is off, unless moving around the cabin. This minimises the risk of passenger injury in case of a turbulence encounter en-route (wake or atmospheric).
- As indicated in ICAO PANS-ATM, for aeroplanes in the heavy wake turbulence category or for Airbus A380-800, the word “HEAVY” or “SUPER”, respectively, shall be included immediately after the aeroplane call sign in the initial radiotelephony contact between such aeroplanes and ATS units.
- When possible, contrails should be used to visualise wakes and estimate if their flight path brings them across or in close proximity.
- When flying below the tropopause altitude, the likelihood of wake encounter increases. The tropopause altitude varies (between days, between locations).
- Upwind lateral offset should be used if the risk of a wake encounter is suspected.
- Timely selecting seat belt signs to ‘ON’ and instruct cabin crew to secure themselves constitute precautionary measures in case of likely wake encounters.
In case of a wake encounter, pilots should:
- Be aware that it has been demonstrated during flight tests that if the pilot reacts at the first roll motion, when in the core of the vortex, the roll motion could be amplified by this initial piloting action. The result can be a final bank angle greater than if the pilot would not have moved the controls.
- Be aware that in-flight incidents have demonstrated that pilot inputs may exacerbate the unusual attitude condition with rapid roll control reversals carried out in an “out of phase” manner.
- Be aware that if the autopilot is engaged, intentional disconnection can complicate the scenario, and the autopilot will facilitate the recovery.
- Avoid large rudder deflections that can create important lateral accelerations, which could then generate very large forces on the vertical stabiliser that may exceed the structural resistance. Although some recent aircraft types are protected by fly-by-wire systems, use of the rudder does not reduce the severity of the encounter nor does it improve the ease of recovery.
- Make use of specific guidance available through AOM for their specific type(s)/fleet.
ATS providers and air traffic controllers should:
Enhance their awareness about en-route wake turbulence risk, key factors and possible mitigations, based on the information provided in this document and other relevant material. This could be achieved through flyers, e-learning, and refresher training module.
Possible risk mitigations may consist of:
- Make use of the wake turbulence category (WTC) indication in the surveillance label and/or the flight progress strip (whether electronic or paper), and observe closely separated aeroplanes that are at the opposite extremes of the WTC spectrum;
- As the best practice, provide traffic information, advising “CAUTION WAKE TURBULENCE”, when you identify that a ‘HEAVY’ or ‘SUPER HEAVY’ wake category traffic is climbing or descending within 15 NM of another following traffic;
- Manage en-route traffic crossings such as , when possible while preserving safe tactical management of overall traffic in the sector, avoiding to instruct climb or descend to ‘HEAVY’ or ‘SUPER HEAVY’ traffic within 15 NM distance from another following traffic;
- If at all possible, avoid vectoring an aeroplane (particularly if it is LIGHT or MEDIUM category) through the wake of a HEAVY or SUPER HEAVY aeroplane where wake turbulence may exist.
I’ve been away for a week, awfully busy and unable to process all of my thoughts and feelings about John and what he’s meant to me. Yesterday on my (nine hour) flight home I got the chance to really think about him for the first time since January 5th and I wrote some of it down. (And these are a few of my favorite photos of him, it was hard to narrow down to just ten.)
Anastasia's letter to her father 22nd September 1914
My golden Papa!
Olga has just received a telegram from you. I’m going to go pray with Alexei,
and then I’ll finish the letter. It’s sunny but cold here. Today we worked in Olga’s
warehouse. Alexei feels better, he is cheerful and laughs a lot, so he is much
better. 15 new soldiers arrived in my and Maria’s hospital, but we have not been
there yet. Today we 4 had dinner alone, and Mama ate a little in bed. Mom met
the Sisters who go to war. Beautiful Countess Kutuzova, Sashka’s 3 sisters and
2 nieces. Then the hussar’s wife, he was killed, I forgot his name, she’s not
particularly pretty. I went to Alexei’s. I returned from Alexei’s, washed up and
am writing now. I hope that you are sleeping well. I still have to prepare
lessons, it’s so boring. We have not ridden our bicycles for a long time and have
not passed under the windows of the guard room. It’s probably because it’s
cold. Madame Dediulina said that she has a distant relative, Dediulin, in the
Kexgolmsky regiment, and he is being held captive by the Germans in Danzig, and
that there are five officers in prison there. In the small church of the Svodny
Regiment there is a mass every day at 9 am, and Mama was there with Olga in the
morning. Shura hurries me to end my writing, because it’s time to go to bed,
but I certainly do not want to go to sleep. Count Schulenburg brought for Alexei
a German rifle, a helmet in a case, a backsword, epaulets of the 147th regiment
and a sash with silver tassels, a piece of shrapnel and, it seems, bullets. The
carved rifle and the backsword, were given to be cleaned, the case was also
stained. Alexei was very happy. It seems he is going back tomorrow. It is
necessary for me to end.
I wish you all the best. I kiss your
hands and feet 1 000 000 times. I’m waiting!
Your faithful servant loving you with all her heart
13-year-old Nastasia (Shvybzik) ANRPZSG
May the Lord keep you. +
Sleep sweetly and see me in your dreams.
Mount McLoughlin in the Cascade Range of southern Oregon taken from the side of a road near White City over 30 miles away. This mountain reminds me of Buachaille Etive Mòr, but it dwarfs The Great Herdsman by over 6,000 feet at 9,495 feet to the Glencoe mountain’s 3,350, making it over double the elevation of our highest peak Ben Nevis.
The mountain was named after John McLoughlin, a Chief Factor for the Hudson’s Bay Company, who was of Scots/Irish descent.
Linus keeps seeing something by his window and no one on his flight believes him. But as long as he’s got his security blanket, that damn gremlin could fly the plane for all he cares… ⠀⠀⠀⠀⠀⠀⠀⠀
“4x6” Prints of “Linus at 20,000 Feet” are now available in the shop. They each come enclosed in a black picture mat with a white back cardboard. ⠀⠀⠀⠀⠀⠀⠀⠀⠀
It also generated this: "Meta Knight as a vampire feeding on Susie" , "Susie mourning over a dead Meta Knight" , and last but not least "Meta Knight and Susie decide to go camping,Susie reads the map upside down and they both become terribly lost"
Well, it time to dive into doing some more research. Literally. My journey has now taken me to the waters along the Krasarang Wilds in southern Pandaria. Previous I had been here to study the Bluetip Reef Sharks. This time my focus today is on something much bigger. I’m sure most divers that ventured into Vashj’ir felt the almost ominous and overwhelming presence of such a creature. Today I braved the waters to research the impressive whale shark. Seeing how I am able to write this report rest assured that I didn’t get swallowed whole by one of them. Mind you fellow adventurers complete inattentiveness could lead to you being in the stomach of one of these beasts. Well on with the report, shall we?
Whale sharks tend to reside in warm large bodies of water. Although they live in open seas, only rarely do they dive deep down. Still these pelagic creatures have been seen to swim down to 6,000 feet when pursuing something they want. Speaking of which let’s talk about their eating and dietary habits. Whale sharks are filter feeders. The slow moving and unaware are often its prey. Fish eggs, plankton, and crab larvae are common meals for whale sharks. Small fish and squid are added to their menu as well. But don’t let this seemingly harmless diet fool you. I can not stress enough, if you are not paying attention you too will be added in with the rest. These beasts seem to swim wherever they please. With no fear of whatever they might encounter.
Now as I just mentioned whale sharks are filter feeders. Rather than by using its rows of function-less teeth, they feed by process known as ram filtration. The beast opens its mouth and swims forward, forcing water and food inside. Through cross flow filtration water is passed parallel across a modified gill like surface while larger and denser pieces of food travel to the back of the throat. By doing so this minimizes the chance of something similar to having ‘your food stuck on your teeth’. Though this isn’t always perfect and whale sharks will often cough to loosen up particles still remaining on these filter pads.
Whale sharks on average can grow between thirty to forty feet in length and weigh about nine tons. The slightly smaller of the species can be found in such places as the canals of Suramar being the Great Sea Whale Shark. Then there is the much larger ones living in Vashj’ir growing as big as almost sixty feet and weighing twenty tons. These creatures are classified as carpet sharks, because they have a display a ornate carpet-like pattern on their skin. Their heads are flattened and they have blunt snout about its mouth. Their backs and sides are usually in a range of gray colored tones. Each whale sharks patterned speckled spots are different, much similar to finger printing. They are part of a group called Chondrichthyes that includes sharks and sting rays. These aquatic beasts have skeletons made entirely out of cartilage as opposed to bone.
Though whale sharks are socially solitary creatures, they do not shy away from sharing their feeding grounds. Often juveniles will hang out together and eat. While females do lay eggs, they actually hatch inside the mother rather than in the open water, resulting in more of a live birth. In fact they can birth up to three hundred shark pups at a time. Young whale sharks if they are lucky enough don’t reach maturity until they are twenty five years old. After that they are known to thrive for roughly seventy to even a hundred years. Overall an interesting creature to add to this journal. Til then, fellow researchers.
: suspect may be armed and dangerous! PARK KINAM, code named CANIS MINOR, is a CREW MEMBER on an unidentified firefly-class ship, traveling through the ‘Verse under the
radar. They are known for being
sagacious, hard-working, and independent, but beneath the surface, they have
proven to be
careless, detached, and self-centered. Although their origin lies somewhere on their home
planet BEAUMONDE, they have been caught by stardust and lost to the great expanse.
Fire rainbows are one of the rarest atmospheric phenomena. For a fire rainbow to occur, cirrus clouds must be 20 000 feet in the air with the precise amount of ice crystals, and the sun must hit the clouds at 58 degrees.
I admit. I can’t stay in one place for too long. I’m always on the move. Through the use of mage created portals and those large Pandaren traveling kites, I have reached the village of One Keg in Kun'lai Summit. Just north of the small settlement lies a pathway that winds through the snow-covered mountains. If one were to travel far enough they will come across a unique species of birds. After a week or so of traveling and researching I can finally write this report on this particular avian: The Upland Raven.
While other species of Ravens have been found in places such as Gilneas and Stonetalon, Upland Ravens of Kun'lai Summit can be found dwelling near heights of 16,000 feet, preferring a more arctic like climate. As you travel up the mountain path you will notice Upland Ravens tend to stick close to to the Conifer trees that are scattered throughout. However, unlike Gilnean Ravens who live near coastal regions and have a steady supply of food, Uplands Ravens have to be more aggressive when it comes to foraging. Nests of chicks are even left unattended for long periods of time while the parent scavenges for food. This sort of behavior is due to the extreme cold temperature affecting the corticosterone hormone in Upland Ravens.
Moving on to physical description an adult Upland Raven measures about 22 to 30 inches in length, has a wingspan of 40 to 59 inches, and weighs approximately 1.5 to 4.4 pounds. The beak of these Ravens is large and slightly curved with a culmen length of 2.2 to 3.3 inches. The culmen length is the measure taken on the upper bill, from the tip of the beak to where feathering starts on the bird’s head. This sort of measurement is usually done with a caliper. The tail feathers measure at about 7.9 to 10.4 inches and are strongly graduated. Upland Ravens also have an iridescent black plumage with dark brown eyes. The feathers of younger Ravens are duller in color.
Upland Ravens are omnivorous and highly opportunistic when it comes to feeding. In fact, they tend to stick around the same area unless a food shortage causes a sort of sudden migration. Common prey of Upland Ravens usually includes the Prairie Mouse and Tolai Hare. Because of their tendency to scavenge, these avian are known to be Carrion Birds. Not only will the feed on variety of carcasses, but will also feed on small insects that are associated with carrion as well, such as beetles and maggots. Since the beaks of Upland Ravens are not as sharp as a Vulture’s they usually have to wait for another predator to tear and flay the meat. Small reptiles, amphibians, grains, berries, and fruit are also part of this Raven’s diet. When given the chance they will even consume humanoid garbage.
Not only will Upland Ravens hide food surpluses from other Ravens, but they will also steal food caches from other predators such as the Alpine Foxes of Kun'lai. They are even seen picking at the eggs and nesting of other birds. One feeding type of behavior that Upland Ravens have is known as ‘recruitment’. This involves a juvenile Raven calling out loudly to nearby Upland Ravens to join with feasting on a large animal carcass. By doing so younger Upland Ravens wouldn’t have to be worry about being chased off by the adults.
While relationships between mated Upland Ravens are usually quarrelsome, they do seem to show a devotion to one another. Each of these pairs will mate for life and defend their own territory together. Younger species will often form small flocks. Even though courting starts at a young age it may take a couple of years for an actual bond to occur. Methods of courting include offerings of food, aerial acrobatics, and demonstrations of intelligence.
That is correct. Upland Ravens are quite intelligent birds. They are able to display cognitive processes such as imitation and insight. For example, at my bird sanctuary we tested to see if Ravens can distinguish food from non food. The first test was simple. We set out two separate piles, one of meat and the other of rocks. The Upland Ravens went straight for the meat. After a couple of successful tests to get the food, the researchers and I decided to increase the difficulty by mixing the meats and rocks together. Surprisingly, the Upland Raven were able to distinguish between the two still and carefully picked out only the pieces of meat.
Upland Ravens are even just as playful as they are intelligent. In fact, juvenile Ravens can be even seen sliding down the snow bank of Kun'lai Summit. As ‘inventors’ they even make their own toys, such as picking up twigs from the ground and using them socially. A favorite game these avian play is a sort of catch-me-if-you-can one.
Nesting territories usually depend on the amount of food sources. Upland Raven nests are deep bowls of large sticks and twigs, bound with an inner layer of mud, roots, and bark. These nests will then be lined with the shedded fur of Battle Goats that roam nearby. These nests are usually placed in a large tree or a cliff edge. Because the parents work hard to defend their nests there eggs are rarely preyed upon. Upland Raven parents have even been observed dropping stones on predators who come to close to their nests. Overall Upland Ravens are just another fascinating species of avian to add to my journal. Til then, fellow researchers.