text:
Earth Changes
Inner Mongolia village hits 50 degrees Celsius below zero
Catherine Lai
Hong Kong Free Press
Fri, 26 Jan 2018 17:33 UTC
Hong Kong Free Press
Fri, 26 Jan 2018 17:33 UTC
The temperature of -50.2 degrees Celsius was recorded on Thursday morning in Jinhezhen, a village in the northeast of China, near its border with Russia. The village had experienced temperatures below minus 47 degrees for several days.
The weather bureau said that a bout of cold weather swept into the region since the beginning of this week, and on Tuesday and Wednesday, temperatures across the region reached record lows.
The village of Hailiutuozhen in Bayannur City recorded its lowest temperature in 30 years.
Meanwhile, the temperature of minus 46.5 degrees in the village of Honghua'erjizhen in the city of Hulun Buir broke historic records. Police in Hulun Buir warned drivers to use caution as fog engulfed parts of the city.
The Bureau urged relevant departments to inspect all equipment to prevent pipes from freezing and electrical equipment from catching fire. It also urged citizens to refrain from engaging in outdoor activities, bundle up when they go outside, eat high calorie foods and foods rich in iron and iodine, and other foods including fruits, vegetables, chili peppers, and ginger "that can help protect against the cold and keep warm."
The Central Weather Bureau also issued a yellow snow storm warning on Wednesday as Shaanxi, Henan, Hubei, Anhui, Jiangsu and Zhejiang experienced snow storms.
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It was the death of their last cow that did it for Abdi.
He told his wife, Sarura, and their four children that they had to leave. In Bakool, Somalia, they packed some clothes and cooking pots and set out for Dadaab, the world's largest refugee camp, on the edge of Kenya, a 200-mile walk to the south-west.
It took 28 days; all they had was a handful of rice and some black tea.
We meet them in a queue at the entry point to the camp.
'Four years ago she was very beautiful,' Abdi says of his wife. 'She was fat. This is not the wife I married.'
Sarura is long-limbed with an oval Modigliani face. But hunger has made her stooped and drawn. The children look small, baggy and elderly. As a fully adult male Abdi is quite a minority here as most of the men are either at home in lawless Somalia, trying to protect what's left, or have been killed.
Abdi is consoled by the thought that one day the hunger will go and his old wife will come back.
As we leave, they are being bundled into the husk of a Nissan truck, new pots and emergency rations lashed to the roof. Abdi's brother, who arrived at the camp three months ago, has found them a pitch on the outskirts. The owner of the truck is a village elder with a Father Christmas beard.
This is one of the hopeful stories I hear in Dadaab. In another line is Sadia. She was violently uprooted from her home near Mogadishu during a shoot-out between proxy armies. Her mother and father were killed, and her husband disappeared.
She walked for 15 days with her nine children and some neighbours. On day six, they were attacked. Two of the women were raped. Sadia told her children to run. The women were unable to walk, so she left them behind.
Suddenly, even though Sadia is sitting opposite me, she can't see me any more. She is fighting memories. She turns away, too scared to continue.
We just have time to beat the 6pm curfew and drop in on Save the Children's Child-Friendly Space. It has the veneer of a playgroup back home, with tyre swings and make-a-mask workshops. In the quiet room is a display of children's artwork: plasticine animals. I pick up a carefully crafted hyena.
'These are the things the children see on their journey,' beams a helper, a pretty Kenyan woman with a giant smile.
I scan the shelf and see lots of snakes and a few lions. Then I'm struck by a naked woman with prominent buttocks and large breasts. 'Ah! This woman was gang-raped.' The artist – the victim's child – was probably seven.
The journey to Dadaab, it becomes clear, is like walking a tightrope across the valley of death. Girls are raped, even little ones from primary school.
'A third of our rape cases are against boys,' Camilla Jones, a child protection adviser with Save the Children, says. 'That is just the reported cases.'
For Somali women and children, the price of rape is shame. 'We have to work on self-esteem,' the helper says. It is possible to recover from extreme malnutrition in four to six weeks. But, you suspect, emotionally and psychologically, there is no recovery.
The March and April rains failed to fall across east Africa this year. The same thing happened last October/November, as it has virtually every other year for the past decade.
The drought has a foothold in three countries – Kenya, Ethiopia and Somalia – straddling the triangle of drylands where the countries meet. By early August, the UN Food and Agriculture Organisation said it was the worst drought in 60 years, and the number of people at risk from hunger was 12.4 million.
This has echoes of 1984 when a million people died in the Ethiopia famine. Many believe the death toll would be the same today were it not for the fact that there are now early-warning systems, more sophisticated treatment for malnutrition – such as the 'wonder snack' Plumpy'nut – and schemes such as the Department for International Development's £87.2 million Hunger Safety Net Project in Kenya, which helps people to feed themselves.
The problem is that for aid to work it needs a functioning government. And Somalia has lived without a functioning government for 20 years. Piracy is one symptom of this lawlessness. The other is the spread of Islamic extremism. In the early 1990s the fight was between clan warlords. A decade later, this became a struggle between warlords and militants advocating strict Sharia law.
In 2006 the more extreme Islamists formed al-Shabaab ('the Youth' or 'the Lads'), a militia group with links to al-Qaeda. For the past four years, al-Shabaab has been fighting the official Transitional Federal Government (TFG).
Al-Shabaab now controls most of southern Somalia. In 2009 al-Shabaab started evicting aid agencies, including the World Food Programme (WFP), saying food aid created dependence and that the organisation was an enemy of Islam – 60 per cent of the WFP's food is from the US. Later that year, the US cut about $50 million in aid funding, desperate not to allow any of its funds to get into al-Shabaab's hands.
Meanwhile, the lack of rain last year pushed up food prices. With no government safety net and little or no aid getting in, people started going hungry. Hunger turned to starvation. In late July, the UN said 3.2 million people needed 'immediate life-saving assistance'.
The crisis has forced an exodus of people in search of a haven. But the choices are stark. There are almost 1.5 million displaced people in Somalia, and a third of them are living in camps in the capital, Mogadishu.
'They're everywhere you look,' says Cassandra Nelson, a director of Mercy Corps, one of the few aid agencies to have begun working openly in Mogadishu since August 12, when TFG troops ousted al-Shabaab. 'These people have nothing. They've plopped themselves down somewhere in the hope they will be near something and there isn't much to be near. They don't have access to clean drinking water. There are no toilets so they are going to the bathroom anywhere.'
There is cholera (181 people have recently died in one hospital alone, according to the World Health Organisation) and measles. 'In a 45-minute period I witnessed three children die in the hospital,' Nelson says. 'It's beyond imagination, the amount of pure human suffering I've seen.'
Dadaab was once a tiny town at the edge of nowhere. It's a two-hour drive through grey desert to Kenya's outer limits. It has always been a Wild West of bandits, carjackings and guns. The refugee camp was opened in 1991, with a capacity of 90,000; 20 years on, Dadaab is Kenya's third largest 'city', with a population of nearly half a million refugees (98 per cent Somali). Six thousand are third-generation – grandchildren of the original arrivals.
I meet Moses Mukhwana in his office on the UN Refugee Agency (UNHCR) compound, 20 minutes down the road from the camp, protected from the no-go area outside by a barbed-wire fence. As a project co-ordinator with the Lutheran Welfare Federation (LWF), the agency appointed by the UNHCR to run the camp, it is his job to plan Dadaab. He is 40, from Kenya, and trained as a teacher. He joined LWF last April, but has worked in the relief world for 13 years. He is a model of tact, restraint and compassion, on the edge of a precipice.
'I start receiving calls as early as 5am,' he says. 'Sometimes I leave the office at 10 at night, sometimes I go beyond midnight. Sometimes I just have to close up and go, because you can break.'
The trouble is the camp is full, more than full. In 2009, when Mukhwana arrived, there were already 270,000 inhabitants, and 13 per cent were severely malnourished. There were 36,000 too few latrines and 40,000 too few shelters.
Then, between June and August this year, numbers increased by about 340 per cent. If you were to look at rates on a graph, the number would chart an ever-upward trajectory for years, and then when it hit June 2011, it would rise almost at a right angle. And they are still coming: on average 1,000 a day.
He points to his computer screen and shows me a map of the camp, which is sub-divided into three zones – Ifo (the oldest), Hagadera and Dagahaley. We fix on Hagadera. The surprise is how organised it is. A geometric pattern of blocks and sections, it reminds me of New York's grid system. 'Yes,' Mukhwana nods, 'it's adapted from that, for sure.'
Each block contains 100 households; each household has five to six people; each section is made up of 10 blocks. The problem is that few refugees return to Somalia. And there are some parts of Dadaab that feel disconcertingly civic. Ifo, for example, has eight primary schools, two secondary schools, one adult education centre, 50 mosques and at least 150 imams.
It also has five 'markets' – a collection of shops selling bicycles, biscuits, powdered milk, dates, spaghetti (Somalia was colonised by the Italians). 'Not all the refugees are poor,' Mukhwana says. 'Some come in with resources to do big business here – they run big shops, for example – but the majority are in a needy state.'
Plots ran out in August 2008. New arrivals moved in with family or friends.
'The camp started swelling from within,' Mukhwana says. Classrooms expanded from 60 to 120 children. By last October there was no more space in the camp. So people settled on the outskirts. 'It's this area you see here,' Mukhwana says, pointing off the map, to a space that is white and empty. Unofficial limbo. Tens of thousands are now gathered here, many of them ill. The set-up is even poorer, dirtier, more humiliating and dangerous than the camp itself.
There is hardly any sanitation. In order to cook, women need firewood, and if they go to the bush to get it, they risk being raped. Some of the long-term residents have goats; but the 100,000 recent arrivals lost their livestock in the drought. Water for the whole camp has to be brought in by tanker; there is barely enough for humans, let alone crops.
In the early 1990s, the department of the Kenyan government dealing with refugees comprised one person in the Ministry of Home Affairs; the responsibility for refugees in Kenya fell solely on the UNHCR. Kenya's Refugee Act in 2006 saw the creation of the Department of Refugee Affairs (DRA) with a team of 30.
'Now the priority of this office is to be part of the movement but for the government to take the driving seat,' says Emmanuel Moiabera, a UNHCR spokesman.
The DRA has since taken over the registration of refugees, while UNHCR works with agencies such as Save the Children and LWF to manage the camp. But there is a growing backlash against Dadaab, with locals, many desperately poor themselves, resenting the aid rations, healthcare and schooling.
In July, the Kenyan government finally agreed to open two new spaces: Kambioos and Ifo Extension, which was actually completed late last year, but was unauthorised for use. Each has a capacity of 90,000. 'The Kenyan government dragged its heels,' one veteran aidworker says. 'Now, of course, with the world's attention on it, it had to agree.'
'The target from UNHCR is to have moved all the people from the outskirts to the new camps by the end of November,' Mukhwana says. Overcrowding isn't the only urgency. If the rains come in October all of Ifo's outskirts will flood. Dr Gedi Mohamed, the director of the Médecins Sans Frontières (MSF) general hospital at Dagahaley, has another worry. 'As long as people live in the outskirts with no proper amenities, it is very dangerous. If cholera strikes, it will be catastrophic.'
What happens if people keep coming over the border, I ask Mukhwana. 'We are hoping Somalia will return to normality and that will mean fewer people moving to Kenya,' he says optimistically.
(I think of Cassandra Nelson's latest email: 'Here in Mogadishu the situation has gone from bad to worse… the hospitals have seemingly double the number of patients as last week. Many patients are sleeping outdoors around the hospital.') 'Because definitely Kenya will get into a situation where it can't take any more,' Mukhwana continues.
The next morning I am interviewing a refugee with Shafi, my translator. He is verifying all the stories we have ever heard about Somalia – 'prolonged drought, no food, no water, they came on donkey carts…' – when he starts yawning. From a teacher and a manifestly nice man, this seems tactless. But the truth is he was up early, praying. It's Ramadan, the month of fasting, when Muslims abstain from food and drink from dawn to sunset. Even the starving newly arrived, I am told, are fasting (those who travel more than 14 miles a day are exempt, according to the Koran).
The main feature of life at Dadaab is queuing. It starts when you arrive, and you are sorted into neat lines – large families (the template goes up to 17 children), small families, women- and men-only (Somalis prefer segregation). Today the queue at Ifo reception is already 500-long.
Once through the gate, refugees will be fingerprinted, wristbanded and weighed, and will collect emergency rations to last 21 days: a scoop of maize flour, salt and split yellow peas. (Those marked 'priority' are fast-tracked to another queue to be fed high-energy biscuits.) Within the next three weeks, on an allocated day, they will queue outside the Registration Centre, to become official refugees and get a ration card, and, thereafter, twice-weekly food distributions.
I meet one woman in the line for MSF's clinic for the severely malnourished, in the outskirts of Dagahaley, who is still queuing from the day before. Her baby is asleep in a shawl wrapped around her back. The baby's sleep is much too still. This is the kind of detail visitors to Dadaab pick up, in the way that tourists pick up information about bus timetables. You learn that malnutrition has a 'flat effect' – children stop playing or moving about. To keep going, the body starts consuming itself – going for the protein in muscles. We know about distended bellies (the result of bacterial overgrowth in the gut) from television, but starving children also have burn-like lesions on their skin, and a 'flaking paint' type appearance. Hair becomes brittle, easy to pull out, and tinged with red.
There is an equation to work out a healthy child's weight: 2a + 8 (2 x age + 8). At the clinic a nurse tests it out on Saahara, two, and Leyla Ibrahim, seven months, who lie next to their mother, Khadija, trying to cry but making no sound. Saahara should be 12kg but is 5.8; Leyla Ibrahim, should be 9kg and is 4.4. Their entire metabolism is in meltdown. This is life so close to death.
In 2008 Oxfam declared Dadaab a public health emergency. Cholera and other epidemics succeeded each other because of lack of medical care and hygiene. The water system, not updated in 18 years, was condemned as inefficient. Human Rights Watch severely criticised the agencies running Dadaab, saying it resembled a ghetto more than a refugee camp.
The drought is what is known in the aid world as a 'slow-burning' crisis. Agencies issued warnings last year, but in early July it blew up and shot around the world, stirring everyone into action too late. The influx of refugees was matched by an influx of journalists, donor delegations, politicians and celebrities. There are now 1,022 aid workers from 22 agencies living on the UNHCR compound. Every morning, at 7.30am, 4x4s painted with 2ft-high initials – UNHCR, Norwegian Refugee Council, FilmAid, LWF, WFP – set off in convoy to the camp and return again at 4.30pm.
Ibrahim (not his real name) ran away from Mogadishu with his parents when he was four, in 1992. The family moved into Ifo, believing they would be going home shortly. They have been here ever since – except for his father, who returned to Mogadishu in 1998 to look for work, and was killed in a clan shooting. After his death, Ibrahim's uncle in America sent $100 a month to support the family of seven. In 2010 Ibrahim won a scholarship to study for a diploma at the Kenya Institute of Social Work and Community Development College in Nairobi. Now 26, he earns 9,000 Kenyan shillings (£60) a month working for one of the agencies, and is the main breadwinner for his family.
Anap Abdullahi Kariye, 45, who has lived here for nearly 20 years, is also earning money thanks to a scheme set up by Save the Children. An attractive, open-faced woman and already a mother of seven, she is now fostering eight other children, including five from the same family.
'They were attacked by bandits, and the mother disappeared with the baby. The father was captured by al-Shabaab three years ago.' She says she spotted them at the reception centre three months ago. 'They'd been beaten, their clothes stolen. They were suffering, vulnerable children who didn't have anyone to care for them.'
Through income-generation programmes, she borrows money from the businessmen in the camp, buys food, and then sells it in the market, sharing the profits among the 15 other foster parents in her co-op. 'She's getting around $50 a month,' a social worker says. 'The average cost of living per family on the camp is almost $250 a month [significantly less for smaller families], so it's not enough for a living, but she gets some aid from other agencies.'
Jobs at Dadaab are limited. Kenyan authorities allow refugees to enter the country only on the agreement that they 'all must reside in designated camps'. Refugees are not allowed to work in Kenya; those who do work within the camp are paid a wage lower than the market rate.
'Countries bordering on war zones prefer to keep the floods of refugees that inundate them in one place, in a camp, in the hope that one day they'll go home,' explains Linda Polman in her book The Crisis Caravan: What's Wrong with Humanitarian Aid? So refugees find opportunities elsewhere.
In 2009 Human Rights Watch confirmed fears that men and boys at Dadaab were being recruited both by the TFG and al-Shabaab to fight in Somalia. Many recruiters to the TFG promised an initial payment of $4-600 for the training itself, to be followed with a generous monthly salary on deployment to Somalia. 'Permitting recruitment of fighters in refugee camps undermines the very purpose of the camps – to be a place of refuge from the conflict,' Georgette Gagnon, the Africa director of Human Rights Watch, said.
'Being warehoused, hanging about in camps with nothing else to do, can generate frustration and resentment,' Polman continues. 'Afghanistan's Taliban movement, for example, was born in Afghan refugee camps in Pakistan.'
Dadaab poses a conundrum: how do you treat a humanitarian emergency that does not go away? The question has created a political Catch-22, admits Catherine Fitzgibbon, the programme quality director for Save the Children in Kenya. 'Humanitarian officials say building schools and hospitals is the best way to protect refugees, but donors are hesitant to finance projects that will encourage more refugees to come and stay.
'But education is something that will actually provide the refugees with some long-term solution because educated people find their own way out.' Save the Children wants to set up teacher training facilities in Dadaab for both locals and refugees.
Late afternoon, I find Sarura sitting on an upturned bucket, near her new home on the outskirts of Ifo. Home, in its refugee camp mutation, is a wigwam dome of dry sticks lashed up with plastic sheeting. She's ill. Her slight frame looks feeble, her voice is barely there. A storm is coming. You can tell by the wind. What has she done today? Nothing, she says, just sitting. Is she happier here? She smiles very faintly, as someone hands her a crying baby to feed. 'Where else can I go?' she replies, with a shrug. 'I cannot go back to Somalia.'
To give to the Save the Children East Africa Appeal, go to savethechildren.org.uk or call 020-7012 6400

subset: commoncrawl


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Search the Community
Showing results for tags 'Airbus'.
Found 77 results
1/144 - Airbus A320Neo by Zvezda - release in 2020
Homebee posted a topic in The RumourmongerIn 2020 Zvezda is to release a new tool 1/144th Airbus A320Neo kit - ref. 7037 Source: https://vk.com/doc-29859496_526077927 V.P.
Revell is to release 1/144th new tool Airbus kits - ref. 03942 - Airbus A320 neo Lufthansa New Livery - ref. 04952 - Airbus A321 neo Sprues on display at Shizuoka 2019 Sources: https://www.facebook.com/tetramodel/photos/a.2474802349220072/2475722535794720/?type=3&theater https://www.facebook.com/hobbyland.osaka/photos/a.2253464838073537/2253472751406079/?type=3&theater V.P.
1/144 - Airbus A350-1000 by Zvezda - released
Homebee posted a topic in The RumourmongerIn 2019 Zvezda is to release a 1/144th Airbus A350-1000 kit - ref. 7020 Source: Zvezda catalog 2019 V.P.
Big Plane Kits (BPK) is definitely working on Airbus A319/320 (family of?) kits. Scale ? Source: https://www.facebook.com/BigPlanesKits/posts/2471733313104397 V.P.
FINISHED! Revell Airbus A330-300 KLM 1:144
Malair posted a topic in Work in Progress - AircraftRight, my first WIP topic. Normally I'm only active in the Dutch ModelBrouwers forum, but I was persuaded to post a WIP here as well :). I usually build vintage civil aircraft (i.e. VC-10, Trident, 707, etc.) and I'm especially a fan of Soviet build civil aircraft, but from time to time I build more modern aircraft as well (as stated before, my goal is to have at least one model of every type of civil aircraft that has room for at least 12 passengers and has a closed cockpit). As for the liveries, I try to build them in Dutch colours (KLM, Martinair, Transavia, Air Holland, etc.). If none of the Dutch companies has flown in it I just choose what I like or is available. Since a few years ago I have made a rule for myself to only start a new build when an old one is finished. That has worked very well for me as I now actually finish models! There are still a few unfinished models from a few years ago though and the A330-300 is one of them. As such, I figured it's now time to finished it! I flew in the A330-300 in December 2011 to New York, albeit an A330 operated by Delta. All right, let's get started! I'm pretty sure the A330 is well known amongst civil aviation enthousiasts, so I'm not going to write too much about the aircraft itself. It has been developed in conjunction with the A340 and in the A330-300 version there is room for 436 passengers. The two main versions are the -200 and -300 and the latest version will be the NEO. KLM operates both the -200 and -300. The kit is from Revell. I'm not going to spend too much time to make it as accurate as possible (its an OK kit alread). I'm aware of the fact that the nose isn't entirely correct and the winglets are a bit too straight. It doesn't bother me too much, so I will leave it as it is in this case. The kit comes with PW engines, but KLM uses the GE engines. At first I was contemplating scratch building the GE engines, but luckily 26 decals supplies a resin GE set, so I bought those instead This was the state I left the model in 5 years ago. At the time I always left the windows open. I never leave them open now, so I will close them with putty. Normally I close windows outside in, but obviously that's not possible now anymore :p. The decals that come with the kit are excellent. Designed by Gaston Roca from Nazca Decals and printed by Cartograf. The KLM decals are from DRAW. I have used them before on my MD-11 and they are very good as well. The Corogard is from 8A decs. The window and cockpit decals are from Authentic Airliners The first thing I did was fill up the windows with filler. I used mostly Revell putty for this. I masked it with tape, so you don't get too much putty on the model. I did the same with the rest of the fuselage. The result after the first sanding session. It's been a while since I last did a widebody so my arm is aching from all that sanding! The first round of primer. I used Vallejo primer, which I generally use. As always, there are some seams left, so a second round of putty is necessary. In this case I use filler for cars, as you can sand it really smooth. The result after the second round of sanding.... ...and the result after the second round of primer. I'm happy actually with the result so far, apart from some small seams. That will be corrected in the third round of sanding/priming. And that's where I'm at. Plenty of work ahead of me. To be continued! Regards, Martijn
Mr Color match for Boeing and Airbus grayHi, Hasegawa calls out Mr. Color 315 as the aircraft gray for A320 and 737-700. However I've noticed on few forum posts people recommend using 338 for Boeing. So I've got both colors and the colors look quite similar except 315 is a bit warm. What are your thoughts on which color should be used for gray? Due to work schedule I wouldn't be able to get to the airport in a day time for a week so can't compare to the real thing. Do both manufacturers use the same color or one could be a better much for Airbus and another for Boeing? Is it the same color that is used on USAF RC-135 Rivet Joint? Thanks!
Air New Zealand A320 in 1/144 Scale
Scotsman07 posted a topic in Work in Progress - AircraftHere is my A320 1/144 Scale I'm currently working on. It's built using the Zvezda Kit, with the extended flaps option. It has been sprayed using a standard Humbrol Gloss Black rattle can. Wings painted using Revell's standard recommendation of Revell Light Grey 371 and coroguard is Revell 374, with silver leading edges. Engines Revell white gloss. Decals from Ascensio are excellent, and includes a white under layer for the decal to show through over the black fuselage. I much prefer the Zvezda A320 to the Revell one, I like the option for the flaps, and also the Wing mounting goes together with the fuselage a lot neater and easier. Will post the finished product to RFI when I get it complete. (Apologies for the photograph backgrounds )
Airbus A300B1 F-WUAB
Rob S posted a topic in Work in Progress - AircraftStarted this one for a Group Build on another Site so thought I'd post it here as well. Facilitated by the availability of the decals by 26 : which were reviewed here : Using the Airfix A300 kit : This particular example was missing a few parts (such as the cockpit windscreen transparency so some extra work to do along the way.
So... The project AIRBUS A300-600ST BELUGA that was started in Sep'16 is completed now. Original body: Airbus A300-600ST BELUGA Model: Revell 04206 Scale: 1/144 Aftermarket parts: no Livery: Airbus Beluga first roll-out and flight color scheme It was challenging project, but not all things I kept in mind was realized here. Anyway, to be honest, I like the result . Initially, it was quite old mid-quality Revell kit and ordinary livery in the box (as for me). Of course, white modern Airbus home livery is good but do not expect you'll get bright model on your shelf after completion... Looking for detailed photos of Beluga, I've found some interesting pics of first roll-out and flight and finally decided to make my model with this painting scheme! I've collected almost all photos of Beluga from that time period. At least, all available in inet . It is just 8 pics, +2 videos. That is all I had for start... Link to build (WIP):
Airbus Beluga XL First Flight to the UK
Mike posted a topic in Real AviationI'm surprised no-one's mentioned this one, but today was the first flight around the UK by the new BelugaXL (A330-743L) from Toulouse (en France), ending with a landing at Hawarden airport, right next to the Airbus factory, Chester. This is the same factory (or at least the site of it) where they built Wellingtons in WWII, and they did the 24 hour build film, which I'm sure some of you have seen. She flew up over the Channel, and did some laps around Bristol/Newport, then headed north toward Hawarden, kinking out East around my village for a low pass over the runway, then another lap even closer to my front garden before landing at Hawarden. My golly-gosh, it's big! It's difficult to tell how much bigger than the Beluga it is in the air, but it has quite a different nose/forehead profile than the original, which we see here regularly due to the flightpath around the airport. There were a few people stood out in my cul-de-sac watching the first pass, but the 2nd probably took most people by surprise, but I had @stringbag giving me a blow-by-blow description from Flightradar24, so I was ready for her 2nd pass, which was quite a bit closer. I didn't have my camera on me, so I snapped a couple of pics with my phone, all of which were dreadful, but not to worry, eh? Here's the best of an awful batch, and maybe I should have prepared a bit more, but I wasn't expecting her that close. A pretty terrible picture overall, but you can definitely see that there's a plane in the sky there somewhere
Airbus A300-600ST BELUGA Revell 1/144
Milczacy posted a topic in Ready for Inspection - AircraftInspired by this topic I bulit my own Beluga too. Here it is:
Zvezda is to release in 2015 a 1/144 Airbus A-321 kit - ref.7017 Source: http://scalemodels.ru/news/8359-katalog-zvezda-2015.html V.P.
I wasn't planning on doing this until after Christmas but it seemed to be calling me from it's box under my desk! Indeed, I seem to have something of an aircraft factory going on with a 1/390 747 and a 1/72 Spitfire also at various stages of construction, although I will go straight to an RFI with those. So far I have filled the windows with Superfine Milliput, installed the cockpit window, glued the two fuselage halves, the wings and a few other tedious things such as the usual filling, sanding, priming... so, what do we have: Generated from my Apple iPad using tools.rackonly.com Two main sprues and a clear sprue containing the cockpit glazing and lights. Absolute ton of flash. Some of it so bad it's hard to see where the flash ends and the molded part begins. With a lot of tedious cleanup I was ready to begin. Windows filled with Milliput. I rolled up some sausages and pushed them through from the inside. Once cured for an hour I sliced them flush and then sanded further once the Milliput had dried fully overnight. Generated from my Apple iPad using tools.rackonly.com With that done it was all glued together with some weight in the front courtesy of some bolts. There was a bit of misalignment in the top part of the fuselage but with a bit of manipulation and gluing in parts with Tamiya Extra Thin I got it close. Scraping and sanding and a touch of filler has got it nearly right but I'll need to do a bit more work including rescribing. Thankfully, I now have a tool for that! Next post will show how she is so far...
Revell A330 to KC-30A Conversion
Romeo Alpha Yankee posted a topic in KUTA X GBFor my next KUTA build I will be resurrecting this KC-30 I started back in 2013 It needs some antennas replaced and some tidying up. I have started by refilling the poorly filled cabin windows I had the boom and drogue parts well on the way. luckily I found them So on with the build
WIP: Airbus A300-600ST BELUGA Revell 1/144
Ridibunda posted a topic in Work in Progress - AircraftHi Folks! I'm not newcomer here because registered since 2010 and actively using britmodeller.com as reference for many cases related to plastic models building, but that is my first topic here. So... I would like to share with you here my build is ongoing on Greenmats.Club Original body: Airbus A300-600ST BELUGA Model: Revell 04206 Scale: 1/144 Aftermarket parts: no Livery: to be announced later I'll not talk about Revell kit here, just put some pictures that show what plastic parts you'll find in the box. (+ building instruction and decal)
Baby Bus - Winging it!
Dave Swindell posted a topic in Work in Progress - AircraftConverting Revell's Airbus A319 into an Airbus A318 I've seen several attempts at doing this conversion, they've involved chopping sections out ahead of and behind the wing, and increasing the height of the tail. Whilst this is in escence correct, it doesn't deal with several other differences that have been glossed over or ignored, and all the conversions I've seen involved filling all the cabin windows - all my other baby busses have open windows and I wanted to keep them open on the A318 if possible. So, after much mulling over and drawing lots of lines on the kit parts, I've finally got round to chopping up the kit. I'll say straight up, I wouldn't recommend this as a first attempt at an airliner cut'n'shut!, but if you've done a couple , can get your head round the marking out, and can make accurate neat cuts, it's not too difficult. Here's the fuselage halves with my rather overcomplicated plan drawn out on them - follow the notes if you're attempting this as I'd do things slightly differently if I did this conversion again! Firstly, you may notice a vertical line through the front of the wing root fairing on both sides - ignore this, it was part of plan A and ended up having to be filled as I'd scored the line in position. Secondly, the aft upper section can be cut out directly above the lower section, at least on the port side, which will simplify things somewhat. So, how much to cut? We need to loose 2.4 metres from the A319, 1.6m aft of the Wing and 0.8m in front, which equates in 1/144 to 11.11mm and 5.56mm. This equates to 3 frames (windows) aft and 1.5 frames forward ( 2 windows, outer edge to outer edge) The aft three windows can come out anywhere aft of the roof aerial (if you want to keep it, it looks to retain the same position 319-318). To retaiin the correct window spacing the forward section has to come out where shown ie the 7th & 8th windows from forward have to be removed. This is all fairly straightforward down to the window line, but gets more complicated for the lower fuselage, as this takes in the wing root fairings, and the cargo doors, which are modified on the A318. Taking the port side first, as it's easiest, the forward lower section is taken out immediately in front of the wing root fairing, use dividers to ensure the upper and lower sections are the same length. The aft section would be best cut as one section, with the aft edge immediately aft of the wing root fairing. Measure 3 windows forward, and remove this section EXCEPT for the wing root fairing, score round this and remove the body tube. The starboard side is more complex if you want to retain the cargo doors. These were reduced in width to 1.3m (9mm scale). The forward edge of the forward door remained in the same place, so mark 9mm aft of this and scribe vertically up to the window line. Scribe another parallel line at the front of the wing root fairing. Measure this distance and subract from 5.56mm (fwd reduction). Use the result to measure forward from the wing cutout, and scribe up to the top of the wing root fairing. Scribe another line parallel to the window line at the top of the wing root fairing forward to the waste section previously marked. This wil result in a shortened wing root fairing which sits up against the forward cargo door. The aft door moved aft one frame, so two parallel lines, 1 frame (window spacing, 3.7mm) apart need scribing immediately aft of the aft door up to the window line. Mark the door width (9mm) from the aft edge of the door and scribe a vertical line up to the window line, EXCEPT over the wing root fairing. Mark another parallel line 2 frames (window spacings, 7.4mm) forward, again not on the wing root fairing. Score the vertical lines and finish the cuts with a fine razor saw. Score the horizontal lines, and fold/snap the parts in two. Score and snap away the waste plastic around the wing fairings. You should end up with a set of parts similar to below. Next installment - sticking it all back together.
Revell 1/144 Airbus A330 - Air Inter
Soloturk posted a topic in Ready for Inspection - AircraftHello all, Can't remember when I started this, a few months ago but I've finally finished it! A couple of times I nearly threw it away!! It's the Revell A330 with the old Airbus house markings boxing. I'm not sure what the Aer Lingus etc boxing ones are like, but this one was really ropy so I hope the later ones are improved! That or it may be the fact it was a bad apple from the start and throughout, both problems with the kit and problems I done, it was badly jinxed! 1. I put the nose gear the wrong way round, didn't notice until near the end when I put the wheels on, so it's not in the right place but too late to fix it! 2. The landing wheel detailing bit's were useless, and the axles snapped so had to glue the wheels to the gears! 3. The front nose gear snapped in half, had to glue that back together which wasn't easy! 4. I totally stuffed up painting the engine cowlings white, it's come out rather lumpy 5. I didn't realise the rear light blue decal goes through the horizontal stabilizers, I only noticed after I already glued them in!! So had to cut the decal to fit around the stabilizers with some help! 6. The wing fit left a noticeable gap, filled it with krystal clear so I could paint over it, then I couldn't remember what paint I used for the wing, so I left it, I can't be bothered to fix it 7. The extra decals I used for the stenciling wasn't easy, some of the numbers in the instructions didn't match the decal sheet, or some numbers were missing leaving you to work it out! 8. A fair amount of filling was required, even I managed to stuff some of it up! 9. Small decal bit's ended up in the water monster, so didn't bother with those in the end 10. I used a dark grey on the top of the wing, as I say can't remember what colour, but I'm not sure it's right to be honest?? BUT here it is, finished, and to me look's like an A330. I used Liveries Unlimited 'Air Inter' decal sheet, along with the Thai Airway's sheet from Revell's other A330 kit for the stenciling. Thanks for looking! C&C is welcome, but yes I do know it's not accurate James.
This was a refurbish project of an old A300 build. I decided to update the model since the Airfix kit missed a few A300 features. I started with this: As it was finished about 15 years ago How it was before the restoration Rubbed it back with the associated voluntary disassembly Started a repaint Scratched up some missing parts Modified the engines Added some paint and decals.. The decals are from an A310 Flying Colours sheet. Due to a deadline (today) I used A310 registrations instead of mucking around with making up A300F4 regos.
Hi Guys, This isn't completely done yet, but i've been itching to share it. A320 Easyjet 250th Airbus livery, made from the 1/144 Revell kit. Proved a little less cooperative than the 3 x A319's i've built, but generally not bad! Decals from Draw decal, can't remember for the life of me the site I ordered the winglets from. Chris
Afternoon, I've finally given into temptation and made a start on this one. I have some big(ish) ideas to go with this kit - we'll see how many of them come to fruition. Things I definitely want to do are: - Drop the flaps - Separate all the flight control surfaces, - Add external (and possibly internal) lighting - Motorise the props My inclination is to keep all the doors closed up - out of the box the cargo hold is fairly plain, and I think it would take a lot of work to get it in to a state that I would be happy with. Also, I'm inclined to do it 'in-flight', so whilst the ramp could be down, it's more likely to be up. I'm still undecided on whether to have the wheels up or down - the kit wheels are rather strange slab-sided affairs, and I'm not aware of any AM replacements. I have the PE set and paint mask, but don't think I'll be bothering with the SAC landing gear - I'm a bit sceptical about the utility of these in most cases. I think this aircraft is quite well suited to dropping the flaps - it has a very simple high-lift system: no leading edge devices and dropped-hinge flaps with a fixed vane on the trailing edge. This should make getting the geometry correct that bit easier. So far, I've mostly been cutting things up, starting with one of the flaps and flap-hinge fairings: I've also cut out the ailerons, elevators and rudder, so I'll need to get the Evergreen strip out are start building up the missing parts. I might cut out the spoilers too, possibly only on one side, as these are also used for roll control and I want to try and capture a 'dynamic' snapshot as it were. If anyone has any advice on lighting, I'm all ears! http://www.britmodeller.com/forums/index.php?/topic/234957864-adding-led-lights-to-models-any-good-how-to-guides/ Thanks for looking! Andrew
Airbus A330-200F Turkish Airlines Cargo 1/144
Timo posted a topic in Ready for Inspection - AircraftSomething a bit different – an Airbus A330-200F, the cargo version of the A330-200 passenger aircraft. It's quite rare to see an A330-200F as only 36 have been built to date. Apart from the main deck cargo door, the most visible difference from the passenger version is the distinctive hump under the nose. The passenger variant has a marked nose down attitude while on the ground, so the freighter's nose gear has been lowered into a fairing beneath the front fuselage to lift the nose so that the main cargo deck is level when on the ground to help loading/unloading. I've converted Revell's 1/144 scale Airbus A330-300 into an A330-200F. This is quite a straightforward conversion – the front and rear fuselage shortened, all windows filled, together with fitting a new shorter tail fin and RR Trent engines (both from Braz Models). The nose gear fairing was made by mounting the kit's nose gear bay in the lower position and sculpting the fairing using Milliput. The open main deck cargo door and crew door are scratch built. The Turkish Cargo decals were home made inkjet printed, with some of the kit's original decals being used for the detail. I thought that this cargo version would look far better with doors open, so I've included some ground crew and equipment: > the cargo loader and pallets were scratch built > the passenger steps are from a Dragon 747 kit > the aircraft tug and towbar are from an Eastern Express aircraft tugs set > the people and transit van are N-scale railway accessories A few more pics below. Hope you like this conversion and cargo apron scene. Thanks for looking Tim
1/144 South African Airways A320
mitchem posted a topic in Ready for Inspection - AircraftJust gone 7am on 4 February 2015 and South African Airways Flight SA257 from Johannesburg is about to touch down at the King Shaka International airport in Durban : At the controls are Captains Frik van Schalkwyk (left) and Matthew Smith (right) The hour long journey marked Frik's inaugural flight as Captain, following an extensive flying career with the airline, and here's the proud man after arrival : I'd like to thank Frik's wife Shirley (my cousin) for allowing me to post her photos of the momentous occasion - I only hope my model has done it justice. Here are the rest of my pics of Zvezda's A320 finished off with Draw decals (Set 44s-A3N-1), Skyline details (SKY14058), and Authentic Airliner windows (A320 family) ...and for those of you who are wondering about the secret of levitation, here are a couple of pics that haven't had the brass wire airbrushed out : Best Regards. mike
Air Côte d'Ivoire A319
pinky coffeeboat posted a topic in Ready for Inspection - AircraftHello all, This is one of my entries for the recent Airliner III Group Build. It was completed by the deadline but a few things prevented me from posting it in the gallery section of that group build. So here it is presented to you in it's (99.99999%) completed state and how it got here is detailed here I thoroughly enjoyed building this and the others for the group build. Once again, huge thanks go Ben Sweezey of V1decals.com for providing me with an updated decal sheet. Many thanks for looking and feel free to query, comment, critique as you see fit!! Jeff
Airbus A320 Etihad - Revell 1:144Airbus A320 Etihad 1:144 Revell The first of the successful narrow body range from Airbus, the A320 flew commercially for the first time in March 1998, having completed its maiden flight in February of the previous year. Designed to compete for a share of the short to medium range market which at the time, was dominated by Boeing and Douglas with their B737 and DC-9 respectively, a production run of fewer than 1000 aircraft was originally intended. However, the success of the design, and the introduction of the longer A321 and shorter A319 and A318 derivatives has seen the A320 family become the worlds fastest selling airliner. As of April 2016, Airbus has delivered nearly 7000 aircraft, with a further 974 firm orders making this the worlds best-selling, single-generation aircraft programme. The kit. The Revell kit has been around for a while now, and has been issued in many different airline liveries such as Lufthansa, Eidelweiss, Air Berlin, and Condor. This latest release offers the rather attractive Etihad livery that has been recently introduced. The box is in Revell's new 'black' style with a side view painting of an A320 climbing to altitude. The instructions have likewise been revised and are now in full colour on glossy paper. The plastic parts are the same as previously issued, and are now beginning to show traces of flash in some areas, but nothing too serious. The first of the two main sprues holds the fuselage halves and undercarriage components. The passenger cabin windows are moulded open, so you will need to decide whether to finish them with one of the liquid glazing products such as Micro Krystal Kleer, or fill them in and use decals. Glazing is provided for the cockpit windows, but without any framing on the decal sheet (apart from outlines for the two centre panes), or a 'solid' decal option. I always prefer to retain the clear option and mask it, so this is no problem. Others who like to use decals will need to take one from the spares box. The second sprue contains the flying surfaces and the CFM 56 engines, but the V2500 engine option on some previous releases have been deleted here. The trailing edge flaps on all the Revell A320's need a little modification to remove some of the smaller track fairings, and this is clearly pointed out in the instructions. Note also that the inboard flaps need the 'sub section' engraved oblong filling in. The little 'winglets' on the wingtips are somewhat undersized, but larger replacements are easily fabricated from plasticard if you desire. All my previous builds of this kit have them, and it only takes 15 minutes to make a pair. Decals. The decal sheet is probably why most modellers will want to obtain a copy of this kit. Designed by DACO it provides a wealth of stencil detail, wing walks, door outlines, engine and pylon details, as well as the Etihad livery. It is all beautifully printed in sharp register and with excellent colour matching. Being a DACO design they should fit perfectly as well, no small consideration when considering all the decals to go around the rear fuselage and tail. The fuselage colour is suggested as mix of Revell's own paint, 75% White 04, 20% Orange clear 730, and 5% Aluminium metallic 99. Several other Etihad airliners have been posted on this forum over the last few years, and other suggestions may be available with them if you search. (My own Boeing 777 was done with nail varnish applied by airbrush). Whichever method you use, it is probably wise to mix up a batch and keep it for re-coating and touch ups. Conclusion. It is nice to have this kit back in such an attractive livery. The new upgraded box and instructions are also very welcome, and much clearer to read than the old instructions. Many of us will have already built at least one of Revell's A319/320/321 kits, so know that it is a trouble free build. The real 'icing on the cake' here is the beautifully produced decal sheet, and should produce a stunning model. Recommended. [EDIT] Under construction now ! Build log here [/EDIT] Review sample courtesy of
Hi again, now with this quite unique aircraft. I liked so much the way it looked at Auckland I knew I had to build one someday. Gio Decals, which were a nightmare, and Model Master enamels. I did my best with the decals but at some stages I must confess I almost quit. Glad I managed to get through the storm though. Thanks! Ignacio


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PLATO's eleven training partners include several leading European think tanks, two civil society organisations, a consulting firm for trade associations, and the leading online daily news site on EU politics. A career development organisation will assist the PhDs in their individual career planning.
Brussels, Belgium
The Brussels-based economic think tank
Bruegel is an independent economic think tank. It contributes to European and global economic policy-making through open, fact-based and policy-relevant research, analysis and debate. Membership is composed of EU member state governments, leading international corporations and institutions.
Pauline Chetail, EU Funding Project Manager (e-mail)
Centre for European Policy Studies
Brussels, Belgium
Thinking ahead for Europe
CEPS is a leading think tank and forum for debate on EU affairs, with an exceptionally strong in-house research capacity and an extensive network of partner institutes throughout the world. As the only think tank in Brussels covering all European policy areas, CEPS offers exchanges, provides insights on and potential solutions for EU policy making.
Steven Blockmans, Senior Research Fellow & Head of EU Foreign Policy (e-mail)
Toby Vogel, Research Communications Officer, Foreign Policy Unit (e-mail)
The Hague, The Netherlands
Netherlands Institute of International Relations
Clingendael is a leading Dutch think tank and diplomatic academy on international affairs. The institute provides public and private sector organisations with in-depth analysis of global developments in the fields of EU governance, economic diplomacy, international security and conflict management, with a specific focus on the position and role of the Netherlands.
Adriaan Schout, Senior Research Fellow and Coordinator Europe (e-mail)
Democracy International
Cologne, Germany
The global coalition for democracy
Democracy International is an independent NGO working for better democracy in Europe and beyond. The group actively supports democracy initiatives in a number of countries and coordinates transnational campaigns – for electoral and institutional reform, freedom of information, increased participation and direct democracy. Democracy International's greatest success at the European level to date is the introduction of the European Citizens' Initiative.
Andreas Müller, Managing Director (e-mail)
Daniel Schily, Co-Founder
Brussels, Belgium
The largest online daily news site covering EU politics
EUobserver is an independent online newspaper which values free thinking and plain speech. It aims to support European democracy by giving people the information they need to hold the EU establishment to account. In addition to news articles, EUobserver publishes series of investigative reports as well as comment pieces and blogs reflecting opinions from across the political spectrum.
Lisbeth Kirk, Founder (e-mail)
European Citizen Action Service
Brussels, Belgium
A pan-European resource centre on citizens' rights
ECAS is an international, non-profit organization that provides services to a network of about 150 European NGOs. ECAS empowers citizens to exercise their rights and promotes open and inclusive decision-making through the provision of high quality advice, research and advocacy, as well as capacity-building for civil society organisations.
Assya Kavrakova, Director (e-mail)
Jacques Delors Institut – Berlin
Berlin, Germany
A research-based think tank
Jacques Delors Institut – Berlin is a research-based think tank with the objective to contribute to a better policy debate on Europe in Germany. It focuses primarily on four core areas of European integration: Economic and Monetary Union; Foreign Relations and Security Policy; EU Institutions and Governance; Digital Europe.
Nicole Koenig, Senior Research Fellow and Deputy Head of Research (e-mail)
Lucas Guttenberg, Senior Research Fellow and Deputy Head of Research
Henrik Enderlein, Director
Brussels, Belgium
Strategic Communications that reach, engage and influence
KELLEN is Brussels's longest established association management company and provides services to a wide range of trade associations – from pooling of expertise to setting common industry positions and carrying out regulatory and public affairs campaigns. Kellen reaches out to stakeholders on a sustained basis, and also assists businesses in creating and managing ad-hoc coalitions, and support these coalitions in enhancing their presence in Brussels.
Aline Rutsaerts, Senior Association Manager (e-mail)
Maria Teresa Scardigli, Vice-President
Polish Institute of International Affairs
Warsaw, Poland
A leading Central European think tank
PISM is a public think tank that conducts research and training in international affairs. PISM is the biggest Polish institution conducting policy-focused research, and prepares analyses and studies for the public administration responsible for shaping and conducting Poland's foreign policy. Since 2010, PISM has been rated amongst the most influential government-affiliated think tanks worldwide in the annual 'Global Go To Think Tank Ranking'.
Sebastian Płóciennik, Head of the Weimar Triangle Program (e-mail)
Karolina Borońska-Hryniewiecka, Head of the European Union Programme
Stiftung Wissenschaft und Politik
Berlin, Germany
The German Institute for International and Security Affairs
SWP is an independent, publicly funded scientific establishment that conducts practically oriented research and advises the German parliament and the federal government on foreign and security policy, including aspects related to climate protection and resource scarcity. It serves as a forum for exchange where decision makers meet with SWP researchers for discussions in a confidential atmosphere.
Ronja Kempin, Senior Fellow, Research Division EU/Europe (e-mail)
Cambridge, UK
Realising the potential of researchers
Vitae is an international organisation championing the personal, professional and career development of researchers. Its goals are to develop research policy and practice, drive excellence in provision through the development and distribution of high quality learning resources and practice sharing and to actively engage employers in the development of researchers, and provide employability, career and professional placement information for researchers across all sectors.
Alison Mitchell, Director of Development
Katie Wheat, Training & Resources Development Manager (e-mail)
Jen Reynolds, Professional Development Manager


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Mericle RV
Meet Motorhome Mike Buying an RV shouldn't be exhausting. Come on down and let's have fun again! RV Dealership in Denver As owner and operator of Auto RV Broker, Mike Mericle — Motorhome Mike — enjoys any and all opportunities to help customers realize their RV ownership dreams. He and his staff are committed to providing exceptional care and service to every customer through transparency and a downright honest sales experience. Having bought and renovated...Recent Review by Andrew T. on 11-12-2019
"Both transactions in sales and service were great"... Read More


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Alcohol poisoningOverview
Alcohol poisoning can happen when you drink a lot of alcohol over a short period of time.
Symptoms of alcohol poisoning include confusion, slurred speech, vomiting and loss of co-ordination.
Alcohol poisoning is usually treated in hospital where you'll be closely watched until the alcohol has left your body.
Page last reviewed: 01/04/2019
Next review due: 01/04/2022


text: >> If you want to run indent at all, do it _once_ (with all the right >> options! See lindent) and fix up the fallout later, whenever you >> stumble on it -- that's the least-effort way to go about it. > > some of our specialists send in patches that consist of 50% whitespace > changes because they are using broken editors that convert tab to > space. > > question is how to cope with that, especially if those people have > commit rights themselfes and dont wait for a review to happen. pre-commit hook, run a regexp that finds the more standard problems, refuse if bad. The Linux kernel source code has some such regexp's for you. But do you really want to completely lock out "bad-looking" whitespace changes? You can't solve social problems using technology; you'll have to change people's habits instead. *Every* patch should be sent to the mailing list for review, it doesn't matter who you are. Segher


text: This is a summer Ready for School program for children entering Junior Kindergarten in September. The program will include a wide variety of activities that will foster and enhance children's five key developmental areas as well as providing them with a healthy snack and outdoor play. The program is designed to simulate a kindergarten classroom, therefore making the transition into school more familiar for children.


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Sikh actor blocked by Mexican airline over turban satisfied with apology
Waris Ahluwalia, a member of the Sikh community, gives an interview in Mexico City, Tuesday, Feb. 9, 2016. (AP / Eduardo Verdugo)
MEXICO CITY -- An Indian-American actor and designer who wasn't allowed to board a Mexico City-to-New York flight after refusing to remove his turban said Tuesday that he is satisfied with an apology from the airline.
Waris Ahluwalia said he is now waiting for Aeromexico to implement special training on how to treat Sikh passengers, for whom the headgear carries deep religious significance.
"We're just a few steps away from a lot of hugs," Ahluwalia told The Associated Press.
Aeromexico issued a statement Tuesday saying: "We apologize to Mr. Waris Ahluwalia for the unfortunate experience he had with one of our security guards during the boarding process prior to his flight to New York at the Mexico City International Airport."
"This incident inspires us to make sure that we strengthen the customer service protocols of our safety personnel in respectful accordance with the cultural and religious values of our customers," the statement said.
Ahluwalia welcomed the airline's apology. "We've gotten the apology and I'm grateful, and thanks to them for doing that," he said.
"The next step is to do the training" for inspecting Sikhs and others with religious headwear, he added.
The turban is part of the required dress for Sikh men. In addition, Sikh men and women are forbidden to cut their hair.
Ahluwalia had reported he was trying to board a flight from Mexico City to New York City on Monday when he was told he couldn't get on "because of my turban."
Aeromexico had said Monday night that it is "committed to transporting all its passengers without regard to their religion, social status or gender ... but the airline is obliged to comply with the federal rules determined by the U.S. Transportation Security Administration (TSA) for inspecting selected passengers travelling to the United States."
However, U.S. guidelines put into effect in 2010 no longer require air passengers to remove turbans if doing so makes them uncomfortable.
Many members of the Sikh community have objected to the practice of frisking Sikh turbans, calling it unnecessary in a world with machines for body scanning and metal detection.


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Aura moderate transmutation; CL 10th; Weight —; Price +27,000 gp
Armor with this special ability is often engraved or enameled with chaotic religious symbols. Once per day on command, the wearer can invoke an effect as per the spell righteous might, except the wearer gains DR 5/lawful instead of DR/evil or DR/good. This effect lasts for 10 rounds. Unbound armor bestows one permanent negative level on any lawful creature attempting to wear it. The negative level remains as long as the armor is worn and disappears when it is removed. This negative level cannot be overcome in any way (including by restoration spells) while the armor is worn.
Feats Craft Magic Arms and Armor; Spells righteous might; Special creator must be chaotic; Cost +13,500 gp
Pathfinder Roleplaying Game: Ultimate Equipment (OGL) © 2012, Paizo Publishing, LLC; Authors: Dennis Baker, Jesse Benner, Benjamin Bruck, Ross Byers, Brian J. Cortijo, Ryan Costello, Mike Ferguson, Matt Goetz, Jim Groves, Tracy Hurley, Matt James, Jonathan H. Keith, Michael Kenway, Hal MacLean, Jason Nelson, Tork Shaw, Owen KC Stephens, Russ Taylor, and numerous RPG Superstar contributors


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2 Regions Ford Motor Co. Investors Need To Watch In 2014
Ford just closed the books on one of the finest years in company history. The Blue Oval doubled its dividend, cut its underfunded pension in half, and continued to design vehicles that consumers are driving off the dealer lots in droves. I've discussed how investors need to watch CEO Alan Mulally's situation, as well as the 23 global launches of new or refreshed vehicles in 2014. But equally important is how Ford drives ahead in two key markets: Europe and China.
Ford has made great progress in Europe in narrowing losses faster than expected, and 2014 will be critical for the "One Ford" plan as the company launches more than double the number of vehicles around the world as it did last year. Ford is trying to drive stronger global brands and business through quality vehicles now for its broad goal of sustainable profitability.
Graph by author. Information from Ford's SEC filings.
You can see in the chart above the substantial progress made over the last few quarters in Europe. However, Ford in 2014 anticipates incurring restructuring costs of about $400 million related to depreciation of plant assets and production plants, and this will be reported in Europe's operating results. Ford also expects special-item charges between $400 million and $500 million related to personnel separations; these, though, will not be reported in Europe's operating results. In addition to those charges, expect Ford's research and development and engineering costs to be slightly elevated as the company continues on its goal of launching 25 new vehicles within five years.
It's possible we won't see the same drastic level of progress in Europe in 2014 that we did last year, although the company stands by its prediction of breaking even, or turning a small profit, on the continent in 2015. This year will give investors an immense amount of information of how to gauge higher costs, special items, and pre-tax earnings to better predict when Ford will show a profit in the region. When that happens, it will remove a huge burden from Ford's share price and will essentially send at least $1 billion annually, gauged by current losses, back to its bottom-line earnings.
Ford was a latecomer to the Chinese market and now has a lot of ground to make up on foreign automaker leaders General Motors and Volkswagen. Even with production constraints Ford managed to grow sales in China nearly 50% last year.
Ford expects that growth to continue; it's roughly halfway toward its goal of doubling its market share from 3% to 6% by the end of 2015. As more vehicles are launched in China, including the Mustang for the first time and the Lincoln lineup, Ford will need to add more production capacity to capture its sales potential. The company plans to have two facilities in China start production this year, with two more coming online in 2015.
Extra production capacity will enable Ford to grow sales and top-line revenue, while two potential mistakes by competitors may give the Blue Oval an additional edge in China.
Japanese automakers are just beginning to recover from a yearlong backlash by Chinese consumers after Japan's controversial purchase of a group of disputed islands sparked national protests in China. That helped Ford to edge out Toyota and Honda in China last year after the Japanese car makers had largely led their U.S. rival for most of the last decade.
Just before the new year, Japanese Prime Minister Shinzo Abe visited a shrine in Tokyo that honors the country's war dead, including top military personnel convicted as war criminals after World War II. That drew another angry response from China.
"We're still at a stage where we need to carefully monitor the impact, but it's obvious that this only has a negative impact on Japan," said Mitsushige Akino, chief fund manager at Ichiyoshi Asset Management in Tokyo, told Bloomberg. "The visit poses great geopolitical risks."
It's unclear how large of an effect this will have on Japanese automakers, but it will clearly be something to watch as sales unfold in early 2014.
Another potential misstep was General Motors' recent recall of close to 1.5 million vehicles in China due to potential safety issues. The recall affected two high-volume and mainstream cars, the Buick Excelle and the Chevrolet Sail. There are so many recalls in the automotive industry, chances are this won't drastically alter General Motors' success.
These troubles for Ford's competitors may not seem huge, but in an industry where even a fraction of market share change is a major development, this might be all Ford needs to secure a strong start to 2014.
The automotive industry is rapidly changing, which automakers are the best investments in 2014?
U.S. automakers boomed after WWII, but the coming boom in the Chinese auto market will put that surge to shame! As Chinese consumers grow richer, savvy investors can take advantage of this once-in-a-lifetime opportunity with the help from this brand-new Motley Fool report that identifies two automakers to buy for a surging Chinese market. It's completely free -- just click here to gain access.
The article 2 Regions Ford Motor Co. Investors Need To Watch In 2014 originally appeared on Fool.com.Fool contributor Daniel Miller owns shares of Ford and General Motors. The Motley Fool recommends Ford and General Motors. The Motley Fool owns shares of Ford. Try any of our Foolish newsletter services free for 30 days. We Fools may not all hold the same opinions, but we all believe that considering a diverse range of insights makes us better investors. The Motley Fool has a disclosure policy.
Copyright © 1995 - 2014 The Motley Fool, LLC. All rights reserved. The Motley Fool has a disclosure policy.


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Shipping Policy
Shipping & Terms
CBD Store products ship from Hollywood, Florida US. If you received only part of your order, we will send you tracking information for the remainder of the items in your order when they ship out. Packages are generally dispatched within 2 days after receipt of payment and are shipped via USPS with tracking and drop-off without signature. If you prefer delivery by UPS extra additional cost will be applied, so please contact us before choosing this method. Whichever shipment choice you make, we will provide you with a link to track your package online.
Any order over $1,500 will require a signature at delivery. Boxes are amply sized and your items are well-protected.
All orders will be shipped out USPS. Most shipments are shipped same day or the next business day. Orders placed after 3pm EST are considered to be next day.
If your product was damaged during shipping, please notify us within 24 hours of receipt. Customers are responsible for checking their shipment at time of receipt.
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All of our international orders are sent via USPS Priority Mail Express International to ensure proper tracking. Standard delivery times for Priority Mail International is 14-21, but it can, at times, take longer to receive your shipment.
Although we only ship to countries where CBD is legal, occasionally our packages get held at customs for reasons we are not privy to.
Our action on this is to send all items with-out any CBD / Hemp labeling on All international shipping unless specified not to do so by You.
WE ARE NOT RESPONSIBLE FOR PACKAGES HELD AT CUSTOMS and CANNOT REFUND you if your package was held at customs.
This is also stated in the terms and conditions you agree to when you make a purchase. Please familiarize yourself with the customs protocol in your country, including whether your country allows nutritional supplements imported from the US.
Please contact us directly at email@example.com or (305) 814-4576 with any shipping questions.


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Also starring: Melvin Burgess, Anne Fine, Mary Hooper, Sophie McKenzie, Patrick Ness, Bali Rai and Jenny Valentine
Synopsis from Goodreads.
Some of today's leading writers for teens are gathered here in a wonderful collection of original stories: some funny, some moving, some haunting but all revolving around the same subject – having sex for the first time!
"It's that kind of story. Certain words are necessary because this is real life, but you can't actually show 'em because we're too young to read about the stuff we actually do, yeah?
Initial Final Page Thoughts.
Has anyone seen Cinema Paradiso?
If yes: Stick with me for this bit and read my highly
convoluted intelligent analogy.
If no but you don't mind it being spoilt: Stick with me for this bit and read my highly
convoluted intelligent analogy.
If no but you would rather it not be spoilt: I loved this book and you can skip ahead to the high points.
You know the part where the priest tells Alfredo that he has to censor the films he shows in his cinema? And Alfredo explains this to Toto, his young apprentice, that he has to cut all the rude scenes out and all these clippings are in the big box? And then when the cut film is playing the audience boo because the scene cuts just when the couples are about to kiss?
That's usually me when I'm reading a YA book.
I can probably count on both hands the books I've read recently where teenagers have sex.
Maybe I'm just reading the wrong books or maybe it's because it doesn't have any relevance to the story and the characters or maybe it's because if a teenager reads a book where characters have sex, or even discuss sex, they will obviously run out and have immoral sex in an alley behind the nearest paper shop.
So at the end of Cinema Paradiso, Alfredo sends the now grown up Toto a film of all the rude scenes spliced together and it's all emotional and lovely and brilliant.
This book was the literary equivalent of that end scene.
It was like Mr Gray had gone through all the snippets and cut scenes of books from YA writers all across the world and put them together into one fantastic collection.
High Points.
SEX! Home-grown writers. Realistic portrayal of emotions. Awkward parent chats. Awkward teacher chats. Great dialogue. Condoms on cucumbers. Vocal grannies. Footie shirts. Cock-cagoules. Hand-shandies. History. Diversity. The importance of being honest about sex. Truth. The censorship discussion.
If I could get away with giving this book five stars, full marks, performing a solo Mexican Wave in its honour based solely on Mr Ness' "It's Different For Boys"….I would.
But unfortunately I can't.
So anyone who has ever
seen me wear my "I LOVE NESS" t-shirt heard me talking about Ness and his writing will know that it makes me lose my [blank] mind.
And these 50 pages or so were no exception.
My other favourites were Scoring by Keith Gray, The White Towel by Bali Rai and The Way It Is by Sophie McKenzie.
Low Points.
I wish there had been more stories told from the perspective of the girls. Out of the eight stories, only two were told from the perspective of the ladies. (I'm not counting Anne Fine's because it's told from a teacher's viewpoint and Ms McKenzie's was told from alternating perspective ) . Maybe it was just because the first four stories were about the boys but, to me anyway, it seemed to be an extremely male-centric book.
I actually enjoyed all of the stories but I couldn't help but think that both Melvin Burgess and Mary Hooper's stories would have been so much better if they were part of a longer book.
But the more I think about it, the more that is actually a high point because I wanted to know more about their brilliant characters… but, whatever… I had to find something, didn't I?
Theme Tune.
I struggled to narrow my collection down to one…. so I didn't.
Here are a few because
There | were | about | a | million | that | I | could | have | chosen.
But I'll leave the decision with you.
Sadness Scale.
It's difficult to give a number because most of these stories are absolutely hilarious so they kind of toned the sadness down.
But I will say that Bali Rai and Mary Hooper's story practically gutted me. I've never read anything by either of those two authors but based on those stories I definitely will be doing so in the future.
Recommended For.
People who boo when YA books fade to black or get all tongue-tied when *whispers* sex is brought up. People who are looking for a collection of hilarious, heart breaking and realistic contemporary stories. People who have ever had an awkward conversation with their parents and teachers about sex.