Ο πρωθυπουργός της Τουρκίας πέτυχε τρία γκολ (σε 15 λεπτά) σε εγκαίνια γηπέδου στην Πόλη
Το κατόρθωμά του θα ζήλευαν πολλοί ποδοσφαιριστές, αλλά κυρίως και πολλοί πολιτικοί! Για λόγους επικοινωνιακούς, βέβαια. Με ένα χατ τρικ μέσα σε μόλις 15 λεπτά ο πρωθυπουργός της Τουρκίας Ρετζέπ Ταγίπ Ερντογάν εγκαινίασε το στάδιο Φατίχ Τερίμ στην Κωνσταντινούπολη, ενώ ταυτόχρονα πέτυχε να προβάλει με έναν διαφορετικό τρόπο την υποψηφιότητά του για την προεδρία της χώρας, εν όψει των εκλογών του Αυγούστου.
Η φανέλα με το 12
Σύμφωνα με τα τουρκικά μέσα ενημέρωσης, ο Ερντογάν -που παλιότερα έπαιζε ερασιτεχνικά στην Κασίμπασα- φόρεσε τη φανέλα με το νούμερο 12, κάνοντας σαφή αναφορά στην ελπίδα του να γίνει ο 12ος πρόεδρος της Τουρκίας τον επόμενο μήνα, ενώ συμπαίκτες του με την πορτοκαλί ομάδα στην οποία αγωνίστηκε ήταν, μεταξύ άλλων, ο δήμαρχος της Κωνσταντινούπολης Καντίρ Τοπμπάς, ο πρώην ποδοσφαιριστής Ριντβάν Ντιλμέν, ο πρώην παίκτης του NBA Χινταγέτ Τούρκογλου, ο γιος του Ερντογάν, Μπιλάλ Ερντογάν κ.ά. Ο Τούρκος πρωθυπουργός έβαλε το πρώτο γκολ τη δεύτερη φορά που ακούμπησε την μπάλα, ενώ ολοκλήρωσε την... ποδοσφαιρική παράστασή του με άλλα δύο γκολ, μέσα σε διάστημα 15 λεπτών. Πάντως, δεν έλειψαν οι χρήστες του twitter που είπαν ότι το παιχνίδι ήταν «στημένο» για να βάλει γκολ ο Ερντογάν.
Oπως και να 'χουν τα πράγματα, από προχθές ξεκίνησαν να ψηφίζουν για τις προεδρικές εκλογές στη χώρα οι Τούρκοι που ζουν στο εξωτερικό. Στελέχη της εκλογικής επιτροπής άνοιξαν 42 εκλογικά τμήματα σε σημεία χερσαίας διέλευσης, αεροδρόμια και λιμάνια που θα παραμείνουν ανοιχτά για τους ψηφοφόρους έως τη 10η Αυγούστου, την ημερομηνία δηλαδή κατά την οποία οι εκλογείς οι οποίοι ζουν στη χώρα θα κληθούν να προσέλθουν στις κάλπες για τον πρώτο γύρο των προεδρικών εκλογών .
An amazing sculpture is made by pouring molten aluminum into a fire ant colony. The resulting cast is huge, weighing 17.9 lbs. and reaching a depth of 18 inches.
These are the red imported fire ants which are harmful to the environment and their nests are exterminated by the millions in the United States using poisons, gasoline and fire, boiling water, and very rarely molten aluminum.
From Wikipedia: "Researchers have also been experimenting with extreme temperature change to exterminate RIFAs [red imported fire ants], such as injecting liquid nitrogen or pressurized steam into RIFA nests. Besides using hot steam, pouring boiling water into ant mounds has been found effective in exterminating their nests."
I recently did a casual survey and found that I have at least 120 of these colonies within an area of approximately three acres.http://www.anthillart.com/info/fire-a...
“This is all the space for you and your three closest friends,” says Brad Holcomb, a project manager at Lockheed Martin’s Exploration Development Laboratory in Houston, as I settle into the commander’s seat on the low-fidelity mockup of the Orion capsule. Having clambered my six-foot-three-inch frame down through the hatch opening (an isosceles trapezoid, with black-and-yellow caution tape along the top so visitors don’t smack their heads), grabbed a handy yellow strap as I reclined, and swung my legs into a flexed, upright position, I couldn’t imagine working, or driving anything. However normal this position may seem in space, here it felt unsettling.Holcomb is in the same position in a seat a few feet away. Speaking with him—the first interview I have ever conducted on my back—I cannot shake the feeling you get when you climb into a new car with a salesman: resting your hands on the wheel, puzzling out the unfamiliar dashboard, shifting your lumbar region against leather. In this case, however, the seats are severely unaccommodating machined aluminum (the operational version will be upholstered); the windows, shaped roughly like a pair of Aviator shades turned upside down, are above my head; and do not go looking for any cup-holders—though there are other nifty features, like space-saving foldaway seats. While not what you would call expansive, Orion is roomier than the three-astronaut Apollo command modules were. Like a third row seat added to a minivan, the extra 135 cubic feet of habitable volume in Orion is enough to carry a fourth astronaut. In this “mid-fidelity” mockup, the interior is white and spare, and rather than a complicated instrument panel with a hundred switches poking out of it, the cockpit will feature three touchscreens, placed at eye level.
Orion spent years in a high-flying theoretical orbit, and has so far survived the punishing turbulence of reentry into fiscal realities and shifting political desires. In 2006, NASA awarded Lockheed Martin Space Systems $6.1 billion to build spacecraft for the far-ranging Constellation program of human exploration. After the program’s cancellation, Lockheed Martin began work on a contract, extended to 2020, to build spacecraft for three missions. The first flightworthy capsule is being readied (in June, technicians at Florida’s Kennedy Space Center mated the crew and service modules) for its uncrewed 3,600-mile ride this December, after its launch atop a Delta IV Heavy rocket. Orion is the heart of NASA’s most ambitious crewed vehicle ever, a vessel that will carry the human space program for the next 30 years and could see everything from lunar exploration to a variety of still-unfolding asteroid recovery missions to, eventually, it is hoped, a mission to Mars.
Not that astronauts would be expected to log that flight in the Orion command module; for a Mars voyage, a larger habitation module would be attached. There is even talk of having habitation modules stocked with supplies and waiting in space at crucial junctures, like highway rest stops.
Car metaphors may be trite, but while I walk around Lockheed’s laboratory, in a sprawling office park not far from the Johnson Space Center, they keep coming up. (And after all, Lockheed designers did get advice on the capsule’s seat-restraint systems from seat designers for NASCAR.) To explain the difference between a spacecraft designed for a Mars mission and one for low Earth orbit, for example, Linda Singleton, Lockheed’s Orion program integration manager, reaches for the RV comparison: “If you have a car and an RV, you’re not going to run to the grocery store in your RV to get milk,” she says. By contrast, sleeping in the “car” might be acceptable for a one-week jaunt to the moon, but for a nine-month Martian road trip you will want some of the creature comforts of a Winnebago (i.e., a habitation module). Of the spacecraft being developed by companies NASA has hired to ferry people and things to the International Space Station, she says “we kind of call them taxis.” As opposed to the 20,000-mph, 4,000-degree, 12-G reentry that Orion will eventually experience from a deep space jaunt, “the low Earth orbit is a Sunday drive,” Holcomb notes. As we walk around the capsule exterior, I point out to the Lockheed team that, as with the anthropomorphic headlights and grills of most car designs, the front of Orion has a “face.” Purely unintentional, they tell me. Squint a bit and you almost see a less-threatening version of a stormtrooper helmet from Star Wars.
The last time humans left Earth orbit, cars ran on leaded gas, few models had power steering, in-car entertainment was an AM radio, cruise control was a novelty, and air bags were unheard of. So how has something as representative of the Space Age as a space capsule changed in that time? As NASA prepares to launch a vehicle that someday, according to the agency’s “road map,” will go farther into space than any before it, I wanted to look under the hood of this new-model capsule and understand how the agency has designed for distance.
***
If you were around for Apollo, you’ll recognize Orion. Its conical form comes deep out of Apollo aerodynamic studies and tapers from its base to its lopped-off apex with a barely perceptible 2.5-degree change in the angle that defined the Apollo capsules. When Cleon Lacefield, Lockheed vice president and Orion’s program manager (a former NASA flight director in the space shuttle program), tells me Orion is using the same Avcoat-clad heat shield as Apollo (besting some eight rival materials), I ask how much the 1960s material has evolved. “Not much!” he says, adding that the heat shield is a testament to the engineering ingenuity of the Apollo program. In addition, he notes, since Orion designers were trying to take so many things to the next level, “where we didn’t have to take something to the next level, we tried not to.” Still, Lacefield points out, a “lot of work” was done to improve Avcoat’s thermal properties and strength so that it will withstand the higher reentry loads Orion will experience.
Like the honeycombed Avcoat surface, the resemblance between Apollo and Orion is skin deep. Josh Hopkins is a Lockheed Martin engineer who leads a team designing the concepts for missions that Orion will some day fly. He says that while some may have wanted a next-generation crewed spacecraft to look more next-generation, another mindset is “Hey, the Apollo design worked, and physics hasn’t changed in that time, so let’s start with that approach.”
There are obvious differences: Orion is 30 percent larger in diameter to accommodate longer missions. Internally, says Hopkins, “you have twice the volume. There’s room to put things like a toilet. On Apollo, they had plastic bags. On a two-week trip that could be tiresome.”
Just as the most dramatic changes made in automobiles since the 1960s have been in passenger safety, one of the most significant areas of design evolution in Orion is crew safety. Much of the increased hardness (and weight) of the capsule, says Lacefield, is due to the requirement to make the craft able to withstand a launch failure. Orion, in the event of catastrophe on the launch pad, is rocketed away from its launcher and can be lifted “a mile up and a mile over,” says Lacefield, before it descends under a parachute. That abort system comes with a weight penalty—some 16,000 pounds, more than half the weight of the 22,000-pound crew capsule itself. The burden of weight—“Every pound you add in the weight means several pounds of fuel to get it up,” Lacefield says—is the reason designers scrapped the early idea of a terrestrial landing system, which would have required more cushioning to keep from crushing the humans inside—about 1,400 pounds more—than a water landing system. And yet because of Orion’s deeper journey, and its potentially rougher return ride, bulk had to be added nonetheless. On the space shuttle, Hopkins says, the “decision to deorbit would be made about an hour before landing, so they could essentially check the weather at the landing site.” But on a lunar mission, “you make a commitment to come home about four days before you actually land.” With cooperative weather a probability at best, “you have to be able to tolerate a wider range of weather conditions on landing.” Higher wave heights, for example, can make the landing more troublesome. “When the spacecraft comes down and touches the water, what it really wants to do is come in at an angle,” Hopkins says. “It doesn’t want to belly flop.” But higher waves make it harder for the capsule to make that slicing racing dive; imagine waterskiing across the wake of the boat’s waves versus calm water. Although engineers removed, through various iterations of the design, upward of 1,000 pounds from the Orion heat shield, the one place where structure was added was the part of the capsule that would land in the ocean “feet first” (the astronauts’ feet, that is).
On a deeper, longer mission, there are more chances for things to go wrong, more exposure to radiation and micrometeorites. Says Hopkins, “People on the ground, or astronauts on the space station, are protected from solar storms or galactic cosmic rays to some extent by the strength of the Earth’s magnetic field.” If a spacecraft is to push beyond that field, it will need more protection. This entails everything from better data (from high-powered computing) on where cosmic rays are penetrating a spacecraft to better sensors monitoring the radiation environment. “If it gets bad,” Hopkins says, “the astronauts can move some of the cargo around inside the spacecraft to create a ‘storm shelter’ in the spacecraft, a little bit like kids building a fort out of couch cushions.” Water, stored food, spacesuits—almost any supplies could be used. They help eliminate the need for (and the weight of) material with the single purpose of shielding the ship from radiation. (The service module structure is a radiation buffer on the ship’s blunt end.)
It’s not just astronauts that need shielding: Modern avionics, says Hopkins, have smaller circuits and are thus more vulnerable to radiation. “In modern electronics, as everything has gotten smaller and everything is closer together, there’s a smaller amount of electric current required to flip the switches in the circuit. It used to be that getting hit with a stray particle of radiation wouldn’t have had enough energy to damage big wires and vacuum tubes,” he says. “As things get smaller, it’s easier to flip a bit from a zero to a one or to damage the electrical circuitry. That’s one reason that spacecraft might not use the latest and greatest computer chips like your iPad might use.” So shielding and redundancy have been added.
Going long, the astronauts will depend on the Deep Space Network for communication and must be more self-reliant; there are fewer chances for help. “On [the space station] or shuttle,” says Hopkins, “if something goes wrong [like a sick astronaut], you have the option to come home pretty quickly.” So the Orion design includes many levels of redundancies and “down modes,” says Lockheed’s Lacefield. “We could lose [Orion’s main engine] on the other side of the moon,” he says, holding a model of the Orion and its Space Launch System rocket, “have a problem with our primary avionics, and have a hole in the cabin and still get the crew back.” Things learned with Apollo are reflected here: For example, because of the fire hazard of an all-oxygen cabin, the astronauts will breathe a mixture of gases, even in flight. The carbon dioxide “scrubbers,” whose pending failure was famously depicted in the film Apollo 13, have been replaced, Hopkins says, with a new system that can absorb carbon dioxide and release it later. When the reusable absorber becomes saturated, the astronauts will open a vent and the CO2 will be released overboard. This technology for keeping the air breathable has no time limit, and without it, humans would be restricted to short stays in space.
When the space shuttle was being designed, its creators believed that it would always operate as a pressurized vessel. Only after the Challenger disaster were the astronauts given full-pressure suits to wear during launch and reentry, and although switches and controls had been designed for spacegloved hands to manipulate, the astronauts had difficulty with them when their suits were pressurized. During the Columbia accident investigation, NASA determined that three astronauts weren’t wearing their gloves and one was not wearing a helmet.
Recently during the historic pilgrimage of the successors to the Brothers of Galilee, Pope Francis and Ecumenical Patriarch Bartholomew, viewers around the world were treated to a broadcast of equally historic proportions when clergy and laymen who were part of the Patriarchal Support Team traveled to Rome and were heard on the television station EWTN. The broadcast was offered in five languages.
The team of commentators were coordinated and spearheaded by Rev. Dr. John Chryssavgis. The English commentary was provided by Rev. Dr. Christopher T. Metropulos, Pastor of St. Demetrios Greek Orthodox Church in Ft. Lauderdale and Executive Director of the OCN (Orthodox Christian Network, myocn.net). Extensive internet coverage of the event was provided on a special website established for the purpose, at ApostolicPilgrimage.org as well as on the OCN website.
The Support Team had informed the faithful, through a series of very effective bulletin inserts and press releases, that the live telecast would take place, and clearly thousands of faithful all over the world were witness to an event that reenacted the dialogue of love and truth that began 50 years ago when Pope Paul IV met with Ecumenical Patriarch Athenagoras to lift the Excommunications of the two churches and begin something that will eventually correct a schism that has affected all of Christendom.
Pictured here are the commentators selected as part of the Patriarchal Support Staff who participated in the worldwide broadcast at Radio Vaticanna in Rome. Not pictured but listed are their counterparts from the Vatican. Also not pictured is Archdeacon John Chryssavgis, who was in Jerusalem with the Ecumenical Patriarch.
Portugese: Marciano Schaeffer, Vatican: Luis Jackson Erpen. Celebrant of the Divine Liturgy at St. Theodore Church in Rome on the Sunday before the telecast: V. Rev. Nikodimos Kabarnos. Italian: V. Rev. Evangelos Yfantidis, Vatican: Rosario Tronnolone. Spanish: His Grace Bishop Iosif of Patara, Vatican: Raul Cabrera. German: Rev. Constantin Miron, Vatican: Fr. Max Cappabianca. French: Dr. Nicolas Kazarian, Vatican: Xavier Sartre. English: Rev. Dr. Christopher T. Metropulos, Vatican: Tracey McClure.
Standing in St. Peter’s Square at Vatican City, Rome
Standing in St. Peter’s Square, Vatican City, Rome
Document permitting entrance to the Vatican for the broadcast
Hallway inside the Vatican
Tracy from EWTN and Fr. Chris, preparing to broadcast
Tracy McClure and Fr. Chris, ready to broadcast
Journalist Charlie Rose addressing the final gathering in Jerusalem
His Eminence Archbishop Demetrios of America addressing a delegation from around the world on the night in Jerusalem
His All-Holiness planting an olive tree in Jerusalem, the only non-head-of-state asked to do so
His All-Holiness talking with school children during his visit to the National Museum
Often called the “Atlantis of the East” by travellers, the underwater city of Shicheng is a magnificent, mysterious time capsule of Imperial China. Stone architecture dating to the Ming and Qing dynasties (which ruled from 1368 to 1912) stands perfectly preserved 40m under Qiandao Lake in Zhejiang province, 400km south of Shanghai.
Unlike the mythical Atlantis, Shicheng – which means Lion City in Mandarin – was purposely flooded in 1959 to make way for the Xin’an Dam and its adjoining hydroelectric station. Nearly 300,000 people were relocated for the project, some of whom had families that had lived in the city for centuries.
The city was “rediscovered” in 2001 when the Chinese government organised an expedition to see what might remain of the lost metropolis. Interest and exploration increased further in 2011, when the Chinese National Geographypublished some never-before-seen photographs and illustrations hypothesising what the small city, which measured about half a square kilometre, might have looked like in its heyday.
Expeditions and underwater photographs have revealed that the city had five entrance gates, as opposed to the traditional four – with two western-facing gates as well as gates in the other cardinal directions. The city’s wide streets also have 265 archways, featuring preserved stonework of lions, dragons, phoenixes and historical inscriptions, some of which date back as far as 1777; the city walls are believed to date back to the 16th Century.
Despite being underwater, Shicheng has remained well preserved; the water actually protects it from wind, rain and sun erosion. Today, advanced divers can get up close to the ruins with dive operators such as Big Blue and Zi Ao Diving Club, which run regular dives between April and November. Since the ruins have yet to be fully mapped, the dive is still considered “Exploratory” and is limited to divers with deep water, night and buoyancy experience.
Militants from Islamic State (formerly ISIS) destroyed the Shrine of Yunus (Tomb of Jonah) Mosque in Mosul on Thursday, July 24, residents of the Iraqi city said. News reports quoting residents said that they were first barred from entering the mosque to pray and that militants laid out explosives around the structure and detonated them. This video shows the explosion.
The new generation of the Cayenne will launch on the market in five versions: Cayenne S (420 hp), Cayenne Turbo (520 hp), Cayenne Diesel (262 hp), Cayenne S Diesel (385 hp) and – in a world premiere – the Cayenne S E-Hybrid (416 hp), which is the first plug-in hybrid in the premium SUV segment. All Cayenne engine versions show improved performance figures as well as better fuel economy than comparable previous versions. A new engine is the 3.6-litre V6 biturbo of the Cayenne S that was fully developed by Porsche.
In its latest version, Porsche designers have given the Cayenne an even sharper design with precise lines and purposefully placed light refracting edges. Entirely new are the design of the front body, the front wings and the bonnet. Also new are the airblades: These air fins on the right and left of the vehicle's front end efficiently guide cooling air to the intercoolers and also make a strong visual statement.
At first glance, the new Cayenne can be clearly made out as a Porsche by its bi-xenon headlights, which are standard in the base and S models, with "hovering" four-point LED daytime running lights that are typical of Porsche. The high performance standard of the top model, the Cayenne Turbo, is emphasised by standard LED headlights with the Porsche Dynamic Light System (PDLS).
The rear section of the new Cayenne was also thoroughly updated: the layout of the rear lights creates a three-dimensional effect; the brake lights – like the LED daytime running lights in front – are designed in four elements. The license plate recess, boot handle and lights are now integrated more elegantly into the boot lid. Designers also re-designed the car's horizontal lines, giving the vehicle an even fuller stance on the road. The newly designed exhaust tailpipes are now integrated in the lower rear section. An automatically activating boot lid is a standard feature.
In the interior, designers devoted much of their effort to the driver's space – the driver now gets a new multifunction sport steering wheel with shift paddles as standard; its look and functions are based on the steering wheel of the 918 Spyder. They also made the rear seating system even more comfortable, and seat ventilation can now be ordered as an option for the rear seats.
The new Cayenne models will launch on the market starting October 11, 2014. In Germany, the Cayenne Diesel will cost € 66,260, the Cayenne S € 80,183, the Cay-enne S Diesel € 82,087 and the Cayenne Turbo € 128,378. The Cayenne S E-Hybrid will cost € 82,087, which is exactly the price of a Cayenne S Diesel – and is around € 1,000 less than the price of the previous Cayenne S Hybrid. This was made possible by synergistic effects realised by Porsche in the area of hybrid technology. Therefore, effective immediately the price of the Panamera S E-Hybrid is being lowered by over € 6,000 to € 104,221. Cited prices include VAT and country-specific features.