any girls from western side of virginia on here 18-27 cute who are single?

Question by : any girls from western side of virginia on here 18-27 cute who are single?
nice guy with average body looking for a serious relationship
22 years old and i figured try something different dont like to swim with the current all the time.
haha answers are pretty funny, huh now i wonder what question would bring the most answers, got to think of something good.

Best answer:

Answer by ♥
18 to 27? -___- As long as they’re legal age, huh?

Give your answer to this question below!

Burnside Bridge from below and on Union side.

Burnside Bridge from below and on Union side.
Virginia Union University
Image by SMU Central University Libraries
Title: Burnside Bridge from below and on Union side.
Creator: Biscoe, T. Dwight (1840-1930); Biscoe, Walter S. (1853-1953)
Date: 1884
Page Number: p.077
Part Of: Trip through West Virginia, Maryland and Penn. vol. 2

Description: This photograph is part of an album of photographs from a trip through Virginia, West Virginia, Maryland and Pennsylvania that primarily depicts Civil War battlefields and cemeteries. The mount on each photograph includes a detailed description about the image and its relation to the Civil War, and the date and time the photograph was taken.

Physical Description: 1 photographic print: albumen; 11.5 x 19 cm. on 16 x 24 cm. mount
Form/Genre: Photographic prints; Albumen prints; Photograph albums
File: ag1984_0319_077_300.tif

Rights: Please cite Southern Methodist University, Central University Libraries, DeGolyer Library when using this image file. A high-quality version of this file may be obtained for a fee by contacting degolyer@smu.edu.

For more information, see: digitalcollections.smu.edu/u?/civ,121

View Civil War Photographs, Manuscripts, and Imprints at: digitalcollections.smu.edu/all/cul/civ/

tree, side yard (largest) – 91 – after 3 major cuts ($500) (also main room window now painted) – IMG_3080 (20110614)

tree, side yard (largest) – 91 – after 3 major cuts (0) (also main room window now painted) – IMG_3080 (20110614)
Virginia Insurance
Image by Rev. Xanatos Satanicos Bombasticos (ClintJCL)
Three *major* tree cuts (0) done, after Farmers and Progressive/Homesite told us trees can’t touch our roof. After we did this work, they changed their tune to "trees can’t be OVER the roof". I don’t think that should be legal to tell the customer they have to make certain specific changes, then turn around and say those exact specific changes were no good. FUCK PROGRESSIVE. FUCK HOMESITE. FUCK FARMERS. DO NOT USE THEM.

This is also a good "after" pic of the now-painted main room window sill. The gutter has not yet been repaired in this picture.

Note the condition of the shingles. Progressive insurance (Homesite insurance) dropped our insurance giving us a list of reasons. We fixed the items on that list. They then dropped us a 2nd time for new reasons not included in the first list, including "curling shingles" on my roof. The shingles certainly aren’t perfect, but do these look like something that’s going to fly off my roof and cost an insurance company a lotof money? Of course, we survived Hurricane Irene AND the post-Irene flood storms JUST FINE … With zero water in our house. Progressive did not even cite our roof the first time they dropped us. Quite simply, Progressive Insurance/Homesite insurance are ASSHOLES. The roof sure as hell does not need to be re-done if it is functioning just fine. Plus, I just patched it with roof cement to strengthen it up even more! Be smart. Stay away from Progressive. Their low prices aren’t worth it. The State Corporation Commission has been notified, but since Virginia is a Republican state, our regulatory agencies barely have any teeth.

Also since then, additional gutter guards have been deployed, and they are uniformly and 100% covering the front gutters at least. Had to cut some into custom-sized pieces to get full coverage.

In case you’re wondering how a gutter gets damaged: www.flickr.com/photos/clintjcl/4481727978/ … Yes, it’s all you people who keep wishing for snows’ fault. Also, here’s a picture of how bent up our front-right gutter was: www.flickr.com/photos/clintjcl/3596132314/

Homesite insurance, Progressive insurance, gutter, gutter guards, house maintenance, tree, tree cuts, tree removal, window.
Homesite insurance sucks. Homesite sucks. Progressive insurance sucks. Progressive sucks. after painting.

side yard, Clint and Carolyn’s house, Alexandria, Virginia.

June 14, 2011.

… Read my blog at ClintJCL.wordpress.com
… Read Carolyn’s blog at CarolynCASL.wordpress.com

BACKSTORY: So our homeowners insurance (Farmers) canceled our policy due to having peeling paint on our window sills, and tree branches touching our roof (among other things). So we switched to Progressive and they dropped us for the same reasons. So we renewed our Progressive policy, had 0 of tree work done, and rectified most of the list they gave us. Progressive dropped us a 2nd time for new reasons, including changing the tree requirements from "no branches touching your roof" to "no branches over your roof at all", so even after following their specific advice regarding the trees, they still canceled our policy again. It’s simply not possible to satisfy Progressive when they give different reasons the second time around. Most of the reasons used by Progressive to drop us the 2nd time were never given the 1st time, even though those conditions were present then as well! PROGRESSIVE SUCKS AND IS NOT WORTH IT. INCONSISTENT! And then they try to bill you after you cancel them! Anyway, we paid The Care Of Trees 0 — the cheapest of the 15+ companies I contacted — to do 3 major cuts (0) and remove the pine tree behind our addition (0). I also bought a 0 pole saw (basically chainsaw on the end of a 10 foot pole) to handle the smaller trees (i.e. the cases where it’s possible to do it yourself).

Steven F. Udvar-Hazy Center: Photomontage of SR-71 on the port side

Steven F. Udvar-Hazy Center: Photomontage of SR-71 on the port side
Virginia Union University
Image by Chris Devers
Posted via email to ☛ HoloChromaCinePhotoRamaScope‽: cdevers.posterous.com/panoramas-of-the-sr-71-blackbird-at…. See the full gallery on Posterous …

• • • • •

See more photos of this, and the Wikipedia article.

Details, quoting from Smithsonian National Air and Space Museum | Lockheed SR-71 Blackbird:

No reconnaissance aircraft in history has operated globally in more hostile airspace or with such complete impunity than the SR-71, the world’s fastest jet-propelled aircraft. The Blackbird’s performance and operational achievements placed it at the pinnacle of aviation technology developments during the Cold War.

This Blackbird accrued about 2,800 hours of flight time during 24 years of active service with the U.S. Air Force. On its last flight, March 6, 1990, Lt. Col. Ed Yielding and Lt. Col. Joseph Vida set a speed record by flying from Los Angeles to Washington, D.C., in 1 hour, 4 minutes, and 20 seconds, averaging 3,418 kilometers (2,124 miles) per hour. At the flight’s conclusion, they landed at Washington-Dulles International Airport and turned the airplane over to the Smithsonian.

Transferred from the United States Air Force.

Manufacturer:
Lockheed Aircraft Corporation

Designer:
Clarence L. "Kelly" Johnson

Date:
1964

Country of Origin:
United States of America

Dimensions:
Overall: 18ft 5 15/16in. x 55ft 7in. x 107ft 5in., 169998.5lb. (5.638m x 16.942m x 32.741m, 77110.8kg)
Other: 18ft 5 15/16in. x 107ft 5in. x 55ft 7in. (5.638m x 32.741m x 16.942m)

Materials:
Titanium

Physical Description:
Twin-engine, two-seat, supersonic strategic reconnaissance aircraft; airframe constructed largley of titanium and its alloys; vertical tail fins are constructed of a composite (laminated plastic-type material) to reduce radar cross-section; Pratt and Whitney J58 (JT11D-20B) turbojet engines feature large inlet shock cones.

Long Description:
No reconnaissance aircraft in history has operated in more hostile airspace or with such complete impunity than the SR-71 Blackbird. It is the fastest aircraft propelled by air-breathing engines. The Blackbird’s performance and operational achievements placed it at the pinnacle of aviation technology developments during the Cold War. The airplane was conceived when tensions with communist Eastern Europe reached levels approaching a full-blown crisis in the mid-1950s. U.S. military commanders desperately needed accurate assessments of Soviet worldwide military deployments, particularly near the Iron Curtain. Lockheed Aircraft Corporation’s subsonic U-2 (see NASM collection) reconnaissance aircraft was an able platform but the U. S. Air Force recognized that this relatively slow aircraft was already vulnerable to Soviet interceptors. They also understood that the rapid development of surface-to-air missile systems could put U-2 pilots at grave risk. The danger proved reality when a U-2 was shot down by a surface to air missile over the Soviet Union in 1960.

Lockheed’s first proposal for a new high speed, high altitude, reconnaissance aircraft, to be capable of avoiding interceptors and missiles, centered on a design propelled by liquid hydrogen. This proved to be impracticable because of considerable fuel consumption. Lockheed then reconfigured the design for conventional fuels. This was feasible and the Central Intelligence Agency (CIA), already flying the Lockheed U-2, issued a production contract for an aircraft designated the A-12. Lockheed’s clandestine ‘Skunk Works’ division (headed by the gifted design engineer Clarence L. "Kelly" Johnson) designed the A-12 to cruise at Mach 3.2 and fly well above 18,288 m (60,000 feet). To meet these challenging requirements, Lockheed engineers overcame many daunting technical challenges. Flying more than three times the speed of sound generates 316° C (600° F) temperatures on external aircraft surfaces, which are enough to melt conventional aluminum airframes. The design team chose to make the jet’s external skin of titanium alloy to which shielded the internal aluminum airframe. Two conventional, but very powerful, afterburning turbine engines propelled this remarkable aircraft. These power plants had to operate across a huge speed envelope in flight, from a takeoff speed of 334 kph (207 mph) to more than 3,540 kph (2,200 mph). To prevent supersonic shock waves from moving inside the engine intake causing flameouts, Johnson’s team had to design a complex air intake and bypass system for the engines.

Skunk Works engineers also optimized the A-12 cross-section design to exhibit a low radar profile. Lockheed hoped to achieve this by carefully shaping the airframe to reflect as little transmitted radar energy (radio waves) as possible, and by application of special paint designed to absorb, rather than reflect, those waves. This treatment became one of the first applications of stealth technology, but it never completely met the design goals.

Test pilot Lou Schalk flew the single-seat A-12 on April 24, 1962, after he became airborne accidentally during high-speed taxi trials. The airplane showed great promise but it needed considerable technical refinement before the CIA could fly the first operational sortie on May 31, 1967 – a surveillance flight over North Vietnam. A-12s, flown by CIA pilots, operated as part of the Air Force’s 1129th Special Activities Squadron under the "Oxcart" program. While Lockheed continued to refine the A-12, the U. S. Air Force ordered an interceptor version of the aircraft designated the YF-12A. The Skunk Works, however, proposed a "specific mission" version configured to conduct post-nuclear strike reconnaissance. This system evolved into the USAF’s familiar SR-71.

Lockheed built fifteen A-12s, including a special two-seat trainer version. Two A-12s were modified to carry a special reconnaissance drone, designated D-21. The modified A-12s were redesignated M-21s. These were designed to take off with the D-21 drone, powered by a Marquart ramjet engine mounted on a pylon between the rudders. The M-21 then hauled the drone aloft and launched it at speeds high enough to ignite the drone’s ramjet motor. Lockheed also built three YF-12As but this type never went into production. Two of the YF-12As crashed during testing. Only one survives and is on display at the USAF Museum in Dayton, Ohio. The aft section of one of the "written off" YF-12As which was later used along with an SR-71A static test airframe to manufacture the sole SR-71C trainer. One SR-71 was lent to NASA and designated YF-12C. Including the SR-71C and two SR-71B pilot trainers, Lockheed constructed thirty-two Blackbirds. The first SR-71 flew on December 22, 1964. Because of extreme operational costs, military strategists decided that the more capable USAF SR-71s should replace the CIA’s A-12s. These were retired in 1968 after only one year of operational missions, mostly over southeast Asia. The Air Force’s 1st Strategic Reconnaissance Squadron (part of the 9th Strategic Reconnaissance Wing) took over the missions, flying the SR-71 beginning in the spring of 1968.

After the Air Force began to operate the SR-71, it acquired the official name Blackbird– for the special black paint that covered the airplane. This paint was formulated to absorb radar signals, to radiate some of the tremendous airframe heat generated by air friction, and to camouflage the aircraft against the dark sky at high altitudes.

Experience gained from the A-12 program convinced the Air Force that flying the SR-71 safely required two crew members, a pilot and a Reconnaissance Systems Officer (RSO). The RSO operated with the wide array of monitoring and defensive systems installed on the airplane. This equipment included a sophisticated Electronic Counter Measures (ECM) system that could jam most acquisition and targeting radar. In addition to an array of advanced, high-resolution cameras, the aircraft could also carry equipment designed to record the strength, frequency, and wavelength of signals emitted by communications and sensor devices such as radar. The SR-71 was designed to fly deep into hostile territory, avoiding interception with its tremendous speed and high altitude. It could operate safely at a maximum speed of Mach 3.3 at an altitude more than sixteen miles, or 25,908 m (85,000 ft), above the earth. The crew had to wear pressure suits similar to those worn by astronauts. These suits were required to protect the crew in the event of sudden cabin pressure loss while at operating altitudes.

To climb and cruise at supersonic speeds, the Blackbird’s Pratt & Whitney J-58 engines were designed to operate continuously in afterburner. While this would appear to dictate high fuel flows, the Blackbird actually achieved its best "gas mileage," in terms of air nautical miles per pound of fuel burned, during the Mach 3+ cruise. A typical Blackbird reconnaissance flight might require several aerial refueling operations from an airborne tanker. Each time the SR-71 refueled, the crew had to descend to the tanker’s altitude, usually about 6,000 m to 9,000 m (20,000 to 30,000 ft), and slow the airplane to subsonic speeds. As velocity decreased, so did frictional heat. This cooling effect caused the aircraft’s skin panels to shrink considerably, and those covering the fuel tanks contracted so much that fuel leaked, forming a distinctive vapor trail as the tanker topped off the Blackbird. As soon as the tanks were filled, the jet’s crew disconnected from the tanker, relit the afterburners, and again climbed to high altitude.

Air Force pilots flew the SR-71 from Kadena AB, Japan, throughout its operational career but other bases hosted Blackbird operations, too. The 9th SRW occasionally deployed from Beale AFB, California, to other locations to carryout operational missions. Cuban missions were flown directly from Beale. The SR-71 did not begin to operate in Europe until 1974, and then only temporarily. In 1982, when the U.S. Air Force based two aircraft at Royal Air Force Base Mildenhall to fly monitoring mission in Eastern Europe.

When the SR-71 became operational, orbiting reconnaissance satellites had already replaced manned aircraft to gather intelligence from sites deep within Soviet territory. Satellites could not cover every geopolitical hotspot so the Blackbird remained a vital tool for global intelligence gathering. On many occasions, pilots and RSOs flying the SR-71 provided information that proved vital in formulating successful U. S. foreign policy. Blackbird crews provided important intelligence about the 1973 Yom Kippur War, the Israeli invasion of Lebanon and its aftermath, and pre- and post-strike imagery of the 1986 raid conducted by American air forces on Libya. In 1987, Kadena-based SR-71 crews flew a number of missions over the Persian Gulf, revealing Iranian Silkworm missile batteries that threatened commercial shipping and American escort vessels.

As the performance of space-based surveillance systems grew, along with the effectiveness of ground-based air defense networks, the Air Force started to lose enthusiasm for the expensive program and the 9th SRW ceased SR-71 operations in January 1990. Despite protests by military leaders, Congress revived the program in 1995. Continued wrangling over operating budgets, however, soon led to final termination. The National Aeronautics and Space Administration retained two SR-71As and the one SR-71B for high-speed research projects and flew these airplanes until 1999.

On March 6, 1990, the service career of one Lockheed SR-71A Blackbird ended with a record-setting flight. This special airplane bore Air Force serial number 64-17972. Lt. Col. Ed Yeilding and his RSO, Lieutenant Colonel Joseph Vida, flew this aircraft from Los Angeles to Washington D.C. in 1 hour, 4 minutes, and 20 seconds, averaging a speed of 3,418 kph (2,124 mph). At the conclusion of the flight, ‘972 landed at Dulles International Airport and taxied into the custody of the Smithsonian’s National Air and Space Museum. At that time, Lt. Col. Vida had logged 1,392.7 hours of flight time in Blackbirds, more than that of any other crewman.

This particular SR-71 was also flown by Tom Alison, a former National Air and Space Museum’s Chief of Collections Management. Flying with Detachment 1 at Kadena Air Force Base, Okinawa, Alison logged more than a dozen ‘972 operational sorties. The aircraft spent twenty-four years in active Air Force service and accrued a total of 2,801.1 hours of flight time.

Wingspan: 55’7"
Length: 107’5"
Height: 18’6"
Weight: 170,000 Lbs

Reference and Further Reading:

Crickmore, Paul F. Lockheed SR-71: The Secret Missions Exposed. Oxford: Osprey Publishing, 1996.

Francillon, Rene J. Lockheed Aircraft Since 1913. Annapolis, Md.: Naval Institute Press, 1987.

Johnson, Clarence L. Kelly: More Than My Share of It All. Washington D.C.: Smithsonian Institution Press, 1985.

Miller, Jay. Lockheed Martin’s Skunk Works. Leicester, U.K.: Midland Counties Publishing Ltd., 1995.

Lockheed SR-71 Blackbird curatorial file, Aeronautics Division, National Air and Space Museum.

DAD, 11-11-01

Left Side of “Family Man” Case from the Will Jenkins Exhibit

Left Side of “Family Man” Case from the Will Jenkins Exhibit
Virginia Insurance
Image by Special Collections Research Center, Swem Library
Shown here is the left-hand side of Case 1 for an exhibit on Virginia Author Will Jenkins, whose pen name was Murray Leinster, on display in the Read and Relax area on the first floor of Swem Library. The exhibit was created to celebrate the Virginia General Assembly designating June 27, 2009 as Will Jenkins Day in Virginia.

Case 1 is entitled "Family Man" and includes photos, clippings, and books documenting Jenkins and his family.

The following is from the main label text for this case:

FAMILY MAN

William Fitzgerald Jenkins (who wrote many of his stories under the name Murray Leinster) was born in Norfolk, Virginia, on June 16, 1896, and died at the Francis N. Sanders Nursing Home in Gloucester on June 8, 1975. Although he lived elsewhere during his long career, he maintained his Virginia roots and kept a summer home in Gloucester, where he did much of his writing.

As an adolescent, he began selling stories to the Smart Set and other popular magazines, and at twenty-one was able to resign his position as a bookkeeper at Prudential Insurance in Newark, New Jersey to become a full-time writer.
In 1921 Will Jenkins married the former Mary Mandola; the couple subsequently had four daughters, one of whom lives with her husband at the Jenkins home in Gloucester. Mr. Jenkins served in both world wars: with the Committee of Public Information and the US Army in World War I, and with the Office of War Information in World War II.

The author’s formal education ended after the eighth grade, but his love of science– fueled by the success of contemporaries Thomas Edison and the Wright Brothers– served him well throughout his life. He loved to invent things and write about scanners, deflectors, coders and other forms of “advanced technology.” (His 1946 story ”A Logic Named Joe” predicts the existence of networked home computers, the ability to find information online, and the inherent problems of censorship, scams, and the invasion of privacy.) Mr. Jenkins was awarded two patents on the front-projection filming method in 1955, a technique first used in the film 2001: A Space Odyssey.

In his last interview in 1972, Will Jenkins remarked that he felt a kinship with Gene Roddenberry’s Star Trek stories, that they were “his kind” of science fiction. *
Even though Will Jenkins cannot claim the Star Trek stories, according to his daughter Betty DeHardit, royalty checks are still coming in.
Ronald Payne, The Last Murray Leinster Interview (Richmond: Waves Press, 1982), 11.

The following is from a label in this case about how Will Jenkins became Murray Leinster"

“I know a man who writes very well….But he doesn’t sell—because he’d rather feel like a neglected genius than a well-nourished one."
Very early in his career, Mr. Jenkins was introduced to H. L. Mencken and George Jean Nathan, the editors of the very popular magazine Smart Set. They advised him to adopt a pen name when writing for pulp-fiction magazines in order to preserve his reputation. Murray Leinster was born. Mr. Jenkins also wrote as Louisa Carter Lee and William Fitzgerald. Later on the author reintroduced his real name, shortened to Will F. Jenkins, for more “respectable” publications, such as Collier’s, Good Housekeeping, and the Saturday Evening Post, but he never published science fiction under his own name.
* Will F. Jenkins, “What Do You Mean—Success in Writing?” Author & Journalist 22, no.5 (1937): 9.

Right Side of the “Family Man” from the Will Jenkins Exhibit

Right Side of the “Family Man” from the Will Jenkins Exhibit
Virginia Insurance
Image by Special Collections Research Center, Swem Library
Shown here is the right-hand side of Case 1 for an exhibit on Virginia Author Will Jenkins, whose pen name was Murray Leinster, on display in the Read and Relax area on the first floor of Swem Library. The exhibit was created to celebrate the Virginia General Assembly designating June 27, 2009 as Will Jenkins Day in Virginia.

Case 1 is entitled "Family Man" and includes photos, clippings, and books documenting Jenkins and his family.

The following is from the main label text for this case:

FAMILY MAN

William Fitzgerald Jenkins (who wrote many of his stories under the name Murray Leinster) was born in Norfolk, Virginia, on June 16, 1896, and died at the Francis N. Sanders Nursing Home in Gloucester on June 8, 1975. Although he lived elsewhere during his long career, he maintained his Virginia roots and kept a summer home in Gloucester, where he did much of his writing.

As an adolescent, he began selling stories to the Smart Set and other popular magazines, and at twenty-one was able to resign his position as a bookkeeper at Prudential Insurance in Newark, New Jersey to become a full-time writer.
In 1921 Will Jenkins married the former Mary Mandola; the couple subsequently had four daughters, one of whom lives with her husband at the Jenkins home in Gloucester. Mr. Jenkins served in both world wars: with the Committee of Public Information and the US Army in World War I, and with the Office of War Information in World War II.

The author’s formal education ended after the eighth grade, but his love of science– fueled by the success of contemporaries Thomas Edison and the Wright Brothers– served him well throughout his life. He loved to invent things and write about scanners, deflectors, coders and other forms of “advanced technology.” (His 1946 story ”A Logic Named Joe” predicts the existence of networked home computers, the ability to find information online, and the inherent problems of censorship, scams, and the invasion of privacy.) Mr. Jenkins was awarded two patents on the front-projection filming method in 1955, a technique first used in the film 2001: A Space Odyssey.

In his last interview in 1972, Will Jenkins remarked that he felt a kinship with Gene Roddenberry’s Star Trek stories, that they were “his kind” of science fiction. *
Even though Will Jenkins cannot claim the Star Trek stories, according to his daughter Betty DeHardit, royalty checks are still coming in.
Ronald Payne, The Last Murray Leinster Interview (Richmond: Waves Press, 1982), 11.

The following is from a label in this case about how Will Jenkins became Murray Leinster"

“I know a man who writes very well….But he doesn’t sell—because he’d rather feel like a neglected genius than a well-nourished one."
Very early in his career, Mr. Jenkins was introduced to H. L. Mencken and George Jean Nathan, the editors of the very popular magazine Smart Set. They advised him to adopt a pen name when writing for pulp-fiction magazines in order to preserve his reputation. Murray Leinster was born. Mr. Jenkins also wrote as Louisa Carter Lee and William Fitzgerald. Later on the author reintroduced his real name, shortened to Will F. Jenkins, for more “respectable” publications, such as Collier’s, Good Housekeeping, and the Saturday Evening Post, but he never published science fiction under his own name.
* Will F. Jenkins, “What Do You Mean—Success in Writing?” Author & Journalist 22, no.5 (1937): 9.