View allAll Photos Tagged 28's
skullo of SOUTHERN GUANACO .............................................................
argentine guanaco
cráneo de GUANACO AUSTRAL ~~~~~~~~~~~~~~~~~~~~~~~~~~~
guanaco sureño, guanaco argentino, guanaco patagónico, huanaco, luán, luan, pichua, nau, amere,
Lama guanicoe guanicoe (Müller, 1776)
Orden: Artiodactyla Owen, 1848 (= Cetartiodactyla) (Artiodáctilos)
Suborden: Tylopoda Illiger, 1811 (= tilópodos = tylópodos)
Familia: Camelidae Gray, 1821 (Camélidos)
Tribu: Lamini Webb, 1965 (Laminae = Laminos = Lamínidos)
= Aucheniini Bonaparte, 1845 (Aucheniinae = Auquénidos)
'''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''
El guanaco es un artiodáctilo sudamericano salvaje; símbolo icónico de la patagonia oriental o esteparia, aunque su distribución es mucho más amplia.
Estudios moleculares de ADN mitocondrial (citocromo b) y nuclear (microsatélites) en 580 ejemplares de camélidos actuales han determinado el reconocimiento de la llama como descendiente del guanaco durante un proceso de domesticación, lo cual ya era aceptado por la mayoría de los científicos.
'''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''
CARACTERÍSTICAS:
Su peso varía entre los 85 kg (en las hembras más pequeñas), y como máximo los 140 kg, en los machos más grandes.
Presenta una altura en la cruz promedio de 1 a 1,2 metros.
Presenta una altura en la punta de la cabeza que va desde 1,5 a 1,6 metros.
Su longitud total, desde la punta del hocico hasta la base de la cola es de 185 centímetros.
La cola mide 28 centímetros.
El macho es apenas más grande y robusto.
Es un animal elegante, de huesos finos, y con una cabeza alargada.
Una característica de los guanacos es que tienen la cabeza oscura; otra es que la parte ventral y las patas son de color más blanquecino contrastando con el dorso canela (en cambio en las llamas son del mismo tono, sin ese constante y fuerte contraste).
La más importante está en sus orejas rectas, no dobladas hacia adentro en forma de lira como eslo típico en las llamas.
Raramente se encuentran guanacos albinos, heredándose este caracter si se aparean dos ejemplares también así.
Presenta el labio superior hendido y sumamente móvil, lo cual le permite seleccionar no sólo el pasto que consume sino también algunas partes del mismo.
El rodete dentario que, conjuntamente con los incisivos, permiten realizar un corte del estrato herbáceo a consumir, evitando así jalar o arrancar la vegetación, como sí lo hacen los ovinos, bovinos y caprinos.
La estructura de los miembros, con almohadillas plantares fuertemente queratinizadas, llamadas tilópodos, hace que esta especie (al igual que el resto de los camélidos sudamericanos) se diferencie claramente de los otros artiodáctilos, ya que no daña la superficie del suelo al caminar, causando muy poca erosión en el suelo puneño, lo que redunda en la posibilidad de una rápida recuperación de las pasturas nativas.
Como adaptación al menor contenido de oxígeno en el aire (hipoxia) en sus hábitats de altitud, la sangre del guanaco posee cerca de 14 millones de glóbulos rojos o hematocitos por mm3.
Los glóbulos rojos contienen la hemoglobina, que transporta el oxígeno de los pulmones a las células, y a mayor contenido de hemoglobina hay mayor eficiencia de captación y transporte de oxígeno.
Destaca así mismo, la forma elíptica de los glóbulos rojos, la que facilita el transporte de oxígeno en un medio hipóxico.
Posee un corazón que es casi un 50% más grande que el promedio de los mamíferos de similar tamaño.
El guanaco tiene una relación más estrecha entre el consumo de agua y consumo de materia seca, menor pérdida de agua via heces debido a menor excreción fecal y menor contenido porcentual de agua.
'''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''
FIBRA:
La fibra de guanaco es especialmente apreciada por su suavidad al tacto, y su calidaz, considerándosela como un material de lujo.
Su suave lana solamente es superada por la de la vicuña.
Lo protege un pelaje de doble cobertura, que le permite soportar los intensos frios característicos de casi todos sus hábitats; exteriormente un pelo grueso (25 a 35 micrones), menos denso, más largo (10 a 14 cm), desprolijo, e irregular, y otra cobertura más corta (3 a 4,5 cm), de muy fina, cálida y muy densa lanilla suave por debajo, la cual posee grandes propiedades aislantes.
Esta fibra corta (dawn o “lana”) posee una finura promedio de 15.2 micras (máximo: 18.2; mínimo: 13.6)
El vellón del guanaco contiene hasta 20% pelos gruesos, lo que redunda en un castigo en su valor comercial, pero el grosor de su fibra down es más fino que el mejor cachemir.
Es muy liviana porque, a diferencia de la lana de oveja y a semejanza de la de vicuña, es hueca.
El vellón es el conjunto total de fibra que cubre un animal que se esquila.
En el guanaco, existen dos tipos de vellón.
Manto:
es la fibra fina que se encuentra en el lomo, costillar y parte superior de las extremidades.
Cogote:
Toda la zona del cuello.
Bragas ó Despojos:
son las fibras gruesas que se concentran en la región pectoral, y en las extremidades y cabeza.
La esquila en los guanacos se efectúa en octubre-noviembre, con máquina de esquilar ovinos y maneado.
Del crecimiento habitual de la fibra en dos años, aproximadamente un 65 % se realiza durante el primer año, es por ello que se considera que la esquila anual es más ventajosa porque genera una mayor cosecha de lana; además permite ejercer un control más efectivo sobre los ectoparásitos que constituyen un serio problema.
Haciéndolo de esta manera se cosechan bianualmente de 500 a 800 gramos de vellón por cada animal, con un crecimiento anual de unos 10 cm de longitud.
El valor de la fibra también es muy variable en función de la calidad y grado de elaboración (fibra bruta, clasificada, hilada, tejida, confección), pero los valores más corrientes para la fibra de buena calidad, son de 180 U$S por kilo, y por lana al barrer rondan los 150 U$A.
Para dar una idea, un poncho bien confeccionado utiliza alrededor de 2,5 kg de fibra hilada.
'''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''
CARNE:
Las hembras de guanaco son las que generalmente proporcionan la carne para consumo humano, la cual es de sabor parecido a la del cordero, ya que la carne de los machos adultos es muy dura y pocas veces se la come, aunque si se la emplea para alimentar las jaurías de perros pastores en las enormes estancias de la patagonia, algunas con una superficie de varias decenas de miles de hectáreas.
Lo primero que sorprende en estas carnes, es la exigua cantidad de grasa (siempre blanca), la textura (grano muy fino) y el color (sumamente agradable).
Estudios realizados por técnicos de laboratorios de carnes, lo confirman, y agregan caractarísticas muy interesantes, entre ellas el bajísimo contenido de colesterol (diez veces menores que la carne de cordero o vaca).
La carne de guanaco muestra un cociente de ácidos grasos omega-6/omega-3 también más favorable, desde el punto de vista nutritivo, que el de la carne de otros rumiantes más convencionales como el vacuno o el ovino.
También se ha comprobado que la carne de camélido, posee mayor tenor proteico (21,12%) que la carne de bovinos y ovinos (18 a 20%).
La carne de guanaco está siendo demandada en el mercado internacional como un producto ideal para restaurantes temáticos, étnicos y de productos exóticos, donde los precios conseguidos rondan los 10 U$A el Kg.
La carne del guanaco se consume en forma fresca, o deshidratada (charqui y chalona).
También se usa en embutidos caseros, bajo condiciones higiénicas generalmente deficientes.
Se consume especialmente en algunos sectores de la patagonia donde la especie aún es abundante.
'''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''
COMPORTAMIENTO:
Las guanacos son animales sociales que viven formando rebaños que generalmente están compuestos por un macho dominante y unas seis hembras acompañadas de sus crías; el resto de los machos forman un rebaño aparte.
Los machos tratan de establecer dominio sobre las hembras, demostrando el típico comportamiento polígamo territorial.
Los machos disputan por determinar su posición en la jerarquía social, mediante amenazas y ataques agresivos.
Es fácil observar a los machos peleando durante la época de celo, cuando alguno intenta ocupar el puesto dominante del otro.
Entre sus sistemas de ataque-defensa, uno de los más espectaculares consiste en lanzar un esputo nauseabundo y ácido, compuesto por saliva y sustancias digeridas parcialmente por el estómago.
El alcance al que puede ser arrojado este bolo con precisión, es de alrededor de 1,5 a 2 m.
El agredido, puede considerar que ha tenido suerte si no le ha entrado en los ojos, ya que la naturaleza ácida de este compuesto, lo convierte en un irritante para los ojos.
Esta curiosa peculiaridad, la cual suele ser percatada frecuentemente por los visitantes de zoológicos, a hecho muy conocidos a todos los camélidos sudamericanos.
Cada rebaño tiene un territorio permanente establecido por el macho, con dormideros ubicados en regiones más altas y zonas de alimentición a elevaciones más bajas.
Son muy territoriales, defienden su superficie de acción de las amenazas o de otros machos.
Los guanacos son animales herbívoros, es decir, se alimentan exclusivamente de vegetales.
Es pasteador y ramoneador.
El guanaco es un animal resistente que puede pastar en cualquier tipo de potrero, pudiendo estar varios días seguidos sin comer.
Aunque no almacena agua como el camello, puede soportar fácilmente la falta de líquido, e incluso beber agua de lagunas salobres (y hasta del mismo mar..) los que les permite ocupar sectores alejados de las aguadas, por ello vedados para los ovinos.
Presentan características sexuales peculiares, muy diferentes a otros rumiantes.
Poseen actividad sexual estacional, con ausencia de verdaderos ciclos estrales.
Muestran un estado de receptividad sexual continua; siendo la ovulación de 24 a 36 horas después del estímulo coital e inducida por él.
En caso de no ocurrir fertilización, la hembra vuelve a entrar en celo 13 a 15 días después del servicio estéril.
Las cópulas y los partos se producen mayormente entre octubre a enero, dando a luz generalmente una sola cría (uníparas), haciéndolo generalmente de pie.
Estos se dan en días soleados y durante el mediodía o las primeras horas de la tarde, lo que favorece la adaptación de las crías a su primera gélida noche.
Curiosamente, el "chulengo" (término aplicado a las crías en la patagonia, siendo "teke" el nombre empleado en el altiplano) no es lamido (pero sí chupado) por su madre, ya que ella no puede extender su lengua fuera de la boca como lo hacen otros herbívoros, dejándolo entonces que se seque al sol.
Tampoco comen la placenta como sí lo hacen otros ungulados.
Su peso al nacer es en promedio 10,740 kg.
Tarde en pararse desde 5 a 50 minutos.
Quedará preñada nuevamente a la semana del parto, así que a la ya nacida, que amamantará por 3 meses, se le suma otra cría la cual gestará durante un período de entre 348 a 365 días.
Las hembras adultas necesitan 349 días para la gestación del chulengo y 15 días más para copular y quedar nuevamente preñadas.
De esta manera producen un chulengo por año.
El largo período de gestación genera el nacimiento de una cría en avanzado estado de desarrollo, por consiguiente, con mayores posibilidades de sobrevivencia en este medio tan inhóspito.
Es por ello que pasa todo el tiempo transformando la energía del pasto en alimento y nutrientes para la cría mediante la leche, amén de lo demandado por la que está en gestación, sumándose a lo que precisa la hembra para su propio mantenimiento.
El macho reproductor expulsa las crias, tanto las hembras como los machos antes que cumplan un año de edad.
Hembras con adecuado desarrollo están aptas para el servicio a partir del año y medio a dos de edad.
Los machos llegan a la mayoría de edad, a los 2 años, pero permanecen en grupos de solteros hasta los 4 ó 5 años de edad.
Los principales predadores de este rumiante son: el zorro colorado o culpeo, el puma (el principal), el yaguareté, y el ucumar u oso andino, todos ellos muy perseguidos.
Pero en realidad son los seres humanos y las jaurías de perros asilvestrados, quienes realmente generan las matanzas más notorias entre estos camélidos.
Puede correr a unos 56 km por hora (35 millas).
La llamada de alerta del guanaco es un fuerte relincho.
Tienen un promedio de vida productiva de entre 18 a 20 años.
La enterotoxemia causada por el Clostridium perfringens es la principal causa de muerte de las crías dentro del primer mes de vida, pudiendo alcanzar niveles mayores del 50% en algunos años.
Entre las enfermedades parasitarias, la sarcocistiosis ocupa un lugar importante por sus graves efectos.
Los ectoparásitos, como la sarna, pueden ocasionar daños graves en sus poblaciones.
Sus densidades varian según la región:
En la isla grande de Tierra del Fuego, se encuentra 1 guanaco cada 300 hectáreas en el sector estepario norte, y de algo más de un guanaco cada 50 hectáreas en el sector ecotonal con el bosque.
En el sur de Santa Cruz sube a 28 guanacos cada 100 hectáreas, y del lado chileno, en el Parque Nacional Torres del Paine, es de 43 guanacos cada 100 hectáreas.
En el nordeste del Chubut baja a solo 0,59 guanacos cada 100 hectáreas, subiendo a 2 cada 100 has. en Neuquén, y a un guanaco cada 8 hectáreas en Tinogasta, Catamarca.
El máximo número que soporta la estepa patagónica es de 15 Guanacos/km² (1Guanaco/6 ha).
'''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''
HÁBITAT:
Puede adaptarse a una multitud de condiciones ecológicas.
En la patagonia la especie soporta registros térmicos mínimos de hasta -33ºC, con nieve durante varios meses, a lo que se suma un terrible y casi continuo viento del sudoeste; las lluvias en los sectores más desfavorables solo suman 50 mm anuales.
Los suelos son arenosos, con escasa materia orgánica (2%).
Las nevadas muy prolongadas generan mortandades masivas de guanacos por inanición.
Habita desde el nivel del mar hasta cerca de los 5.000 msnm, tanto en los semidesiertos costeros, como en los arbustales patagónicos, tanto en los bosques fríos del extremo sur continental como en los tórridos bosques del chaco árido, tanto en las llanuras pampeanas como en las altiplanicies con estepas prepuneñas, puneñas y altoandinas.
'''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''
DISTRIBUCIÓN:
El Guanaco es una especie muy extendida con una distribución amplia, aunque discontinua, que va desde el norte de Perú hasta la Isla Navarino en el sur de Chile.
Antaño poblaba todas las tierras no inundables y abiertas al oeste del Río Paraná hasta el Océano Pacífico, llegando a Perú por la Cordillera andina, y al Atlántico desde Buenos Aires hasta la Isla Navarino, por el sur.
'''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''
SUBESPECIES:
Aunque cuatro subespecies de Guanaco han sido históricamente descritas sobre la base de rasgos morfológicos del cráneo, el tamaño del cuerpo, y color del pelaje, ningún estudio posterior, con base en un gran muestreo, se ha realizado para dar cuenta de esta variación morfológica .
Estas subespecies se asociaron a cuatro zonas geográficas divididas principalmente por la Cordillera de los Andes, aunque otros autores diferían en otorgarles algunas poblaciones a una u otra raza.
GUANACO PERUANO ~Peruvian guanaco~
Lama guanicoe cacsilensis (Lönnberg, 1913)
Esta es la raza desde la cual se originó la llama.
Es la que ocupa los territorios altiplánicos norteños entre 8 ° y 22 ° S, en el Perú, el norte de Chile, sectores de las tierras altas de Bolivia, y posiblemente la puna argentina.
GUANACO CHAQUEÑO ~Chacoan guanaco~
Lama guanicoe voglii (Krumbiegel, 1944)
Es la raza característica de las lomadas y llanuras de todo el chaco occidental, semiárido y árido, desde 21 ° a 32 ó 35 ° S, desde el sector correspondiente al este boliviano, por todo el chaco paraguayo del oeste del Paraguay, y en todo el sector chaqueño argentino, en donde estaría muy próxima a la extinción.
GUANACO CHILENO ~Chilean guanaco~
Lama guanicoe huanacus (Molina, 1782)
Es la que se encuentra en el norte y centro de Chile entre 22 ° y 28 ° S., y según algunos autores, también en sectores de las sierras y valles del noroeste argentino.
GUANACO ARGENTINO ~Argentine guanaco~
Lama guanicoe guanicoe (Müller, 1776)
Es la raza geonémica y numéricamente más importante, pues se la encuentra en todo el oeste de la Argentina, extendiéndose hacia el este hasta la costa atlántica, y hacia el sur a través de toda la Patagonia argentina y chilena, y en la isla Grande de Tierra del Fuego e islas argentinas y chilenas del canal de Beagle: isla Navarino, Isla Redonda, Isla Gable, etc.
Las poblaciones del noroeste argentino fueron ubicadas en las 4 subespecies, según los distintos autores, aunque son claramente más pequeñas que las de las llanuras, concordando con una de las características de L.g. cacsilensis.
Más recientemente, la evidencia molecular ha demostrado que no hay variación entre las subespecies propuestas y que los Guanacos son un grupo monofilético.
Sin embargo, se encontró algún grado de diferenciación entre las poblaciones del norte del Perú y el norte de Chile con respecto a las poblaciones del Chaco boliviano y argentino, las del centro de Chile, y las de la patagonia, lo que sugiere que, por lo menos, existen dos subespecies: Lama guanicoe cacsilensis, que se encuentra en el sector norte, desde 8 º a 20 º S; y Lama guanicoe guanicoe, que se encuentra en el sector sur desde 22 ° a 55 ° S. , en la que caerían en sinonimia: L.g. huanacus, y L.g. voglii.
Según algunos autores, Tierra del Fuego contaría con 3 subespecies innominadas:
La primera es endémica de la Isla Navarino, y se caracteriza por poseer un pelaje largo, sedoso, brillante y colorido.
La segunda es la que habita el sector con el bosque del centro y sur de la isla Grande, y se caracteriza por poseer un pelaje largo, fino, con el dorso castaño rojizo.
Finalmente la tercera es la que se encuentra en el sector estepario norte de la isla Grande, y se caracteriza por poseer un pelaje corto, con el dorso amarillento.
Se observan la existencia de marcadas diferencias morfológicas entre guanacos provenientes de diferentes regiones de la patagonia continental.
Especialmente notable es lo distinto que se presenta el fenotipo que se observa en la precordillera andina de Chubut con respecto al que se presenta en la costa atlántica a igual latitud; se demostró que estas particularidades no son generadas por el ambiente, ya que son heredadas cuando las distintas poblaciones se crían artificialmente unas junto a otras, es decir, están impregnadas en sus genes.
Las diferencias se presentan en: cabeza, perfil fronto-nasal, largo de orejas, relación cabeza-diámetro metacarpos metatarsos, color del pelaje y finura del mismo.
Sería interesante realizar estudios para determinar si esas diferencias somáticas son
suficientes y están tan extendidas en cada población de origen, como para establecer subespecies, razas o tipos ecológicos.
'''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''
CONSERVACIÓN:
Durante milenios fue el elemento básico para los pueblos indígenas del extremo sur de América, ya que de él obtenían alimento, cueros, grasa, huesos, etc.
La población original seguramente fue enorme, habida cuenta que solamente para la patagonia se calculo por arriba de los 7 millones de guanacos.
La especie sufrió la enorme presión de captura de los Chulengueadores, verdadera profesión que consistía en perseguir de a caballo a las crías de menos de dos semanas, para luego matarlas de un garrotazo, o cortándoles la yugular; muchas de ellas, al perder de vista a sus madres, seguían inocentementea estos cazadores...
Con sus cueros se confeccionaban los famosos quillangos, los que eran vendidos a enorme valor, por su incomparable suavidad.
Uno de estos cazadores podía matar 300 chulengos en pocos días...
Para darnos una idea, la Argentina exportó, solo en el período comprendido desde 1976 a 1984, despojos de un total de 400.000 guanacos...
La población mundial de guanacos remanentes de aquel latrocinio biológico está estimada, al día de hoy, en unas 600.000 cabezas, la cifra varía según el método que se emplee para hacer las proyecciones.
Argentina: .........................................530.000
Chile: ...................................................66.000
Peru: ......................................................3.500
Bolivia: ......................................................200
Paraguay: ................................................100
En Bolivia, Perú, Paraguay, varias provincias argentinas, y en el Chile no patagónico el guanaco es una especie seriamente amenazada de extinción.
Por efecto de la cacería descontrolada y el deterioro de su hábitat sufrió una retracción areal del 58% en Argentina, y el 75% en Chile y Perú, mientras que en Ecuador se lo considera extinguido.
ARGENTINA:
Más del 95 % de la población mundial de guanacos se encuentra en la Argentina.
Aunque su área de distribución cubre la mayor parte de la Patagonia, las poblaciones de guanaco parecen ser más dispersas en el sector norte de esta región (Chubut, Río Negro, Neuquén y el sur de la provincia de Mendoza), con respecto a las del sector sur (en Santa Cruz y Tierra del Fuego) .
A través de la Patagonia Norte, la distribución del guanaco se extendió por toda la llanura pampeana, pero a causa de la caza y transformación de hábitat hoy sobrevive en poblaciones relícticas muy fragmentadas en La Pampa y en el sudoeste de la provincia de Buenos Aires, contando con poblaciones aisladas en las sierras de Ventania y Tandil; estando totalmente extinta en la provincia de Santa Fe.
Al parecer en el pasado nunca habitó en la mesopotamia ni en el Uruguay, constituyéndose así los ríos Paraná y del Plata una barrera infranqueable para su dispersión.
A través del centro y norte de Argentina sus poblaciones actuales se limitan a la mitad occidental del país, a lo largo de la precordillera y cordillera de Los Andes hasta la frontera con Bolivia, aunque poblaciones relictas habitan en una reserva con Chaco árido del extremo noroeste de Córdoba.
Las provincias con más guanacos son las patagónicas, con el máximo en Santa Cruz (350.000), a la que le sigue Chubut (120.000), Río Negro (85.000), Neuquén (50.000), y Tierra del Fuego (sector argentino: 20.000).
CHILE:
En Chile, las mayores poblaciones de guanaco se concentran en las regiones de Aysén y Magallanes (con el mayor número en la isla Grande de Tierra del Fuego), y en reducidos sectores entre las regiones de Coquimbo y Tarapacá.
Del millón y medio de cabezas con que contaba, hoy son solo un total de 66.000 ejemplares.
BOLIVIA:
En Bolivia, una población relicta de guanaco persiste en la región del Chaco, y hay recientes observaciones en la sierra entre Potosí y Chuquisaca, y en el sureste de Tarija.
En total son solo 150 a 200 los ejemplares sobrevivientes.
PARAGUAY:
En Paraguay, una población relicta de solo 100 ejemplares es protegida en el Parque Nacional Médanos del Chaco, Departamento Boquerón.
La misma ya está sufriendo los efecto de la endogamia por lo limitado del hato, generándoseles malformaciones a las nuevas crías.
PERÚ:
Perú aún mantiene muy escasas tropas en la parte más septentrional de la distribución de guanaco, aproximadamente en los 8 ° 30'S, en la la Reserva Nacional de Calipuy ubicada en
Santiago de Chuco, Departamento de La Libertad, con 500 ejemplares.
Al sur, las poblaciones llegan a la Reserva Nacional Salinas Aguada Blanca en los departamentos de Arequipa y Moquegua (16 ° 10'S).
Una población de guanacos se registró en la zona del Nevado Salcantay, en el distrito de Anta.
El Perú contaba con las mayores concentraciones en el Departamento de Ayacucho (1.167), seguido por Arequipa (1.124), La Libertad (518), Ica (516), Huancavelica (211), Tacna (95), Moquegua (79), Puno (71), y Apurimac (9).
En total son hoy solo 3.500 ejemplares, en 5 poblaciones disyuntas.
'''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''
APROVECHAMIENTO PRODUCTIVO:
Por circunstancias históricas, la utilización del guanaco esta muy arraigada en la cultura “Patagónica”, y lo seguirá estando en el futuro.
Son tres los métodos que se suelen emplear para obtener el valioso vellón del guanaco.
ESQUILA DE EJEMPLARES SILVESTRES:
La captura de animales salvajes para esquila viva con posterior liberación, es algo que no se ha realizado con éxito todavía, solo se han logrado capturas parciales y el manejo para esquilarlos es dificultoso.
Un proyecto en la provincia del Chubut, trata de perfeccionar las técnicas para su captura y el posterior manejo.
Ha habido éxitos con otra especie similar: la vicuña, pero hay que recordar que ellas son mucho más pequeñas, aunque la metodología del "chaco" es un norte a imitar.
SEMICAUTIVIDAD:
En la cría en cautividad extensiva, o semicautividad, se mantiene a los guanacos en grandes áreas cercadas con alambre similares a los empleados para los ovinos (aunque, claro está, con alambradas mucho más altas: de 1,8 a 2 metros).
Para la estepa patagónica debe planificarse una relación de un guanaco cada 5 a 8.5 ha, estableciéndose una relación de cargas comparativa de 1 guanaco cada 1,7 a 2 ovejas.
Esta tecnología se emplea en varios criaderos de Chubut, Río Negro, y Santa Cruz.
En el Campo Experimental del INTA en Pilcaniyeu, se comenzó una experiencia piloto de cautiverio extensivo, con chulengos silvestres criados a mamadera 12 años antes (en la primavera de1989).
La captura de los chulengos se realiza a caballo y con boleadoras, o lazo, debiendo de hacerse dentro de los 10/12 primeros días de vida, pero siempre después del tercer día, ya que debe permanecer este tiempo con su madre para que ingieran el calostro.
Con ellos se formó un grupo familiar, el que se ha mantenido en un potrero de 60 ha (8,5 ha por animal adulto).
Tanto los adultos criados a mamadera, como las dos generaciones nacidas en semicautividad, presentan características de docilidad aptas para su manejo productivo.
Es una alternativa muy adecuada, dado que los animales nacidos a campo no muestran rechazo a la presencia del hombre y su encierre en corrales, de igual manera que los nacidos en cautividad.
Ya son decenas los productores que han comenzado la cría de chulengos a los efectos de formar criaderos comerciales para la producción de pelo.
Se han establecido criaderos de importancia en la zona de Los Menucos Río Negro, y en la zona de Río Mayo Chubut, entre muchos otros, obteniendo un precio de entre 70 y 100 U$A el Kg de vellón al productor.
En el campo experimental del INIA en Kampenaike, cercano a Punta Arenas Chile, se está llevando a cabo una experiencia idéntica, con positivos resultados.
CAUTIVIDAD INTENSIVA:
La crianza en cautividad en áreas pequeñas ha sido demostrada y existe metodología disponible.
El trabajo más importante sobre este tema es el realizado en el INTA de Trelew, donde se cría, recría, reproduce y mantiene, familias de guanacos desde el año 1990.
Su utilización depende de los precios que se obtienen por el vellón, debido a los altos costos de las instalaciones y alimentación.
Se arman grupos familiares, contando cada grupo con un corral de 1 a 1.5 ha.
La relación machos - hembras en estos grupos oscila entre 1:4 y 1:8.
Al excedente de machos, es conveniente castrarlos, y colocarlos juntos.
Las utilidades a producir en un criadero deben ser diversas, entre ellas, fibra, carne, cueros, pieles de chulengo, artesanías, turismo, etc.
Estos establecimientos cuentan con un mínimo de 200 animales adultos, a fin de obtener entre 100 y 150 kilos de fibra “sucia” por año.
Sería una buena medida la de multiplicar estas experiencias patagónicas, replicándolas en los otros países en que la especie se distribuye, pues su utilización es una mejor alternativa económica que la tradicional actividad pecuaria centrada en la oveja y/o la cabra, amén de ser más amigable con el medio ambiente.
'''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''
SINONIMIA:
Lama fera Gray, 1843
Lama guanaco (Perry, 1811)
Lama guanacos (Schinz, 1845)
Lama guanacus Gray, 1852
Lama huanaca (C. H. Smith, 1827)
Lama huanacha Elliot, 1907
Lama huanachus Thomas, 1891
Lama huanacos Sclater, 1891
Lama huanacus (Molina, 1782)
Lama llama (Waterhouse, 1839)
Lama molinaei Boitard, 1845
Lama voglii Krumbiegel, 1944
En 1758 Linneaus la describe por primera vez, denominándosela luego: Camelus guanicoe.
En 1775, Frisch propuso que los cuatro camélidos sudamericanos fuesen indexadas en el género Lama.
Recién en 1924 Miller separó la vicuña en el género Vicugna, sobre la base del crecimiento continuo de incisivos.
Sin embargo, no incluyó incisivos de alpaca en su estudio, y por tanto no se percató de la similitud entre estos y los incisivos de la vicuña.
Es debido a esta omisión que ambas formas domésticas y el guanaco compartieron el género Lama durante 80 años.
Para algunos autores la alpaca la llama, y el guanaco deberían estar relegadas a una única especie, bajo el nombre : Lama glama.
'''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''
Suborden TYLOPODA:
Los tilópodos (Tylopoda, gr. "pies con almohadillas") son un suborden de mamíferos artiodáctilos.
En el pasado fue mucho más diverso, y fueron descriptas varias familias, hoy todas extintas, solamente pudiendo llegar hasta el presente una única familia: los camélidos.
Lasotras familias, ya extintas son:
Xiphodontidae, Oromerycidae, Protoceratidae, y Merycoidodontidae.
El grupo tiene una larga historia fósil en América del Norte y Europa.
Aparecieron durante el Eoceno, hace alrededor de 46,2 millones de años.
'''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''
La familia CAMELIDAE:
Los camélidos representan la única familia viviente de mamíferos artiodáctilos del suborden Tylopoda, que en griego significa: "pies con almohadillas".
Ellos sobrevivieron solo en América del Sur y en Asia.
La familia está formada por 15 géneros, de los cuales 12 están extintos, y solo 3 aún viven.
Los géneros de camélidos extinguidos son:
Aepycamelus, Camelops, Floridatragulus, Eulamaops, Hemiauchenia, Oxydactylus , Palaeolama, Poebrotherium, Procamelus, Protylopus, Stenomylus, y Titanotylopus.
Los camélidos son inusuales pues su distribución moderna es muy lejana a su patria de origen.
Los camélidos aparecieron por primera vez muy temprano en la evolución de los ungulados artiodáctilos, hace unos 45 millones de años, durante el Eoceno medio de América del Norte.
Entre los primeros camélidos fue el Protylopus, del tamaño de un conejo, y que aún tenía cuatro dedos en cada pie.
En el Eoceno tardío, alrededor de 35 millones de años atrás, camélidos como Poebrotherium ya habían perdido los dos dedos laterales, y eran aproximadamente del tamaño de una cabra moderna.
La familia prosperó y se diversificó, pero se mantuvo confinada en América del Norte hasta hace sólo unos 2 ó 3 millones de años, cuando llegaron algunos representantes a Asia, y (como parte del Gran Intercambio Americano que siguió a la formación del Istmo de Panamá), a Sudamérica.
Igualmente, los camélidos siguieron siendo muy comunes en América del Norte hasta un pasado geológico muy reciente, pero luego desaparecieron, posiblemente como resultado de la caza directa o de las intervenciones realizadas en su hábitat por los primeros pobladores humanos.
Los camélidos del Viejo y Nuevo Mundo presentan un cariotipo muy conservado, 2n = 74, con patrones de bandas G y C aparentemente muy similares, siendo capaces de cruzarse y producir descendencia fértil bajo influencia humana.
Esta familia se subdivide en dos tribus vivientes, separadas entre sí por más de 8 millones de años:
LAMINI
Para algunos autores Lamini Webb, 1965 (Laminae) no tiene prioridad sobre Aucheniini Bonaparte, 1845 (Aucheniinae).
Esta tribu es hoy solamente endémica del oeste de la América del sur, compuesta por cuatro especies en dos géneros, separados entre sí por 1,4 millones de años: Lama, y Vicugna.
Entre ambos se reparten las 4 especies vivientes; sin embargo, la ausencia de marcadores cromosómicos y moleculares capaces de diferenciar genéticamente una llama de un guanaco, así como una alpaca de una vicuña, pone en duda la condición de especie para la llama y para la alpaca, con respecto a las especies silvestres.
Las cuatro especies son:
Lama guanicoe (Müller 1776), es el "Guanaco".
Lama glama (Linnaeus. 1758), es la "Llama", el descendiente doméstico del Guanaco.
Para algunos autores, la Llama debe incluirse como una subespecie dentro de una especie más abarcativa, en la cual también se inserten, de manera subespecífica, a todas las subespecies del guanaco; priorizando, en la denominación de la especie, el nombre específico actual de la llama.
Vicugna vicugna (Molina 1782), es la "Vicuña".
Vicugna pacos (= Lama pacos Linneaus 1758) es la "Alpaca", el descendiente doméstico de la vicuña.
Se estima que existen cerca de 7,5 millones de camélidos Lamini, de los cuales el 53% se encuentra en el Perú, el 37,7% en Bolivia, el 8% en Argentina, y sólo el 2% en Chile.
CAMELINI
Esta tribu es hoy solamente endémica del centro y sudoeste de Asia, con dos especies en un solo género: Camelus.
'''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''''
(3 de noviembre de 2009)
Museo de Ciencias Naturales de la ciudad de La Plata,
provincia de Buenos Aires, ARGENTINA
◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘
fotografía fotografías foto fotos photo photos imaje imajes imágenes imagen imajenes imajen picture pictures , Mamíferos , Mammalia , mammifère , mamífer , mammiferos , Artiodactyla , artiodattilos , sudokopytníci , 牛亚科 , 牛科 , Atrajotojai , 反芻亜目 , Porakanopiai , Partåiga hovdjur , Parrettåede hovdyr , Чифтокопитни , Paarhufer , Klaufdýr , Evenhoevigen , artiodactyles , מכפילי פרסה , Парнокопытные , Déieren , déi net idderzen , Klovdyr , klauvdyr , partåede hovdyr , Parzystokopytne , Sorkkaeläimet , 偶蹄目 , Mammiferi dell'ordine Artiodattili , artiodàctils , artiodáctilos sudamericanos , Mamíferos de Sudamérica , Mamíferos neotropicales , Fauna neotropical , Mammals of South America , South America's Mammals , Mammals of Andes , Mammals of America , Animals of South America , South America's Animals , Fauna of South America , South America's fauna , Peru´s Fauna , Peruvian Fauna , Fauna of Peru , Mammals of Peru , Peruvian mammals , Peru´s mammals , Peru´s Animals , Peruvian Animals , Animals of Peru , Mamíferos do Peru , Mamíferos de Perú , Mamíferos del Perú , Mamíferos peruanos , Fauna de Perú , Fauna del Perú , Fauna peruana , Animales de Perú , Animales del Perú , Animales peruanos , Mammals of Ecuador , Fauna of Ecuador , Animales de Ecuador , Animales del Ecuador , Animales ecuatorianos , Fauna de Ecuador , Fauna del Ecuador , Fauna ecuatoriana , Mamíferos de Ecuador , Mamíferos del Ecuador , Mamíferos ecuatorianos , Fauna de Argentina , Fauna de la Argentina , Fauna argentina , Mamíferos de Argentina , Mamíferos de la Argentina , Mamíferos argentinos , Animales argentinos , Animales de Argentina , Animales de la Argentina , Mammals of Argentina , Argentina's mammals , Argentine mammals , Argentinian mammals , Argentine mammalians , Argentina´s animals , Argentine animals , Argentinian animals , Animals of Argentina , Mamíferos de Bolivia , Mamíferos bolivianos , Fauna de Bolivia , Fauna boliviana , Animales de Bolivia , Animales bolivianos , Mammals of Bolivia , Bolivian mammals , Bolivia´s mammals , Fauna of Bolivia , Bolivian fauna , Bolivia´s fauna , Bolivian animals , Bolivia´s animals , Animals of Bolivia , Mamíferos de Chile , Mamíferos chilenos , Fauna de Chile , Fauna chilena , Animales de Chile , Animales chilenos , Fauna of Chile , Chilean fauna , Chile´s fauna , Mammals of Chile , Chilean mammals , Chile's mammals , Animals of Chile , Chilean animals , Chile´s animals , Mamíferos del Paraguay , Mamíferos de Paraguay , Mamíferos paraguayos , Animales del Paraguay , Animales de Paraguay , Animales paraguayos , Fauna del Paraguay , Fauna de Paraguay , Fauna paraguaya , Animals of Paraguay , Paraguay's animals , Paraguayan animals , Mammals of Paraguay , Paraguay's mammals , Paraguayan mammals , Paraguay's fauna , Paraguayan fauna , Fauna of Paraguay , südamerikanischen Anden , camelide , Kameelachtigen , Kamele , Kamelit , Kamelieläimet , Dəvəkimilər , Schwielensohler , Камили , velbloudovití , Kamelido , Kupranugariniai , Tevefélék , gamelidoa , Kaméiler ,낙타과 , شترسانان , גמליים , ラクダ亜科 ,ラクダ科 , აქლემისებრნი , 駱駝科 , devegiller , Wielbłądowate , Верблюдові , Iskay ruk'anayuq , Kameldjur , Верблюдовые , Kameldyr , camélidés , Animal hair products , animais domésticos , Domesticated animals , domestizierte Kamelform , camelidi, addomesticato , ganadería auquénida , pack animals , meat animals , pre-hispanic Andean cultures , Quanako , Gwanako , Guanako , Gvanako , Guanac , Guanakoa , Huanako , Guanakó , Guanakas , Wanaku , Гуанако , Γουανάκος ,گواناکو , 구아나코 , גואנקו ,グアナコ , ラマ属 , 原駝 ,
Statue of Sturt, Department of Lands building, Bridge St, Sydney.
Each facade has 12 niches whose sculpted occupants include explorers and legislators who made a major contribution to the opening up and settlement of the nation. Although 48 men were nominated by the architect, Barnet, as being suitable subjects, most were rejected as being 'hunters or excursionists'. Only 23 statues were commissioned, the last being added in 1901 leaving 25 niches unfilled (Devine, 2011). In Nov 2010- a new statue of colonial surveyor James Meehan (1774-1826) was created and placed in an empty niche on cnr. Loftus/Bent Streets.
Sturt, Charles (1795–1869)
by H. J. Gibbney
This article was published in Australian Dictionary of Biography, Volume 2, (MUP), 1967
Charles Sturt (1795-1869), explorer, soldier and public servant, was born on 28 April 1795 in India, eldest of eight sons and one of thirteen children of Thomas Lenox Napier Sturt, a judge in Bengal under the East India Co. Although his Sturt and Napier ancestors were both Dorsetshire families of some standing, his father had reached India too late to share in the golden harvest reaped by many early officials and his life is described by Sturt's biographer as '45 years of clouded fortunes'.
Charles was sent at 5 to relations in England and at 15 entered Harrow. His father's economic difficulties prevented his entry to Cambridge and in 1813 he procured, through the intercession of his aunt with the Prince Regent, a commission as ensign in the 39th Regiment. He served in the Pyrenees late in the Peninsular war, fought against the Americans in Canada and returned to Europe a few days after Waterloo. He spent the next three years with the army of occupation in France and in 1818 was sent with his regiment to Ireland on garrison duties. On 7 April 1823 he was gazetted lieutenant and promoted captain on 15 December 1825. In December 1826 after a brief sojourn in England he embarked with a detachment of his regiment in the Mariner in charge of convicts for New South Wales and arrived at Sydney on 23 May 1827. In Sydney the two main subjects of discussion among intelligent people were politics and the mysteries of Australian geography. The savagely personal nature of local politics did not attract Sturt but the great unknown did. John Oxley and Allan Cunningham had charted a series of rivers, their courses directed towards the centre of the continent; the inference was that an inland sea lay beyond the horizon. Sturt and others longed for the honour of discovering it.
Soon after his arrival Sturt was appointed military secretary to the governor and major of brigade to the garrison. With these offices he could have taken an active part in politics, but preferred to interest himself in exploration and by November 1827 was able to write to his cousin, Isaac Wood, that the governor had agreed to his leading an expedition into the interior. Because (Sir) Ralph Darling had few officers on whom he felt that he could rely, he did not formally authorize the expedition for nearly twelve months. Meanwhile Sturt had, perhaps naively, discussed the proposal with the newly-appointed surveyor-general, (Sir) Thomas Mitchell, who felt that he had been slighted, and argued with some justice that Sturt, who had no qualifications, was being pushed by influence into a task which offered the prospect of honour, and which was his ex officio. Darling rejected this contention out of hand and Sturt acquired a lifelong enemy in Mitchell.
On 4 November 1828 Sturt received approval to proceed with his proposal to trace the course of the Macquarie River. Prudently he selected as his assistant the native-born Hamilton Hume, who had already shared leadership of a major expedition to the south coast. With three soldiers and eight convicts Sturt left Sydney on 10 November. Hume joined them at Bathurst and, after collecting equipment from the government station at Wellington Valley, they moved on 7 December to what became virtually the base camp at Mount Harris. On 22 December the expedition started down the Macquarie through country blasted by drought and searing heat. Having unsuccessfully tried to use a light boat, on 31 December Sturt and Hume began independent reconnaissances in which Hume established the limits of the Macquarie marshes and Sturt examined the country across the Bogan River. They then proceeded north along the Bogan and on 2 February came suddenly on 'a noble river' flowing to the west; Sturt named it the Darling. Unhappily its waters were undrinkable at that point because of salt springs. They followed the Darling downstream until 9 February, then returned to Mount Harris and from there traced the Castlereagh northward until it too joined the Darling. They then returned to Wellington Valley down the eastern side of the Macquarie marshes, having sketched in the main outlines of the northern river system and discovered the previously unknown Darling River. The expedition, however, had discovered no extensive good country. Although Sturt was ill on his return to Sydney he was scrupulous in recommending the convicts in his party for such indulgences as the colonial government could grant. Darling granted some remissions of sentence and in his dispatches commended Sturt's patience and zeal.
The Darling River had offered a new challenge and Sturt soon sought permission to lead another expedition to trace the Darling to its assumed outlet in the inland sea. However, it was decided instead that he should investigate the Lachlan-Murrumbidgee river system discovered by Oxley and proceed to the Darling only if the Murrumbidgee proved impassable.
On 3 November 1829 the second expedition left Sydney. In Sturt's party were George Macleay, son of the colonial secretary, Harris, Hopkinson, Fraser and Clayton, who had all been in his first expedition, and several soldiers and convicts. They moved through country which was partly settled until 28 November when they left Warby's station near Gundagai which was then the limit of settlement and set off into the unknown country. After many crossings of the Murrumbidgee to find suitable tracks for the drays they moved down the north bank of the river and on Christmas Day arrived at its junction with the Lachlan. There difficult marshes raised the question whether they should follow the governor's instructions or go to the Darling. Since the Murrumbidgee was still fairly clear Sturt decided to use the whale-boat which he had brought with him and to build a small skiff from local timber. On 7 January 1830 he set out with seven men in the two boats on the Murrumbidgee.
Apart from the complete loss of the skiff soon after embarkation the journey was uneventful until 14 January when the rapid current of the Murrumbidgee carried them to a 'broad and noble river' which Sturt later named in honour of Sir George Murray, secretary of state for the colonies. Further down the Murray they had two threatening encounters with Aboriginals, and on 23 January came to a new large stream flowing in from the north. After rowing up it for a few miles Sturt was convinced that it was the Darling and returned to the Murray. An uneventful voyage brought them on 9 February to Lake Alexandrina whence they walked over the sandhills to the southern coast. They reached the channel where the lake entered the sea but were dismayed to find it impracticable for shipping. Depressed by failing to find either an effective inland waterway or the ship which Darling had promised to send from Sydney, Sturt now faced the appalling prospect of rowing more than 900 miles (1448 km) against a strong current with his weary men and certain food shortage. They began the return journey on 12 February and on 23 March arrived at the Murrumbidgee depot only to find it deserted by the base party which had been left there. The starving crew struggled on until 11 April when Sturt abandoned the boat and sent two men to seek the relief party which he believed to be near. A week later the two men returned with supplies and the revived expedition reached Sydney safely on 25 May.
Although an interim dispatch carried by Macleay in advance of the main party had been published in the Sydney Gazette Darling did not report to England on the expedition until February 1831. Meanwhile Sturt, after a short illness, had been sent to Norfolk Island as commandant of the garrison. There he took part in the rescue of the occupants of a wrecked boat and, though active in quelling a convict mutiny, had nevertheless earned the respect even of the mutineers for his generally humane outlook. In July he was relieved by F. C. Crotty, captain in the 39th Regiment.
Sturt's return to Sydney was delayed by illness until October; already there had been proposals to send him to New Zealand as Resident or on another journey to the Darling, but his health was so bad that he was immediately granted leave to go to England. On the voyage his eyesight, which had been failing, broke down completely leaving him totally blind. While undergoing crude but moderately successful treatment for his condition he published an account of his two journeys and after many petitions to the Colonial Office was promised a grant of 5000 acres (2024 ha) in New South Wales on condition that he sold his commission and renounced all other rights arising from his military service. On 20 September 1834 he married Charlotte Greene, the daughter of an old family friend.
Sturt sailed with his wife and arrived at Sydney in mid-1835. With intentions of settling down to country life he located his grant at Ginninderra (near Canberra) in June and in August bought 1950 acres (789 ha) at Mittagong, where he lived for two years. In this time he was appointed a justice of the peace, became a passive member of the governing body of the Australian Museum, was recommended unsuccessfully for appointment to the Legislative Council, and christened his first child Napier George. Early in 1837 he bought 1000 acres (405 ha) at Varroville between Liverpool and Campbelltown, where he soon established another home.
In 1838 financial difficulties forced him to sell his Mittagong property and induced him to join in a venture for overlanding cattle to South Australia. Although in the process he was able to add something to knowledge of the Murray River, the journey almost ended in disaster. Breeding cows in the herd delayed the party and it ran short of supplies and had to be rescued by his friend, Edward John Eyre. The venture was also a financial failure. Sturt was greeted in Adelaide by flattering attention which brought balm to his pride injured by recent failures. Incautiously he became associated with an attempted land transaction which some colonists thought was questionable. On 30 October he returned to Sydney to learn of the birth of his second son, Charles.
In Adelaide he had been invited to join the South Australian public service and on 8 November 1838 was formally offered the position of surveyor-general. Despite his lack of technical qualifications and some doubts about Governor George Gawler's power to make the appointment, he accepted, sold his property in New South Wales and sailed with his family for Adelaide on 27 February 1839. In spite of sickness and continuing financial worries all seemed to go well. The first shattering blow came in September when Lieutenant Edward Frome arrived from London with a commission as surveyor-general. Gawler, in a loyal attempt to help Sturt, appointed him assistant commissioner of lands, though at a reduced salary. In November he and his wife joined Gawler in what was intended to be a short excursion up the Murray valley. On his expedition a young man lost his life and the governor was placed in serious danger. Although Sturt was not responsible the tragedy affected him deeply.
In 1841 Sturt was offered the resident management of the South Australian Co., but refused. Soon afterwards he committed what was probably the most serious error of judgment in his life: when news arrived that Captain George Grey was to replace Gawler as governor, Sturt wrote to the Colonial Office complaining of Grey's youth and offering himself as an alternative candidate for vice-regal office. Grey, who could not tolerate opposition, never forgave him this clumsy affront.
From that time Sturt's affairs worsened. Grey confirmed his provisional appointment as assistant commissioner, but later refused him the office of colonial secretary on the grounds that his sight was too poor. The Colonial Office then decided to abolish the assistant commissionership, leaving Sturt with the inferior post of registrar-general at a much lower salary. To a man of Sturt's temperament the situation was now intolerable. He was at loggerheads with the governor, deeply in debt, inadequately paid, and could see no hope of improving his prospects. He petitioned the Colonial Office for financial compensation or transfer to another colony. When refused, he decided that the only course left to him was to establish by some bold stroke a claim on the government for special consideration. His best chance of doing this was in exploration and, since he still believed in the existence of an inland sea, he prepared a grandiose plan for exploring and surveying, within two years, the entire unknown interior of the continent, and in 1843 forwarded it to the Colonial Office through his old friend, Sir Ralph Darling. While waiting for a reply he and Grey had a series of minor clashes which culminated in Sturt's censure by the Executive Council for an incautious letter. In May 1844 the secretary of state rejected Sturt's original plan but approved a more limited proposal to penetrate the centre of the continent in an attempt to establish the existence of a mountain range near latitude 28°S.
On 10 August 1844 Sturt left Adelaide with 15 men, 6 drays, a boat and 200 sheep. In eight days the party reached Moorundie and then followed the Murray River to its junction with the Darling, and up the Darling to the vicinity of Lake Cawndilla, where they camped for two months making several scouting expeditions into and beyond the Barrier Range. In December the party was short of water and some of the men showed signs of scurvy but they moved further north into the Grey Range. There they made a camp on permanent water fortunately found at Depot Glen on Preservation Creek. By that time summer heat had dried up all other water within reach and from 27 January 1845 to 16 July they were literally trapped in inhospitable country; men and equipment suffered terribly from the heat and Sturt's second-in-command, James Poole, died of scurvy.
In July they were released by heavy rain. Sturt moved his party in a north-westerly direction to Fort Grey, whence he made a series of reconnoitring expeditions culminating in a 450-mile (724 km) journey towards the centre of the continent. Repulsed by the sand dunes of the Simpson desert he at last reluctantly abandoned the idea of an inland sea.
Sturt and his party returned exhausted to Fort Grey and after another trip to the Cooper's Creek area from 9 October to 17 November they found the waterhole was rapidly drying. Return to the River Murray became imperative but nevertheless Sturt proposed that the main party should go home, while he and John McDouall Stuart made a do-or-die trip towards the centre. The surgeon, J. H. Browne, resisted so strongly that these heroics were dropped and the whole party went off together. At this point Sturt then succumbed to a serious attack of scurvy and Browne took command through the most difficult part of the journey. By using Aboriginal foods Sturt had almost recovered when the expedition reached Moorundie on 15 January. He arrived at Adelaide on 19 January 1846 ahead of his party, which followed a few days later.
In his absence Grey had been replaced by Major Robe and Sturt had been appointed colonial treasurer. His position was now more comfortable and early in 1847 he applied for leave. He left for England on 8 May and arrived in London just too late to receive personally the gold medal of the Royal Geographical Society, but was able to complete a published account of the expedition. On his return to Adelaide in August 1849 he was soon appointed colonial secretary but unfortunately his sight began to fail and at the end of 1851 he retired on a pension of £600.
Sturt had often expressed his love for Australia and his determination never to return to England, but the need to secure the future of his children forced him to change his mind and he left Australia on 19 March 1853. He spent his last years peacefully at Cheltenham, being widely respected and continually consulted about Australian affairs, particularly the preparations for the North Australian expedition of 1854. He applied unsuccessfully for the governorship of Victoria in 1855 and of Queensland in 1858. In 1869 at the instigation of his friends he sought a knighthood, but died on 16 June before the formalities were completed. Later the Queen permitted his widow to use the title Lady Sturt. He was pursued to the end by financial difficulties and it was said that had his old friend George Macleay not come forward, there would not have been enough in his estate for a decent burial.
Although Sturt probably entered his career as an explorer through influence, his selection was justified by results. He was a careful and accurate observer and an intelligent interpreter of what he saw, and it was unfortunate that much of his work revealed nothing but desolation. He prided himself with some justice on his impeccable treatment of the Aboriginals, and earned the respect and liking of his men by his courtesy and care for their well-being. Indeed his capacity for arousing and retaining affection was remarkable; it made him an ideal family man but a failure in public life. Without toughness and egocentricity to balance his poor judgment and business capacity he had little chance of success in colonial politics. In this sphere he might well be described as a born loser. He remained throughout his life an English Tory gentleman with an unshakeable faith in God. Despite his passionate interest in Australia, his inability to appreciate the attitudes of the colonial community was shown by his proposal in 1858 for a colony of Asiatic convicts in the north. He will always be remembered, however, as the first to chart the Murray River.
From:
The Trojan Horsemen with their 6 T-28's taxi to the display area at the Wings Over 2017 Air Show at Whiteman Air Force Base after their performance.
6-10-17
Knob Noster, MO
+++ DISCLAIMER +++
BEWARE: nothing you see here is real, even though many conversions and their respective background stories were built upon historical facts.
The Messerschmitt Me 510 was a further development of the Me 410 Hornisse ("Hornet"), a German heavy fighter and Schnellbomber used by the Luftwaffe during World War II. The 410 itself had a troubled start, because it essentially had only been a straightforward modification of the Me 210, which had suffered from serious stability flaws and had a bad reputation among its crews.
The 410 handled better but did not show much improvement in performance, though. Me 410 deliveries began in January 1943, two years later than the original plan had called for, and continued until September 1944, by which point a total of 1.160 of all versions had been produced by Messerschmitt Augsburg and Dornier München. When it arrived, it was liked by its crews, even though its performance was not enough to protect it from the swarms of high performance allied fighters they faced.
Still not giving up on the original construction (and with the jigs and tools still available), Messerschmitt started in early 1944 with research into further means of improving the Me 410's performance. One direction was the addition of one or two jets under the fuselage as boosters for combat situations.
Another design path, which eventually led to the Me 510, was the development of turboprop and compound engines as propulsion options, which were based on the respective pure jet engines but offered much better performance and fuel economy than the pure jets. It would also be the more efficient solution compared to added turbojets for pure piston planes, since no dead weight had to be carried, and the overall system was less complex than a mixed powerplant system.
This turboprop concept, as best compromise between performance and short-term readiness for service, was chosen and the modified aircraft, called Messerschmitt Me 510, came to be. The design target was to outperform the Me 410 with as little change to the overall construction as possible, so that old tooling could be used for new aircraft cells. Alternatively, old aircraft should potentially be converted to the improved standard.
Core of the new development was the compact HeS 021 turboprop, a PTL development of the HeS 011 jet engine which was also planned for Focke Wulfs FW P.0310226-127 fighter (a turboprop version of the light 'Flitzer' day fighter). This engine was theoretically to deliver up to 3.300hp (2.426 kw) shaft output, plus 1.100kg (2.424 lb) additional thrust, even though serial types would produce less power under the aspect of reliability.
In order to incorporate this engine into the modified Me 410 a new main wing with laminar profile and new engine nacelles had to be designed. The HeS 021sat in the front part of the engine nacelles above the wings, driving four-bladed propellers. The landing gear retracted into the nacelle's lower section, rotating 90°, much like the Me 410, with the exhaust running above the landing gear wells.
In order to improve directional stability further, the tail surfaces were slightly enlarged, receiving characteristic, square tips. The fuselage was more or less taken from the original Me 410, since it offered a very good field of view and appropriate aerodynamics. With this package, the idea of retrofitting former Me 410 cells was kept, even though later flight tests showed that some more detail modifications had to be made. Most of these concerned the internal structures, the most obvious external change was the nose section, where the original glazing had to be reinforced and finally replaced by solid material – an experience similar to the modification from Douglas’ piston-driven XB-42 to the faster, jet-driven XB-43 of the same era.
Maiden flight of the first prototype took place in Augsburg on 6th of May 1945, with little problems. As benchmark, the Me 410's maximum speed was 625 km/h (388 mph), a cruise speed of 579 km/h (360 mph) and a combat range of 2.300 km (1,400 mi) with up to 1.000 kg (2,204 lbs) of disposable stores carried in- and externally.
The overall flying characteristics of the Me 410 did not change much, but rate of climb and top speed were considerably improved. In level flight, the third prototype Me 510 V3 reached a top speed of 812 km/h (504 mph), and even the serial version with added armament and equipment easily reached 750 km/h (465 mph) top speed and a cruising speed with no external stores of 650 km/h (405 mph). At its time, the Me 510, which quickly received the rather inofficial nickname "Bremse" (Horsefly), was superior to its pure piston engine and turbojet rivals, even though it was clear that the turboprop was only a preliminary solution.
Due to its high speed and under the pressure of Allied bomber raids, the Me 510 was primarily used as a Zerstörer against daylight bombers. Many aircraft received additional weapons, both directly incorporated at the factory but also as field accessories. Popular modifications included two extra 30mm guns (MK 108 or 103) in the bomb bay, or provisions for guided and unguided air to air missiles. A camera equipment package (Rüstsatz 'U3') allowed the fast aircraft to be used for daylight reconnaissance.
Many equipment packages from the earlier Me 410 could be fitted, too, including the massive 50mm BK 5 auto cannon against allied bomber groups. Initially, this package (‘U4’ Rüstsatz) comprised the original autocannon which fired at 45 RPM, with 21 shells in a drum magazine.
This weapon soon was replaced by the even more effective MK 214 B gun of 55mm caliber (Rüstsatz 'U5'). The BK 214 B fired at 180 RPM and proved to be a highly effective weapon at long ranges, outside of the bombers’ defensive armament range. As a drawback the heavy system (the gun plus the ammunition belt with 96 shells weighed 1.124 kg/2.475 lb) filled the whole internal bomb bay and precluded heavy external stores. Therefore, the 13mm machine guns in the nose were frequently removed in order to save weight, sometimes the weapons in the side barbettes, too. But: a single hit with one of the 1.54kg (3.4 lb) shells was enough to bring down a four-engined bomber, so that the fast Me 510 with this weapon became a serious threat in the course of late 1946.
510 general characteristics:
Crew: 2
Length: 42 ft (12,60 m)
Wingspan: 49 ft (14.69 m)
Height: 13 ft 1½ in (4.0 m)
Wing area: 480.11 ft² (44.78m²)
Empty weight: 10.665 lb (4.842 kg)
Loaded weight: 14.405 lb (6.540 kg)
Max. take-off weight: 18.678 lb (8.480 kg)
Maximum speed: 790 km/h (490 mph) at 7.200m (23.500 ft)
Range: 1.400 mi (2.300 km ) with full combat TOW
Service ceiling: 40.900 ft (12.500 m)
Rate of climb: 4.635 ft/min (23,6 m/s)
Wing loading: 29.8 lb/ft² (121.9 kg/m²)
Power/mass: 0.24 hp/lb (0.39 kW/kg)
Engine:
2× Heinkel-Hirth HeS 021 turboprop engines, 1.438 kW (2.500 hp) plus 980 kp (2.158 lb) residual thrust each
Armament: Varied, but typical basic equipment was:
2× 20 mm MG 151/20 cannons with 350 rpg, fixed in the nose
2× 13 mm (.51 in) MG 131 machine guns with 500 rpg in the nose flanks
2× 13 mm (.51 in) MG 131 machine guns with 500 rpg, each firing rearward from FDSL 131/1B remote-operated turret, one per side;
Up to 1.200 kg (2.643 lb) of disposable stores in- and externally
In the field, many modifications were made and several additional weapon packages with guns, guided and unguided missiles or special weapons were available (so-called ‘Rüstsätze’).
The kit and its assembly:
I am not certain when inspiration struck me for this fantasy aircraft - I guess it was when I tinkered together the Hü 324 whif, which was itself based on a 1:72 scale Il-28 bomber. When I browsed for a respective donation kit I also came across the 1:100 scale kit of the Soviet light bomber from Tamiya, and that stirred something: The Il-28's vintage contours would perfectly suit a Luft '46 aircraft, and with some calculations it was clear that the 1:100 wings would be suitable for something in the class of a 1:72 DH Mosquito or Bf 110. Then, the ill-fated Me 410 came to the scene as a potential late war basis aircraft, and from this starting point the idea of an evolutionary next step of the type, the Messerschmitt Me 510, was born.
Basically this model is a kitbashing of a Tamiya Il-28 in 1:100 (wings & engine nacelles) and the fuselage of a Matchbox Me 410. The IL-28's wings were turned upside down, so that the nacelles would now ride on the wings' top.
This not only looks cool and 'different', it's also plausible because the landing gear could retract into the wings under the nacelles (with the main landing gear doors closed, just like the original Me 410), it would also reduce the angle of the aircraft on the ground to a sensible degree - with the engines under the wings plus the landing gear would have been much to steep!
Fitting the wings to the fuselage was pretty easy, even though the original Me 410 wing profile was much thicker than the slender Il-28 wings. Cleaning and blending the wing root areas was a bit tricky, but the parts get together well.
As a design twist and for a uniform look I also replaced the whole tail section, matching the angular look of the thin new main wings. The horizontal stabilizers are wing tips from a Matchbox Me 262, the vertical fin is a modified outer wing part from a Matchbox Grumman Panther.
The engine nacelles were taken OOB. I just filled the Il-28's landing gear wells and their covers with putty, since they'd end on top of the new engines.
The propellers come from Matchbox P-51 Mustangs, outfitted with pointed spinners and held by a metal pin in a polystyrene tube which runs through the original intake splitter. Looks pretty martial, even though the nacelles ended up a bit close to the fuselage. The overall look reminds of the Short Sturgeon, but is not inplausible. A compact aircraft!
The cockpit received some side panels, news seats and some equipment, since the original Matchbox kit features almost nothing beyond a floor plate, two broad benches as seats and pilot figures. I also opened the cockpit hatches, since the aircraft would be built for ground display, with the landing gear extended.
From the original kit the BK 5 cannon installation was taken over, but I added a scratch-built, bigger muzzle brake. Since the aircraft was to become a high speed interceptor/Zerstörer for daylight operations, I did not add any further external ordnance.
Painting and markings:
I pondered about a potential livery for a long time. Almost any Me 410 was delivered in RLM 74/75/76 livery, and some at the Western front in France were operated in RLM 70/71/65, with a low waterline. But I found this pretty... boring. So I made up a fantasy livery which I found suitable for high altitude operations and based on my knowledge of late Luftwaffe paint scheme - pretty complex:
The aircraft was to be light in color, primarily camouflaged for aerial combat. I ended up with something that was planned as something that could have almost been called 'low-viz': all lower surfaces received a basic tone of RLM 76 (from Testors), with a raised waterline on all flanks. This light blue-grey would blend into a slightly darker FS 36320 on the higher flanks, almost up to the upper surfaces.
But in the end, the flanks received more spots than intended, and I ended up with a rather conservative livery - but it ain't bad at all. But so it goes...
The upper wing surfaces received a wavy scheme in RLM 71 (Drak Green) and 75 (Middel Grey). These are not typical late war colors, I rather used them due to the lighter shades. On the fuselage, just the fuselage crest was painted with more or less dense blotches of these tones, blending into more patches of RLM 02 on the flanks.
To add some more unconventional detail, the fuselage sides and undersides also received large, cloudy patches of RLM 77 - a very light grey. This detail was featured on some late-war He 177 bombers, but you can hardly tell these extra blotches because they have only little contrast to the RLM 76.
The tail fin was painted all white - a formation sign for a squadron leader, typical for German late WWII fighters. The black and white fuselage stripe is the ID of Jagdgeschwader 26 (which operated Fw 190D-9 from airfields in northern Germany, Flensburg was one of them), the red number abd the "+" code identify the machine as being part of the eighth Staffel.
In the end, a very subtle whif. The new engines are most obvious, and they change the look of the Me 410 dramatically. But only on second glance you recognize the other changes. The new wings/stabilizers with their square-shaped tips create a very slender and elegant look, the aircraft just looks fast and agile like a true heavy fighter should. Mission accomplished!
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on authentic facts. BEWARE!
Some background:
The РТАК-30 attack vintoplan (also known as vintokryl) owed its existence to the Mil Mi-30 plane/helicopter project that originated in 1972. The Mil Mi-30 was conceived as a transport aircraft that could hold up to 19 passengers or two tons of cargo, and its purpose was to replace the Mi-8 and Mi-17 Helicopters in both civil and military roles. With vertical takeoff through a pair of tiltrotor engine pods on the wing tips (similar in layout to the later V-22 Osprey) and the ability to fly like a normal plane, the Mil Mi-30 had a clear advantage over the older models.
Since the vintoplan concept was a completely new field of research and engineering, a dedicated design bureau was installed in the mid-Seventies at the Rostov-na-Donu helicopter factory, where most helicopters from the Mil design bureau were produced, under the title Ростов Тилт Ротор Авиационная Компания (Rostov Tilt Rotor Aircraft Company), or РТАК (RTRA), for short.
The vintoplan project lingered for some time, with basic research being conducted concerning aerodynamics, rotor design and flight control systems. Many findings later found their way into conventional planes and helicopters. At the beginning of the 1980s, the project had progressed far enough that the vintoplan received official backing so that РТАК scientists and Mil helicopter engineers assembled and tested several layouts and components for this complicated aircraft type.
At that time the Mil Mi-30 vintoplan was expected to use a single TV3-117 Turbo Shaft Engine with a four-bladed propeller rotors on each of its two pairs of stub wings of almost equal span. The engine was still installed in the fuselage and the proprotors driven by long shafts.
However, while being a very clean design, this original layout revealed several problems concerning aeroelasticity, dynamics of construction, characteristics for the converter apparatuses, aerodynamics and flight dynamics. In the course of further development stages and attempts to rectify the technical issues, the vintoplan layout went through several revisions. The layout shifted consequently from having 4 smaller engines in rotating pods on two pairs of stub wings through three engines with rotating nacelles on the front wings and a fixed, horizontal rotor over the tail and finally back to only 2 engines (much like the initial concept), but this time mounted in rotating nacelles on the wing tips and a canard stabilizer layout.
In August 1981 the Commission of the Presidium of the USSR Council of Ministers on weapons eventually issued a decree on the development of a flyworthy Mil Mi-30 vintoplan prototype. Shortly afterwards the military approved of the vintoplan, too, but desired bigger, more powerful engines in order to improve performance and weight capacity. In the course of the ensuing project refinement, the weight capacity was raised to 3-5 tons and the passenger limit to 32. In parallel, the modified type was also foreseen for civil operations as a short range feederliner, potentially replacing Yak-40 and An-24 airliners in Aeroflot service.
In 1982, РТАК took the interest from the military and proposed a dedicated attack vintoplan, based on former research and existing components of the original transport variant. This project was accepted by MAP and received the separate designation РТАК-30. However, despite having some close technical relations to the Mi-30 transport (primarily the engine nacelles, their rotation mechanism and the flight control systems), the РТАК-30 was a completely different aircraft. The timing was good, though, and the proposal was met with much interest, since the innovative vintoplan concept was to compete against traditional helicopters: the design work on the dedicated Mi-28 and Ka-50 attack helicopters had just started at that time, too, so that РТАК received green lights for the construction of five prototypes: four flyworthy machines plus one more for static ground tests.
The РТАК-30 was based on one of the early Mi-30 layouts and it combined two pairs of mid-set wings with different wing spans with a tall tail fin that ensured directional stability. Each wing carried a rotating engine nacelle with a so-called proprotor on its tip, each with three high aspect ratio blades. The proprotors were handed (i.e. revolved in opposite directions) in order to minimize torque effects and improve handling, esp. in the hover. The front and back pair of engines were cross-linked among each other on a common driveshaft, eliminating engine-out asymmetric thrust problems during V/STOL operations. In the event of the failure of one engine, it would automatically disconnect through torque spring clutches and both propellers on a pair of wings would be driven by the remaining engine.
Four engines were chosen because, despite the weight and complexity penalty, this extra power was expected to be required in order to achieve a performance that was markedly superior to a conventional helicopter like the Mi-24, the primary Soviet attack helicopter of that era the РТАК-30 was supposed to replace. It was also expected that the rotating nacelles could also be used to improve agility in level flight through a mild form of vectored thrust.
The РТАК-30’s streamlined fuselage provided ample space for avionics, fuel, a fully retractable tricycle landing gear and a two man crew in an armored side-by-side cockpit with ejection seats. The windshield was able to withstand 12.7–14.5 mm caliber bullets, the titanium cockpit tub could take hits from 20 mm cannon. An autonomous power unit (APU) was housed in the fuselage, too, making operations of the aircraft independent from ground support.
While the РТАК-30 was not intended for use as a transport, the fuselage was spacious enough to have a small compartment between the front wings spars, capable of carrying up to three people. The purpose of this was the rescue of downed helicopter crews, as a cargo hold esp. for transfer flights and as additional space for future mission equipment or extra fuel.
In vertical flight, the РТАК-30’s tiltrotor system used controls very similar to a twin or tandem-rotor helicopter. Yaw was controlled by tilting its rotors in opposite directions. Roll was provided through differential power or thrust, supported by ailerons on the rear wings. Pitch was provided through rotor cyclic or nacelle tilt and further aerodynamic surfaces on both pairs of wings. Vertical motion was controlled with conventional rotor blade pitch and a control similar to a fixed-wing engine control called a thrust control lever (TCL). The rotor heads had elastomeric bearings and the proprotor blades were made from composite materials, which could sustain 30 mm shells.
The РТАК-30 featured a helmet-mounted display for the pilot, a very modern development at its time. The pilot designated targets for the navigator/weapons officer, who proceeded to fire the weapons required to fulfill that particular task. The integrated surveillance and fire control system had two optical channels providing wide and narrow fields of view, a narrow-field-of-view optical television channel, and a laser rangefinder. The system could move within 110 degrees in azimuth and from +13 to −40 degrees in elevation and was placed in a spherical dome on top of the fuselage, just behind the cockpit.
The aircraft carried one automatic 2A42 30 mm internal gun, mounted semi-rigidly fixed near the center of the fuselage, movable only slightly in elevation and azimuth. The arrangement was also regarded as being more practical than a classic free-turning turret mount for the aircraft’s considerably higher flight speed than a normal helicopter. As a side effect, the semi-rigid mounting improved the cannon's accuracy, giving the 30 mm a longer practical range and better hit ratio at medium ranges. Ammunition supply was 460 rounds, with separate compartments for high-fragmentation, explosive incendiary, or armor-piercing rounds. The type of ammunition could be selected by the pilot during flight.
The gunner can select one of two rates of full automatic fire, low at 200 to 300 rds/min and high at 550 to 800 rds/min. The effective range when engaging ground targets such as light armored vehicles is 1,500 m, while soft-skinned targets can be engaged out to 4,000 m. Air targets can be engaged flying at low altitudes of up to 2,000 m and up to a slant range of 2,500 m.
A substantial range of weapons could be carried on four hardpoints under the front wings, plus three more under the fuselage, for a total ordnance of up to 2,500 kg (with reduced internal fuel). The РТАК-30‘s main armament comprised up to 24 laser-guided Vikhr missiles with a maximum range of some 8 km. These tube-launched missiles could be used against ground and aerial targets. A search and tracking radar was housed in a thimble radome on the РТАК-30’s nose and their laser guidance system (mounted in a separate turret under the radome) was reported to be virtually jam-proof. The system furthermore featured automatic guidance to the target, enabling evasive action immediately after missile launch. Alternatively, the system was also compatible with Ataka laser-guided anti-tank missiles.
Other weapon options included laser- or TV-guided Kh-25 missiles as well as iron bombs and napalm tanks of up to 500 kg (1.100 lb) caliber and several rocket pods, including the S-13 and S-8 rockets. The "dumb" rocket pods could be upgraded to laser guidance with the proposed Ugroza system. Against helicopters and aircraft the РТАК-30 could carry up to four R-60 and/or R-73 IR-guided AAMs. Drop tanks and gun pods could be carried, too.
When the РТАК-30's proprotors were perpendicular to the motion in the high-speed portions of the flight regime, the aircraft demonstrated a relatively high maximum speed: over 300 knots/560 km/h top speed were achieved during state acceptance trials in 1987, as well as sustained cruise speeds of 250 knots/460 km/h, which was almost twice as fast as a conventional helicopter. Furthermore, the РТАК-30’s tiltrotors and stub wings provided the aircraft with a substantially greater cruise altitude capability than conventional helicopters: during the prototypes’ tests the machines easily reached 6,000 m / 20,000 ft or more, whereas helicopters typically do not exceed 3,000 m / 10,000 ft altitude.
Flight tests in general and flight control system refinement in specific lasted until late 1988, and while the vintoplan concept proved to be sound, the technical and practical problems persisted. The aircraft was complex and heavy, and pilots found the machine to be hazardous to land, due to its low ground clearance. Due to structural limits the machine could also never be brought to its expected agility limits
During that time the Soviet Union’s internal tensions rose and more and more hampered the РТАК-30’s development. During this time, two of the prototypes were lost (the 1st and 4th machine) in accidents, and in 1989 only two machines were left in flightworthy condition (the 5th airframe had been set aside for structural ground tests). Nevertheless, the РТАК-30 made its public debut at the Paris Air Show in June 1989 (the 3rd prototype, coded “33 Yellow”), together with the Mi-28A, but was only shown in static display and did not take part in any flight show. After that, the aircraft received the NATO ASCC code "Hemlock" and caused serious concern in Western military headquarters, since the РТАК-30 had the potential to dominate the European battlefield.
And this was just about to happen: Despite the РТАК-30’s development problems, the innovative attack vintoplan was included in the Soviet Union’s 5-year plan for 1989-1995, and the vehicle was eventually expected to enter service in 1996. However, due to the collapse of the Soviet Union and the dwindling economics, neither the РТАК-30 nor its civil Mil Mi-30 sister did soar out in the new age of technology. In 1990 the whole program was stopped and both surviving РТАК-30 prototypes were mothballed – one (the 3rd prototype) was disassembled and its components brought to the Rostov-na-Donu Mil plant, while the other, prototype No. 1, is rumored to be stored at the Central Russian Air Force Museum in Monino, to be restored to a public exhibition piece some day.
General characteristics:
Crew: Two (pilot, copilot/WSO) plus space for up to three passengers or cargo
Length: 45 ft 7 1/2 in (13,93 m)
Rotor diameter: 20 ft 9 in (6,33 m)
Wingspan incl. engine nacelles: 42 ft 8 1/4 in (13,03 m)
Total width with rotors: 58 ft 8 1/2 in (17,93 m)
Height: 17 ft (5,18 m) at top of tailfin
Disc area: 4x 297 ft² (27,65 m²)
Wing area: 342.2 ft² (36,72 m²)
Empty weight: 8,500 kg (18,740 lb)
Max. takeoff weight: 12,000 kg (26,500 lb)
Powerplant:
4× Klimov VK-2500PS-03 turboshaft turbines, 2,400 hp (1.765 kW) each
Performance:
Maximum speed: 275 knots (509 km/h, 316 mph) at sea level
305 kn (565 km/h; 351 mph) at 15,000 ft (4,600 m)
Cruise speed: 241 kn (277 mph, 446 km/h) at sea level
Stall speed: 110 kn (126 mph, 204 km/h) in airplane mode
Range: 879 nmi (1,011 mi, 1,627 km)
Combat radius: 390 nmi (426 mi, 722 km)
Ferry range: 1,940 nmi (2,230 mi, 3,590 km) with auxiliary external fuel tanks
Service ceiling: 25,000 ft (7,620 m)
Rate of climb: 2,320–4,000 ft/min (11.8 m/s)
Glide ratio: 4.5:1
Disc loading: 20.9 lb/ft² at 47,500 lb GW (102.23 kg/m²)
Power/mass: 0.259 hp/lb (427 W/kg)
Armament:
1× 30 mm (1.18 in) 2A42 multi-purpose autocannon with 450 rounds
7 external hardpoints for a maximum ordnance of 2.500 kg (5.500 lb)
The kit and its assembly:
This exotic, fictional aircraft-thing is a contribution to the “The Flying Machines of Unconventional Means” Group Build at whatifmodelers.com in early 2019. While the propulsion system itself is not that unconventional, I deemed the quadrocopter concept (which had already been on my agenda for a while) to be suitable for a worthy submission.
The Mil Mi-30 tiltrotor aircraft, mentioned in the background above, was a real project – but my alternative combat vintoplan design is purely speculative.
I had already stashed away some donor parts, primarily two sets of tiltrotor backpacks for 1:144 Gundam mecha from Bandai, which had been released recently. While these looked a little toy-like, these parts had the charm of coming with handed propellers and stub wings that would allow the engine nacelles to swivel.
The search for a suitable fuselage turned out to be a more complex safari than expected. My initial choice was the spoofy Italeri Mi-28 kit (I initially wanted a staggered tandem cockpit), but it turned out to be much too big for what I wanted to achieve. Then I tested a “real” Mi-28 (Dragon) and a Ka-50 (Italeri), but both failed for different reasons – the Mi-28 was too slender, while the Ka-50 had the right size – but converting it for my build would have been VERY complicated, because the engine nacelles would have to go and the fuselage shape between the cockpit and the fuselage section around the original engines and stub wings would be hard to adapt. I eventually bought an Italeri Ka-52 two-seater as fuselage donor.
In order to mount the four engines to the fuselage I’d need two pairs of wings of appropriate span – and I found a pair of 1:100 A-10 wings as well as the wings from an 1:72 PZL Iskra (not perfect, but the most suitable donor parts I could find in the junkyard). On the tips of these wings, the swiveling joints for the engine nacelles from the Bandai set were glued. While mounting the rear wings was not too difficult (just the Ka-52’s OOB stabilizers had to go), the front pair of wings was more complex. The reason: the Ka-52’s engines had to go and their attachment points, which are actually shallow recesses on the kit, had to be faired over first. Instead of filling everything with putty I decided to cover the areas with 0.5mm styrene sheet first, and then do cosmetic PSR work. This worked quite well and also included a cover for the Ka-52’s original rotor mast mount. Onto these new flanks the pair of front wings was attached, in a mid position – a conceptual mistake…
The cockpit was taken OOB and the aircraft’s nose received an additional thimble radome, reminiscent of the Mi-28’s arrangement. The radome itself was created from a German 500 kg WWII bomb.
At this stage, the mid-wing mistake reared its ugly head – it had two painful consequences which I had not fully thought through. Problem #1: the engine nacelles turned out to be too long. When rotated into a vertical position, they’d potentially hit the ground! Furthermore, the ground clearance was very low – and I decided to skip the Ka-52’s OOB landing gear in favor of a heavier and esp. longer alternative, a full landing gear set from an Italeri MiG-37 “Ferret E” stealth fighter, which itself resembles a MiG-23/27 landing gear. Due to the expected higher speeds of the vintoplan I gave the landing gear full covers (partly scratched, plus some donor parts from an Academy MiG-27). It took some trials to get the new landing gear into the right position and a suitable stance – but it worked. With this benchmark I was also able to modify the engine nacelles, shortening their rear ends. They were still very (too!) close to the ground, but at least the model would not sit on them!
However, the more complete the model became, the more design flaws turned up. Another mistake is that the front and rear rotors slightly overlap when in vertical position – something that would be unthinkable in real life…
With all major components in place, however, detail work could proceed. This included the completion of the cockpit and the sensor turrets, the Ka-52 cannon and finally the ordnance. Due to the large rotors, any armament had to be concentrated around the fuselage, outside of the propeller discs. For this reason (and in order to prevent the rear engines to ingest exhaust gases from the front engines in level flight), I gave the front wings a slightly larger span, so that four underwing pylons could be fitted, plus a pair of underfuselage hardpoints.
The ordnance was puzzled together from the Italeri Ka-52 and from an ESCI Ka-34 (the fake Ka-50) kit.
Painting and markings:
With such an exotic aircraft, I rather wanted a conservative livery and opted for a typical Soviet tactical four-tone scheme from the Eighties – the idea was to build a prototype aircraft from the state acceptance trials period, not a flashy demonstrator. The scheme and the (guesstimated) colors were transferred from a Soviet air force MiG-21bis of that era, and it consists of a reddish light brown (Humbrol 119, Light Earth), a light, yellowish green (Humbrol 159, Khaki Drab), a bluish dark green (Humbrol 195, Dark Satin Green, a.k.a. RAL 6020 Chromdioxidgrün) and a dark brown (Humbrol 170, Brown Bess). For the undersides’ typical bluish grey I chose Humbrol 145 (FS 35237, Gray Blue), which is slightly lighter and less greenish than the typical Soviet tones. A light black ink wash was applied and some light post-shading was done in order to create panels that are structurally not there, augmented by some pencil lines.
The cockpit became light blue (Humbrol 89), with medium gray dashboard and consoles. The ejection seats received bright yellow seatbelts and bright blue pads – a detail seen on a Mi-28 cockpit picture.
Some dielectric fairings like the fin tip were painted in bright medium green (Humbrol 101), while some other antenna fairings were painted in pale yellow (Humbrol 71).
The landing gear struts and the interior of the wells became Aluminum Metalic (Humbrol 56), the wheels dark green discs (Humbrol 30).
The decals were puzzled together from various sources, including some Begemot sheets. Most of the stencils came from the Ka-52 OOB sheet, and generic decal sheet material was used to mark the walkways or the rotor tips and leading edges.
Only some light weathering was done to the leading edges of the wings, and then the kit was sealed with matt acrylic varnish.
A complex kitbashing project, and it revealed some pitfalls in the course of making. However, the result looks menacing and still convincing, esp. in flight – even though the picture editing, with four artificially rotating proprotors, was probably more tedious than building the model itself!
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on authentic facts. BEWARE!
Some background:
The РТАК-30 attack vintoplan (also known as vintokryl) owed its existence to the Mil Mi-30 plane/helicopter project that originated in 1972. The Mil Mi-30 was conceived as a transport aircraft that could hold up to 19 passengers or two tons of cargo, and its purpose was to replace the Mi-8 and Mi-17 Helicopters in both civil and military roles. With vertical takeoff through a pair of tiltrotor engine pods on the wing tips (similar in layout to the later V-22 Osprey) and the ability to fly like a normal plane, the Mil Mi-30 had a clear advantage over the older models.
Since the vintoplan concept was a completely new field of research and engineering, a dedicated design bureau was installed in the mid-Seventies at the Rostov-na-Donu helicopter factory, where most helicopters from the Mil design bureau were produced, under the title Ростов Тилт Ротор Авиационная Компания (Rostov Tilt Rotor Aircraft Company), or РТАК (RTRA), for short.
The vintoplan project lingered for some time, with basic research being conducted concerning aerodynamics, rotor design and flight control systems. Many findings later found their way into conventional planes and helicopters. At the beginning of the 1980s, the project had progressed far enough that the vintoplan received official backing so that РТАК scientists and Mil helicopter engineers assembled and tested several layouts and components for this complicated aircraft type.
At that time the Mil Mi-30 vintoplan was expected to use a single TV3-117 Turbo Shaft Engine with a four-bladed propeller rotors on each of its two pairs of stub wings of almost equal span. The engine was still installed in the fuselage and the proprotors driven by long shafts.
However, while being a very clean design, this original layout revealed several problems concerning aeroelasticity, dynamics of construction, characteristics for the converter apparatuses, aerodynamics and flight dynamics. In the course of further development stages and attempts to rectify the technical issues, the vintoplan layout went through several revisions. The layout shifted consequently from having 4 smaller engines in rotating pods on two pairs of stub wings through three engines with rotating nacelles on the front wings and a fixed, horizontal rotor over the tail and finally back to only 2 engines (much like the initial concept), but this time mounted in rotating nacelles on the wing tips and a canard stabilizer layout.
In August 1981 the Commission of the Presidium of the USSR Council of Ministers on weapons eventually issued a decree on the development of a flyworthy Mil Mi-30 vintoplan prototype. Shortly afterwards the military approved of the vintoplan, too, but desired bigger, more powerful engines in order to improve performance and weight capacity. In the course of the ensuing project refinement, the weight capacity was raised to 3-5 tons and the passenger limit to 32. In parallel, the modified type was also foreseen for civil operations as a short range feederliner, potentially replacing Yak-40 and An-24 airliners in Aeroflot service.
In 1982, РТАК took the interest from the military and proposed a dedicated attack vintoplan, based on former research and existing components of the original transport variant. This project was accepted by MAP and received the separate designation РТАК-30. However, despite having some close technical relations to the Mi-30 transport (primarily the engine nacelles, their rotation mechanism and the flight control systems), the РТАК-30 was a completely different aircraft. The timing was good, though, and the proposal was met with much interest, since the innovative vintoplan concept was to compete against traditional helicopters: the design work on the dedicated Mi-28 and Ka-50 attack helicopters had just started at that time, too, so that РТАК received green lights for the construction of five prototypes: four flyworthy machines plus one more for static ground tests.
The РТАК-30 was based on one of the early Mi-30 layouts and it combined two pairs of mid-set wings with different wing spans with a tall tail fin that ensured directional stability. Each wing carried a rotating engine nacelle with a so-called proprotor on its tip, each with three high aspect ratio blades. The proprotors were handed (i.e. revolved in opposite directions) in order to minimize torque effects and improve handling, esp. in the hover. The front and back pair of engines were cross-linked among each other on a common driveshaft, eliminating engine-out asymmetric thrust problems during V/STOL operations. In the event of the failure of one engine, it would automatically disconnect through torque spring clutches and both propellers on a pair of wings would be driven by the remaining engine.
Four engines were chosen because, despite the weight and complexity penalty, this extra power was expected to be required in order to achieve a performance that was markedly superior to a conventional helicopter like the Mi-24, the primary Soviet attack helicopter of that era the РТАК-30 was supposed to replace. It was also expected that the rotating nacelles could also be used to improve agility in level flight through a mild form of vectored thrust.
The РТАК-30’s streamlined fuselage provided ample space for avionics, fuel, a fully retractable tricycle landing gear and a two man crew in an armored side-by-side cockpit with ejection seats. The windshield was able to withstand 12.7–14.5 mm caliber bullets, the titanium cockpit tub could take hits from 20 mm cannon. An autonomous power unit (APU) was housed in the fuselage, too, making operations of the aircraft independent from ground support.
While the РТАК-30 was not intended for use as a transport, the fuselage was spacious enough to have a small compartment between the front wings spars, capable of carrying up to three people. The purpose of this was the rescue of downed helicopter crews, as a cargo hold esp. for transfer flights and as additional space for future mission equipment or extra fuel.
In vertical flight, the РТАК-30’s tiltrotor system used controls very similar to a twin or tandem-rotor helicopter. Yaw was controlled by tilting its rotors in opposite directions. Roll was provided through differential power or thrust, supported by ailerons on the rear wings. Pitch was provided through rotor cyclic or nacelle tilt and further aerodynamic surfaces on both pairs of wings. Vertical motion was controlled with conventional rotor blade pitch and a control similar to a fixed-wing engine control called a thrust control lever (TCL). The rotor heads had elastomeric bearings and the proprotor blades were made from composite materials, which could sustain 30 mm shells.
The РТАК-30 featured a helmet-mounted display for the pilot, a very modern development at its time. The pilot designated targets for the navigator/weapons officer, who proceeded to fire the weapons required to fulfill that particular task. The integrated surveillance and fire control system had two optical channels providing wide and narrow fields of view, a narrow-field-of-view optical television channel, and a laser rangefinder. The system could move within 110 degrees in azimuth and from +13 to −40 degrees in elevation and was placed in a spherical dome on top of the fuselage, just behind the cockpit.
The aircraft carried one automatic 2A42 30 mm internal gun, mounted semi-rigidly fixed near the center of the fuselage, movable only slightly in elevation and azimuth. The arrangement was also regarded as being more practical than a classic free-turning turret mount for the aircraft’s considerably higher flight speed than a normal helicopter. As a side effect, the semi-rigid mounting improved the cannon's accuracy, giving the 30 mm a longer practical range and better hit ratio at medium ranges. Ammunition supply was 460 rounds, with separate compartments for high-fragmentation, explosive incendiary, or armor-piercing rounds. The type of ammunition could be selected by the pilot during flight.
The gunner can select one of two rates of full automatic fire, low at 200 to 300 rds/min and high at 550 to 800 rds/min. The effective range when engaging ground targets such as light armored vehicles is 1,500 m, while soft-skinned targets can be engaged out to 4,000 m. Air targets can be engaged flying at low altitudes of up to 2,000 m and up to a slant range of 2,500 m.
A substantial range of weapons could be carried on four hardpoints under the front wings, plus three more under the fuselage, for a total ordnance of up to 2,500 kg (with reduced internal fuel). The РТАК-30‘s main armament comprised up to 24 laser-guided Vikhr missiles with a maximum range of some 8 km. These tube-launched missiles could be used against ground and aerial targets. A search and tracking radar was housed in a thimble radome on the РТАК-30’s nose and their laser guidance system (mounted in a separate turret under the radome) was reported to be virtually jam-proof. The system furthermore featured automatic guidance to the target, enabling evasive action immediately after missile launch. Alternatively, the system was also compatible with Ataka laser-guided anti-tank missiles.
Other weapon options included laser- or TV-guided Kh-25 missiles as well as iron bombs and napalm tanks of up to 500 kg (1.100 lb) caliber and several rocket pods, including the S-13 and S-8 rockets. The "dumb" rocket pods could be upgraded to laser guidance with the proposed Ugroza system. Against helicopters and aircraft the РТАК-30 could carry up to four R-60 and/or R-73 IR-guided AAMs. Drop tanks and gun pods could be carried, too.
When the РТАК-30's proprotors were perpendicular to the motion in the high-speed portions of the flight regime, the aircraft demonstrated a relatively high maximum speed: over 300 knots/560 km/h top speed were achieved during state acceptance trials in 1987, as well as sustained cruise speeds of 250 knots/460 km/h, which was almost twice as fast as a conventional helicopter. Furthermore, the РТАК-30’s tiltrotors and stub wings provided the aircraft with a substantially greater cruise altitude capability than conventional helicopters: during the prototypes’ tests the machines easily reached 6,000 m / 20,000 ft or more, whereas helicopters typically do not exceed 3,000 m / 10,000 ft altitude.
Flight tests in general and flight control system refinement in specific lasted until late 1988, and while the vintoplan concept proved to be sound, the technical and practical problems persisted. The aircraft was complex and heavy, and pilots found the machine to be hazardous to land, due to its low ground clearance. Due to structural limits the machine could also never be brought to its expected agility limits
During that time the Soviet Union’s internal tensions rose and more and more hampered the РТАК-30’s development. During this time, two of the prototypes were lost (the 1st and 4th machine) in accidents, and in 1989 only two machines were left in flightworthy condition (the 5th airframe had been set aside for structural ground tests). Nevertheless, the РТАК-30 made its public debut at the Paris Air Show in June 1989 (the 3rd prototype, coded “33 Yellow”), together with the Mi-28A, but was only shown in static display and did not take part in any flight show. After that, the aircraft received the NATO ASCC code "Hemlock" and caused serious concern in Western military headquarters, since the РТАК-30 had the potential to dominate the European battlefield.
And this was just about to happen: Despite the РТАК-30’s development problems, the innovative attack vintoplan was included in the Soviet Union’s 5-year plan for 1989-1995, and the vehicle was eventually expected to enter service in 1996. However, due to the collapse of the Soviet Union and the dwindling economics, neither the РТАК-30 nor its civil Mil Mi-30 sister did soar out in the new age of technology. In 1990 the whole program was stopped and both surviving РТАК-30 prototypes were mothballed – one (the 3rd prototype) was disassembled and its components brought to the Rostov-na-Donu Mil plant, while the other, prototype No. 1, is rumored to be stored at the Central Russian Air Force Museum in Monino, to be restored to a public exhibition piece some day.
General characteristics:
Crew: Two (pilot, copilot/WSO) plus space for up to three passengers or cargo
Length: 45 ft 7 1/2 in (13,93 m)
Rotor diameter: 20 ft 9 in (6,33 m)
Wingspan incl. engine nacelles: 42 ft 8 1/4 in (13,03 m)
Total width with rotors: 58 ft 8 1/2 in (17,93 m)
Height: 17 ft (5,18 m) at top of tailfin
Disc area: 4x 297 ft² (27,65 m²)
Wing area: 342.2 ft² (36,72 m²)
Empty weight: 8,500 kg (18,740 lb)
Max. takeoff weight: 12,000 kg (26,500 lb)
Powerplant:
4× Klimov VK-2500PS-03 turboshaft turbines, 2,400 hp (1.765 kW) each
Performance:
Maximum speed: 275 knots (509 km/h, 316 mph) at sea level
305 kn (565 km/h; 351 mph) at 15,000 ft (4,600 m)
Cruise speed: 241 kn (277 mph, 446 km/h) at sea level
Stall speed: 110 kn (126 mph, 204 km/h) in airplane mode
Range: 879 nmi (1,011 mi, 1,627 km)
Combat radius: 390 nmi (426 mi, 722 km)
Ferry range: 1,940 nmi (2,230 mi, 3,590 km) with auxiliary external fuel tanks
Service ceiling: 25,000 ft (7,620 m)
Rate of climb: 2,320–4,000 ft/min (11.8 m/s)
Glide ratio: 4.5:1
Disc loading: 20.9 lb/ft² at 47,500 lb GW (102.23 kg/m²)
Power/mass: 0.259 hp/lb (427 W/kg)
Armament:
1× 30 mm (1.18 in) 2A42 multi-purpose autocannon with 450 rounds
7 external hardpoints for a maximum ordnance of 2.500 kg (5.500 lb)
The kit and its assembly:
This exotic, fictional aircraft-thing is a contribution to the “The Flying Machines of Unconventional Means” Group Build at whatifmodelers.com in early 2019. While the propulsion system itself is not that unconventional, I deemed the quadrocopter concept (which had already been on my agenda for a while) to be suitable for a worthy submission.
The Mil Mi-30 tiltrotor aircraft, mentioned in the background above, was a real project – but my alternative combat vintoplan design is purely speculative.
I had already stashed away some donor parts, primarily two sets of tiltrotor backpacks for 1:144 Gundam mecha from Bandai, which had been released recently. While these looked a little toy-like, these parts had the charm of coming with handed propellers and stub wings that would allow the engine nacelles to swivel.
The search for a suitable fuselage turned out to be a more complex safari than expected. My initial choice was the spoofy Italeri Mi-28 kit (I initially wanted a staggered tandem cockpit), but it turned out to be much too big for what I wanted to achieve. Then I tested a “real” Mi-28 (Dragon) and a Ka-50 (Italeri), but both failed for different reasons – the Mi-28 was too slender, while the Ka-50 had the right size – but converting it for my build would have been VERY complicated, because the engine nacelles would have to go and the fuselage shape between the cockpit and the fuselage section around the original engines and stub wings would be hard to adapt. I eventually bought an Italeri Ka-52 two-seater as fuselage donor.
In order to mount the four engines to the fuselage I’d need two pairs of wings of appropriate span – and I found a pair of 1:100 A-10 wings as well as the wings from an 1:72 PZL Iskra (not perfect, but the most suitable donor parts I could find in the junkyard). On the tips of these wings, the swiveling joints for the engine nacelles from the Bandai set were glued. While mounting the rear wings was not too difficult (just the Ka-52’s OOB stabilizers had to go), the front pair of wings was more complex. The reason: the Ka-52’s engines had to go and their attachment points, which are actually shallow recesses on the kit, had to be faired over first. Instead of filling everything with putty I decided to cover the areas with 0.5mm styrene sheet first, and then do cosmetic PSR work. This worked quite well and also included a cover for the Ka-52’s original rotor mast mount. Onto these new flanks the pair of front wings was attached, in a mid position – a conceptual mistake…
The cockpit was taken OOB and the aircraft’s nose received an additional thimble radome, reminiscent of the Mi-28’s arrangement. The radome itself was created from a German 500 kg WWII bomb.
At this stage, the mid-wing mistake reared its ugly head – it had two painful consequences which I had not fully thought through. Problem #1: the engine nacelles turned out to be too long. When rotated into a vertical position, they’d potentially hit the ground! Furthermore, the ground clearance was very low – and I decided to skip the Ka-52’s OOB landing gear in favor of a heavier and esp. longer alternative, a full landing gear set from an Italeri MiG-37 “Ferret E” stealth fighter, which itself resembles a MiG-23/27 landing gear. Due to the expected higher speeds of the vintoplan I gave the landing gear full covers (partly scratched, plus some donor parts from an Academy MiG-27). It took some trials to get the new landing gear into the right position and a suitable stance – but it worked. With this benchmark I was also able to modify the engine nacelles, shortening their rear ends. They were still very (too!) close to the ground, but at least the model would not sit on them!
However, the more complete the model became, the more design flaws turned up. Another mistake is that the front and rear rotors slightly overlap when in vertical position – something that would be unthinkable in real life…
With all major components in place, however, detail work could proceed. This included the completion of the cockpit and the sensor turrets, the Ka-52 cannon and finally the ordnance. Due to the large rotors, any armament had to be concentrated around the fuselage, outside of the propeller discs. For this reason (and in order to prevent the rear engines to ingest exhaust gases from the front engines in level flight), I gave the front wings a slightly larger span, so that four underwing pylons could be fitted, plus a pair of underfuselage hardpoints.
The ordnance was puzzled together from the Italeri Ka-52 and from an ESCI Ka-34 (the fake Ka-50) kit.
Painting and markings:
With such an exotic aircraft, I rather wanted a conservative livery and opted for a typical Soviet tactical four-tone scheme from the Eighties – the idea was to build a prototype aircraft from the state acceptance trials period, not a flashy demonstrator. The scheme and the (guesstimated) colors were transferred from a Soviet air force MiG-21bis of that era, and it consists of a reddish light brown (Humbrol 119, Light Earth), a light, yellowish green (Humbrol 159, Khaki Drab), a bluish dark green (Humbrol 195, Dark Satin Green, a.k.a. RAL 6020 Chromdioxidgrün) and a dark brown (Humbrol 170, Brown Bess). For the undersides’ typical bluish grey I chose Humbrol 145 (FS 35237, Gray Blue), which is slightly lighter and less greenish than the typical Soviet tones. A light black ink wash was applied and some light post-shading was done in order to create panels that are structurally not there, augmented by some pencil lines.
The cockpit became light blue (Humbrol 89), with medium gray dashboard and consoles. The ejection seats received bright yellow seatbelts and bright blue pads – a detail seen on a Mi-28 cockpit picture.
Some dielectric fairings like the fin tip were painted in bright medium green (Humbrol 101), while some other antenna fairings were painted in pale yellow (Humbrol 71).
The landing gear struts and the interior of the wells became Aluminum Metalic (Humbrol 56), the wheels dark green discs (Humbrol 30).
The decals were puzzled together from various sources, including some Begemot sheets. Most of the stencils came from the Ka-52 OOB sheet, and generic decal sheet material was used to mark the walkways or the rotor tips and leading edges.
Only some light weathering was done to the leading edges of the wings, and then the kit was sealed with matt acrylic varnish.
A complex kitbashing project, and it revealed some pitfalls in the course of making. However, the result looks menacing and still convincing, esp. in flight – even though the picture editing, with four artificially rotating proprotors, was probably more tedious than building the model itself!
The notable French aircraft manufacturer Société Anonyme des Establissements Nieuport was formed in 1909 and rose to prominence before World War I with a series of elegant monoplane designs. The namesakes of the company, Edouard de Niéport and his brother Charles, were both killed in flying accidents before the war. (The spelling of the company name was a slight variation of the brothers' surname.) The talented designer Gustave Delage joined the firm in 1914 and was responsible for the highly successful war-time line of sesquiplane V-strut single-seat scouts, the most famous of which were the Nieuport 11 and the Nieuport 17.
The Nieuport 28C.1 was developed in mid-1917 and was the first biplane fighter design produced by Nieuport that had relatively equal-chord upper and lower wings. In an attempt to compete with the superior performance of the Spad VII and the recently introduced Spad XIII, Nieuport explored the use of a more powerful motor than the types employed in the sesquiplane series. The availability of a more powerful, and heavier, 160-horsepower Gnôme rotary engine prompted the decision to increase the surface area of the lower wing to compensate for the greater weight of the new power plant, hence eliminating the typical Nieuport sesquiplane V-strut configuration.
In early 1918, the French Air Service rejected the new Nieuport design as a front-line fighter in favor of the sturdier, more advanced Spad XIII. However, the Nieuport 28 found a place with the newly arriving American squadrons. Having no suitable fighter design of its own, the United States adopted the Nieuport 28 as a stop-gap measure before the much-in-demand Spad XIIIs could be made available from the French. The Nieuport 28 performed creditably as the first operational pursuit aircraft in the fledgling U.S. Air Service of the American Expeditionary Force. Thus, the primary significance of the Nieuport 28 for the national aeronautical collection is that it was the first fighter aircraft to serve with an American fighter unit under American command and in support of U.S. troops. It was also first type to score an aerial victory with an American unit. On April 14, 1918, Lieutenants Alan Winslow and Douglas Campbell of the 94th Aero Squadron, both piloting a Nieuport 28, each downed an enemy aircraft in a fight that took place directly over their home airfield at Gengoult.
The Nieuport 28 made its mark in aviation history after World War I as well. Of the 297 total Nieuport 28 fighters procured by the United States from the French government during World War I, 88 were returned to the United States after the war. Twelve Nieuports, along with examples of several other European types brought back, were used by the U.S. Navy from 1919 to 1921 for shipboard launching trials. Many, often harrowing, launches were undertaken. Some of the twelve Navy Nieuport 28s were destroyed in accidents. The surviving aircraft, worn out beyond repair, were surplused after the trials. The other seventy-six Nieuport 28s that were brought back to the United States after the war were operated by the U.S. Army at various bases and airfields in the 1920s, such as McCook, Mitchel, and Bolling Fields.
The Nieuports that survived their post-war U.S. military service found their way into various private hands. Several were modified for air racing, having their wings clipped, adapting non-standard interplane struts, and other changes. A number found their way into Hollywood movies, most notably in the famous Dawn Patrol films of 1930 and 1938. Still others became privately-owned airplanes flying in various sporting and commercial capacities. The specific history of these uses remains quite sketchy.
In short, although aesthetically pleasing and by all reports delightful to fly, the Nieuport 28 type gained fame more for simply being available rather than for any inherently superior performance or design qualities. Nevertheless, in American aviation history, the Nieuport 28 holds a number of important firsts and was used in several significant ways. Because of its varied and interesting role in U.S. aviation history, this aircraft has a richly deserved place in the NASM collection.
The museum's Nieuport 28 has a complex and confusing history. It was acquired in 1986 from Cole Palen, founder and operator of the Old Rhinebeck Aerodrome. He flew the aircraft regularly in his air shows from 1958 to 1972. Immediately before its transfer to NASM, the airplane was on loan from Palen to the Intrepid Sea/Air/Space Museum in New York.
Upon close inspection, it became clear that the NASM aircraft is a composite of several different Nieuport 28s. The various components had been owned by a number of different people and used in a variety of capacities over a long period of time. As a result, the pieces have been shuffled around a lot and re-built many times. A large number of parts were not original and in many cases the replacement parts were not prepared to original specification. As a result, a serious investigation of the history of the NASM airframe was undertaken to determine as near as possible the provenance of the museum's Nieuport 28.
When it was acquired a number of erroneous assumptions were passed on, probably uncorroborated stories from Cole Palen. Initially the aircraft was believed to have been a war-time product and that it flew with the U.S. Air Service in World War I. Additionally, it was purported to have been one of the twelve U.S. Navy Nieuports tested in 1919-1921, that it was used in the Hollywood epic "Dawn Patrol," and that Howard Hughes had owned it at one point. Painstaking research has demonstrated that nearly all of these assumptions were untrue.
To determine the actual history of the NASM Nieuport, the logical place to begin was with the numbers and markings on the airframe. There are five different serial numbers on the airplane. The fuselage number on the firewall is 6497. The upper wings have a manufacturing date of February 1919 with serial numbers 7103 (left panel) and 7226 (right panel). The lower left wing panel is marked as having been fabricated in November 1918 with serial number 6465. The lower right was made in October 1918 with serial number 6432.
The first obvious conclusion drawn from these data was that the NASM Nieuport 28 is essentially a postwar product. The lower wing panels were made at the very end of the war, which concluded on November 11, 1918. The fuselage serial number being higher than the lower wing numbers dates it as very late 1918 or very early 1919. The upper wings are dated 1919. Therefore, the NASM aircraft could not have been a war veteran. Further, given the late production dates, it can be concluded that the NASM aircraft must be a modified and improved postwar version of the Nieuport 28C.1, sometimes referred to as a Nieuport 28A.
A third conclusion drawn from the serial numbers was that the components are probably from at least five different aircraft. This is not necessarily so, as wing panels, tail units, fuselages, etc., were assembled from production line manufacture. Nevertheless, given that the serial numbers are so far apart, it is hard to believe that all the present components represent one original aircraft. The upper and lower wing sets could have been originally paired together as their respective numbers are relatively close together. But the 6400 series serial numbered wings and 7000 series numbered wings were unlikely to have been on the same airframe when the airplane first left the factory. Moreover, the NASM airplane, on at least one occasion, probably more, was put together from "best available components" from a collection of Nieuport 28 airframes. The most reasonable interpretation based on the evidence is that the NASM Nieuport 28 is not a documented single airframe with a continuous history. It is an amalgam of component parts of several aircraft brought together many years after their original individual manufacture.
Certain that the NASM aircraft is not a war-time Nieuport, the next step was to try to determine its provenance in post-war U.S. military service. Research at the National Archives unearthed the twelve serial numbers of the aircraft tested by the U.S. Navy. None of the five numbers on the NASM Nieuport matches any of those of the Navy airplanes, definitively dispelling the belief that the aircraft was in that group. The lack of evidence on the airframe of the exclusively Navy modifications also supports the view that NASM's is not one of the twelve Navy Nieuports.
Further research demonstrated that seventy-six other Nieuport 28s were operated by the U.S. Army at various bases and fields around the country such as McCook, Mitchel, and Bolling Fields. A reasonable conclusion is that the NASM aircraft was at one of these Army facilities in the early 1920s before the airplane, as a complete airframe or component parts, found its way into private hands. Unfortunately, no records have thus far been found that place the NASM Nieuport 28, or any of its components, at any particular U.S. military post.
After the U.S. military disposed of the Nieuport 28s in its inventory in the mid-to-late-1920s, tracing more than a few of them becomes extremely difficult. Those that were not destroyed in accidents or simply junked were surplused on the open market. Private individuals scarfed them up, re-built and modified them, and used them in a wide variety of private and commercial ventures. Some were converted into air racers. Some were used in Hollywood films. Still others became air show performers and the like. Details on any particular Nieuports used in these capacities remain all but impossible to come by.
What of the claim that the NASM aircraft participated in the making of the two Dawn Patrol films? Four original Nieuport 28s were acquired by Garland Lincoln, a war-time U.S. Air Service instructor and movie stunt pilot, for the 1930 production of Dawn Patrol. The airplanes did not fly in the film, they were only run up and taxied. Some have argued that the NASM aircraft is one of these four. At best, this can only be said of the fuselage. Several famous photographs from the production show a line-up of the four Nieuports. All four Dawn Patrol Nieuports had their wings shortened by several feet. This is quite clear in the photographs. The NASM airplane has full-span wings, at least proving that the NASM wing set was not part of any of the Dawn Patrol aircraft. The fuselage of the Nieuport is probably from one of the four Garland Lincoln airplanes used in the film. The next phase of the story points in that direction.
At this point, the trail of the NASM Nieuport begins to emerge, faintly. Garland Lincoln sold his entire stable of airplanes, including the four original Nieuports, to Paramount Pictures in 1938. In 1941, Paramount sold the lot to United Air Services, a firm owned by movie stunt pilot, Paul Mantz, and which in 1946 became Paul Mantz Air Services. None of the Nieuport 28 airplanes that Mantz had acquired was in flying condition. Photographs taken by Don Brady in the mid-1950s at Orange County Airport show these airplanes to be disassembled and derelict. Beyond the four clipped-wing Nieuports first sold by Garland Lincoln to Paramount in 1938, Mantz apparently acquired at least one other set of original Nieuport 28 wings at some time before the parts were photographed by Brady at Orange County in the 1950s.
In 1957, Paul Mantz traded one Nieuport 28 to James H. "Cole" Palen of the Old Rhinebeck Aerodrome, Rhinebeck, New York, for a Standard J-1. (Mantz later added approximately $200 to the trade to compensate for the Nieuport 28 being in poorer condition than the Standard J-1.) The fact that Palen's Nieuport, i.e., the NASM airplane, has full-span wings supports the belief that Mantz must have acquired more Nieuport 28 parts beyond the four clipped-wing airplanes that were in the original "Dawn Patrol" movie. Palen apparently selected the "best components" of those stored at Orange County airport to complete one aircraft. Cole Palen died in 1993, and some years earlier his home burned, destroying all his records. To confirm anything regarding his transaction with Mantz is now impossible.
The provenance of the NASM Nieuport 28 from this point on is clear. Palen completed the restoration of the aircraft to flying condition in 1958 and flew it regularly at the Old Rhinebeck Aerodrome, and at other special shows elsewhere, until he retired the airplane in 1972. It was on display at Rhinebeck for several years before being lent to the Intrepid Air/Sea/Space Museum. It was on display there until 1986 when the Nieuport was traded to NASM for an original Nieuport 10 trainer, and transported directly from the Intrepid to the museum.
This brings us back to the original question: What is the history of the NASM Nieuport 28? Based on the foregoing research, the best interpretation is that it is an assemblage of components of various aircraft that were all manufactured at the very end or soon after World War I, which almost certainly means that they were originally Nieuport 28 "type A" rather than standard 28C.1 parts. The components undoubtedly emanated from the seventy-six Nieuport 28s operated by the U.S. Army at numerous installations in the 1920s. Without serial numbers by location for these aircraft, it is impossible to place any of the NASM components at any specific military airfield. The period between disposal by the military and acquisition by Paul Mantz is extremely sketchy. For the most part, it can only be determined what the NASM aircraft is not, rather than what it is (e.g., that it is not one of the twelve Navy aircraft, that its wings are not from any of the four Garland Lincoln Nieuports, etc.).
Regarding the origin of the NASM Nieuport 28, all that can be said with certainty is that the airplane comprises original components that can be narrowed down only to the seventy-six post-war U.S. Army Nieuports. The circumstantial evidence that Palen received Nieuport parts from Mantz, who obtained Nieuport parts from Lincoln, tantalizingly suggests that the NASM fuselage could be from one of the Dawn Patrol aircraft. The evidence cannot support anything more definitive.
In light of the vague provenance of the NASM Nieuport, some considered judgement was required concerning the final configuration and markings of the aircraft when it was restored by the museum. One obvious possibility would have been to restore the aircraft closest to what the documentation suggests the parts represent, namely a post-war U.S. Army experimental/training aircraft. Despite the apparent common sense to that approach, there were several strong reasons not to take this route. First, there are no clues indicating at which Army installation the NASM Nieuport operated, not even a single component of the airframe. It would not only have been a pure guess which airplane it is, but total conjecture even with which airfield it was associated. Further, details on the markings of only a handful of the Army post-war aircraft exist. Painting it as one of these would only in the most remote sense represent the correct aircraft. Moreover, the Nieuport 28 type is in the national collection primarily because of its place in U.S. air operations during World War I, not because of its minor role as a post-war trainer.
Configuring it as a U.S. Navy aircraft, with the unique modifications of that use of the Nieuport 28, would have been interesting. But as it was known definitively that the NASM aircraft is not one of the Navy airplanes, and that only twelve were employed in this specialized role over a short period of time, to follow this course seemed inappropriate. For similar reasons, restoring it as one of the movie airplanes did not make sense. At best, only the fuselage of the NASM Nieuport 28 can be linked to any of the film work, and that only circumstantially. More significantly, movies represent only a small part of the Nieuport 28's history. Further, the movie Nieuports only were run up on the ground; they never actually flew in the films.
This presented the final option, which was taken: configuring the airplane as one of the war-time U.S. Air Service Nieuport 28s. Even though the NASM Nieuport is certainly not a war veteran because it was manufactured after the United States ceased to use them in combat, the best alternative was to configure the airplane in this fashion. As noted above, the main reason for inclusion of a Nieuport 28 in the NASM collection is to document the aircraft type first used by organized American units under American colors in combat. Because the history of the NASM Nieuport cannot be documented with any specificity, and certain configurations can be ruled out, the most reasonable approach was to represent the aircraft in accordance with the justified rationale for bringing it into the collection. Therefore, it was restored to a 28C.1 configuration and painted and marked as a U.S. Air Service combat Nieuport.
The particular Nieuport 28C.1 that the museum chose to represent was that of First Lieutenant James A. Meissner of the 94th Aero Squadron, U.S.A.S., a/c serial number 6144. This aircraft was chosen, rather than one of the more famous ones such as Eddie Rickenbacker's, Douglas Campbell's or Alan Winslow's, because it is representative of the famous "hat-in-the-ring" 94th Aero Squadron without misleading museum visitors into thinking that the NASM aircraft is actually one of the especially well-known American Nieuport 28s. Furthermore, Meissner's number 6144 has an interesting history in its own right.
On two occasions, with Meissner at the controls, 6144 experienced the infamous wing failure in a dive associated with the Nieuport 28. He landed safely both times. Meissner went on to command the 147th Aero Squadron. He was awarded the Distinguished Service Cross with Oak Leaf Clusters and the Croix de Guerre. He scored a total of 5 2/3 victories while flying with the 94th and the 147th. (Meissner is often credited with eight victories, but in 1969, the U.S. Air Force divided the credit of shared victories among all the pilots involved. Before this, each was given full credit for the victory in their totals. Having several shared victories, Meissner's official tally was reduced accordingly.) He survived the war, leaving the Air Service in 1919. Meissner's aircraft carried the standard factory-applied French camouflage, the famous "hat-in-the-ring" insignia, and standard U.S. wing and tail markings of the period, making it especially representative of the way American Nieuport 28s appeared when flown in the first U.S. air combat operations.
On two occasions, 6144 experienced the infamous structural failure of the wings in a dive associated with the Nieuport 28. Meissner landed his aircraft safely both times. Meissner later commanded the 147th Aero Squadron, was awarded the Distinguished Service Cross and Croix de Guerre, and was credited with a total of eight victories, flying with both the 94th and the 147th. He survived the war, leaving the Air Service in 1919. Meissner's aircraft carried the standard factory-applied French camouflage, the famous "hat-in-the-ring" insignia, and standard U.S. wing and tail markings of the period. It thus well represents the way American Nieuport 28s appeared when flown in the first U.S. air combat operations.
The airplane is painted as Meissner's appeared after May 10, 1918, after repairs from the first wing fabric shedding incident. Before this date, Meissner's Nieuport carried a black, or possibly red, number "14" on the fuselage sides and probably on the wings. He shot down one enemy aircraft with the airplane so marked, for which he was awarded the DSC. After May 10, the "14" on the fuselage was replaced with a white "8" with a thin black outline. A white "8" (with no black outline) also was applied to the top of the upper left wing of Meissner's 6144 upon repairing and re-numbering the airplane. Marked as number "8," Meissner shot down three more enemy aircraft in 6144 and experienced a second wing structure failure. Number "8" was chosen because more photographs exist of 6144 as number "8" and because it flew longer with this marking.
D5705 is the sole survivor of the 20 'Co-Bo' Class 28 locomotives. It was withdrawn in 1968 and the whole class by 1969. It only survived due to it being used by the BR Research Division and later being converted into a Carriage Heating Unit, numbered as TDB 968006.
Built by Metropolitan Vickers in 1958, the Class 28's were different to other diesel classes in many respects, not least the wheel arrangement, having a 'Bo' (two axled) bogie at one end and a 'Co' (three axled) bogie at the other. All five axles are powered via traction motors.
This locomotive is currently being restored by a dedicated diesel preservation group at the East Lancashire Railway, Bury.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background
The Hütter Hü 324 was the final development stage of BMW's 'Schnellbomber II' project, which had been designed around two mighty BMW 109-028 turboprops.
These innovative engines had been developed since February 1941, but did not receive fullest attention due to the more promising jet engines. Anyway, it soon became clear that no jet engine with the potential to drive a bomber-sized aircraft - considering both performance and fuel consumption - would be available on short notice. Consequently, the BMW 028 received more attention from the RLM from 1943 on.
Biggest pressure came from the fact that several obsolete types like the He 111 or Do 217 had to be replaced, and the ill-fated and complicated He 177 was another candidate with little future potential, since four-engined variants had been rejected. Additionally, the promising and ambitious Ju 288 had been stillborn, and a wide gap for a tactical medium bomber opned in the Luftwaffe arsenal.
In may 1943, new requirements for a medium bomber were concretised. Main objective was to design a fast, twin-engined bomber, primarily intended for horizontal bombing, which would be able to carry a 3.000 kilograms (6.600 lbs) payload at 800 kilometres per hour in a 1.500km (900 ml) radius. The plane had to be fast and to operate at great heights, limiting the threat of interception.
Since many major design bureaus’ resources were bound, Ulrich W. Hütter, an Austro-German engineer and university professor got involved in the RLM project and BMW's design team which had been working on appropriate designs. In July 1943, Hütter moved to the Research Institute of the Graf Zeppelin works (FGZ) convened in Ruit near Stuttgart, and as head of the engineering department he was also involved in the development of manned missiles, underwater towing systems and the Hü 211 high altitude interceptor/reconnaissance plane.
Under Ulrich W. Hütter and his brother, Wolfgang Hütter, BMW's original and highly innovative (if not over-ambitious) Schnellbomber designs gave way to a more conservative layout: the so-called BMW-Hütter Hü 324.
The plane was conventional in layout, with high, unswept laminar profile wings and a high twin tail. The engines were carried in nacelles slung directly under the wings. The nose wheel retracted rearwards, while the main wheels retracted forwards into the engine nacelles, rotating 90°, and laying flat under the engines. The crew of four (pilot, co-pilot/bombardier, navigator/radar operator and gunner/radio operator) were accommodated in a compact, pressurised "glass house" cockpit section – a popular design and morale element in Luftwaffe bomber and reconnaissance aircraft of that era.
Construction of the first prototype started in February 1945, and while the aircraft cell made good progress towards the hardware stage, the development suffered a serious setback in March when BMW admitted that the 109-028 turboprop engine would not be ready in time. It took until August to arrive, and the prototype did not fly until 6 November 1945.
Initial flight test of the four A-0 pre-production samples of the Hü 324 went surprisingly well. Stability and vibration problems with the aircraft were noted, though. One major problem was that the front glas elements were prone to crack at high speeds, and it took a while to trace the troubole source back to the engines and sort these problems out. Among others, contraprops were fitted to counter the vibration problems, the engines' power output had to be reduced by more than 500 WPS and the tail fins had to be re-designed.
Another innovative feature of this bomber was the “Elbegast” ground-looking navigation radar system, which allowed identification of targets on the ground for night and all-weather bombing. It was placed in a shallow radome behind the front wheel. Performance-wise, the system was comparable to the USAAF’s H2X radar, and similarly compact. Overall, the Hü 324 showed much promise and a convincing performance, was easy to build and maintain, and it was immediately taken to service.
Despite the relatively high speed and agility for a plane of its size, the Hü 324 bore massive defensive armament: the original equipment of the A-1 variant comprised two remotely operated FDL 131Z turrets in dorsal (just behind the cockpit) and ventral (behind the bomb bay) position with 2× 13 mm MG 131 machine guns each, plus an additional, unmanned tail barbette with a single 20mm canon. All these guns were aimed by the gunner through a sighting station at the rear of the cockpit, effectively covering the rear hemisphere of the bomber.
After first operational experience, this defence was beefed up with another remotely-controlled barbette with 2× 13 mm MG 131 machine guns under the cockpit, firing forwards. The reason was similar to the introduction of the chin-mounted gun turret in the B-17G: the plane was rather vulnerable to frontal attacks. In a secondary use, the chin guns could be used for strafing ground targets. This update was at first called /R1, but was later incorporated into series production, under the designation A-2.
Effectively, almost 4.500kg ordnance could be carried in- and externally, normally limited to 3.000kg in the bomb bay in order to keep the wings clean and reduce drag, for a high cruising speed. While simple iron bombs and aerial mines were the Hü 324's main payload, provisions were made to carry guided weapons like against small/heavily fortified targets. Several Rüstsätze (accessory packs) were developed, and the aircraft in service received an "/Rx" suffix to their designation, e. g. the R2 Rüstsatz for Fritz X bomb guidance or the R3 set for rocket-propelled Hs 293 bombs.
Trials were even carried out with a semi-recessed Fieseler Fi 103 missile, better known as the V1 flying bomb, hung under the bomber's belly and in an enlarged bomb bay, under deletion of the ventral barbette.
The Hü 324 bomber proved to be an elusive target for the RAF day and night fighters, especially at height. After initial attacks at low level, where fast fighters like the Hawker Tempest or DH Mosquito night fighters were the biggest threat, tactics were quickly changed. Approaching at great height and speed, bombing was conducted from medium altitudes of 10,000 to 15,000 feet (3,000 to 4,600 m).
The Hü 324 proved to be very successful, striking against a variety of targets, including bridges and radar sites along the British coast line, as well as ships on the North Sea.
From medium altitude, the Hü 324 A-2 proved to be a highly accurate bomber – thanks to its "Elbegast" radar system which also allowed the planes to act as pathfinders for older types or fast bombers with less accurate equipment like the Ar 232, Ju 388 or Me 410. Loss rates were far lower than in the early, low-level days, with the Hü 324 stated by the RLM as having the lowest loss rate in the European Theatre of Operations at less than 0.8 %.
BMW-Hütter Ha 324A-2, general characteristics:
Crew: 4
Length: 18.58 m (60 ft 10 in)
Wingspan: 21.45 m (70 ft 4½ in )
Height: 4.82 m (15 ft 9½ in)
Wing area: 60.80 m² (654.5 ft.²)
Empty weight: 12,890 kg (28,417 lb)
Loaded weight: 18,400 kg (40,565 lb)
Max. take-off weight: 21,200 kg (46,738 lb)
Performance:
Maximum speed: 810 km/h (503 mph) at optimum height
Cruising speed: 750 km/h (460 mph) at 10,000 m (32,800 ft)
Range: 3.500 km (2.180 ml)
Service ceiling: 11.400 m (37.500 ft)
Rate of climb: 34.7 m/s (6,820 ft/min)
Powerplant:
Two BMW 109-028 ‘Mimir’ turboprop engines, limited to 5.500 WPS (4.044 WkW) each plus an additional residual thrust of 650kg (1.433 lb), driving four-bladed contraprops.
Armament:
6× 13mm MG 131 in three FDL 131Z turrets
1× 20mm MG 151/20 in unmanned/remote-controlled tail barbette
Up to 4.500 kg (9.800 lbs) in a large enclosed bomb-bay in the fuselage and/or four underwing hardpoints.
Typically, bomb load was limited to 3.000 kg (6.500 lbs) internally.
The kit and its assembly
This project/model belongs in the Luft '46 category, but it has no strict real world paradigm - even though Luftwaffe projects like the Ju 288, the BMW Schnellbomber designs or Arado's E560/2 and E560/7 had a clear influence. Actually, “my” Hü 324 design looks pretty much like a He 219 on steroids! Anyway, this project was rather inspired by a ‘click’ when two ideas/elements came together and started forming something new and convincing. This is classic kitbashing, and the major ingredients are:
● Fuselage, wings, landing gear and engine nacelles from a Trumpeter Ilyushin Il-28 bomber
● Nose section from an Italeri Ju 188 (donated from a friend, leftover from his Ju 488 project)
● Stabilisers from an Italeri B-25, replacing the Il-28’s swept tail
● Contraprops and fuselage barbettes from a vintage 1:100 scale Tu-20(-95) kit from VEB Plasticart (yes, vintage GDR stuff!)
Most interestingly, someone from the Netherlands had a similar idea for a kitbashing some years ago: www.airwar1946.nl/whif/L46-ju588.htm. I found this after I got my idea for the Hü 324 together, though - but its funny to see how some ideas manifest independently?
Building the thing went pretty straightforward, even though Trumpeter's Il-28 kit has a rather poor fit. Biggest problem turned out to be the integration of the Ju 188 cockpit section: it lacks 4-5mm in width! That does not sound dramatic, but it took a LOT of putty and internal stabilisation to graft the parts onto the Il-28's fuselage.
The cockpit was completely re-equipped with stuff from the scrap box, and the main landing gear received twin wheels.
The chin turret was mounted after the fuselage was complete, the frontal defence had been an issue I had been pondering about for a long while. Originally, some fixed guns (just as the Il-28 or Tu-16) had been considered. But when I found an old Matchbox B-17G turret in my scrap box, I was convinced that this piece could do literally the same job in my model, and it was quickly integrated. As a side effect, this arrangement justifies the bulged cockpit bottom well, and it just looks "more dangerous".
Another task was the lack of a well for the front wheel, after the Il-28 fuselage had been cut and lacked the original interior. This was also added after the new fuselage had been fitted together, and the new well walls were built with thin polystyrene plates. Not 100% exact and clean, but the arrangement fits the bill and takes the twin front wheel.
The bomb bay was left open, since the Trumpeter kit offers a complete interior. I also added four underwing hardpoints for external loads (one pair in- and outboard of the engine nacelles), taken from A-7 Corsair II kits, but left them empty. Visually-guided weapons like the 'Fritz X' bomb or Hs 293 missiles would IMHO hardly make sense during night sorties? I also did not want to overload the kit with more and more distracting details.
Painting
Even though it is a whif I wanted to incorporate some serious/authentic late WWII Luftwaffe looks. Since the Hü 324 would have been an all-weather bomber, I went for a night bomber livery which was actually used on a He 177 from 2./KG 100, based in France: Black (RLM 22, I simply used Humbrol 33) undersides, and upper surfaces in RLM 76 (Base is Humbrol 128, FS36320, plus some added areas with Testors 2086, the authentic tone which is a tad lighter, but very close) with mottles in RLM 75 (Grauviolett, Testors 2085, plus some splotches of Humbrol 27, Medium Sea Grey), and some weathering through black ink, some enhanced panel lines (with a mix of matte varnish and Panzergrau), as well as some dry painting all over the fuselage.
All interior surfaces were painted in RLM 66 (Schwarzgrau/Black Grey, Testors 2079), typical for German late WWII aircraft. Propeller spinners were painted RLM 70 (Schwarzgrün) on the front half, the rear half was painted half black and half white.
Pretty simple scheme, but it looks VERY cool, esp. on this sleek aircraft. I am very happy with this decision, and I think that this rather simple livery is less distracting from the fantasy plane itself, making the whif less obvious. In the end, the whole thing looks a bit grey-in-grey, but that spooky touch just adds to the menacing look of this beefy aircraft. I think it would not look as good if it had been kept in daytime RLM 74/75/76 or even RLM 82/83/76?
Markings and squadron code were puzzled together from an Authentic Decal aftermarket sheet for a late He 111 and individual letters from TL Modellbau. The "F3" code for the fictional Kampfgruppe (KG) 210 is a random choice, "EV" marks the individual plane, the red "E" and the control letter "V" at the end designate a plane from the eleventh squadron of KG 210. My idea is that the Hü 324 would replace these machines and literally taking their place in the frontline aviaton units. So I tried to keep in line with the German aircraft code, but after all, it's just a whif...
So, after some more surgical work than expected, the Hü 324 medium bomber is ready to soar!
DIVINE WORD COLLEGE OF CALAPAN
The history of the Divine Word College of Calapan as a Catholic institution of higher learning traces its roots back to the missionary work of Fr. Benito Rixner, SVD and other missionaries of the Society of the Divine Word in Mindoro. Mindoro Junior College, as the school was originally called, was established in April 1946. The formal opening of classes in first year Normal Education, Liberal Arts, Pre-Law, and special short-term courses in Typing and Stenography was on July 1,1946. There were thirty-seven students as first enrollees.
The first floor of the old bishop’s residence was used for classrooms by the students and ten faculty members. The biggest room served as library with around a thousand volumes coming from other SVD schools and the rest from donations. The regular residence rooms were used as classrooms while the smallest room became the Registrar’s Office. Athletic activities were held at the church plaza.
In 1953, Fr. Albert Cook, SVD who was the Director at that time constructed a two-storey building on a lot purchased adjacent to the two original buildings. Construction was completed just in time for the school year 1953-1954. By that time, there were three buildings being occupied by about a thousand students. The buildings became functional until the summer of 1964.
From 1954 to 1964 there was a steady increase in enrolment that a bigger space was a felt need. Through the efforts of Bishop William Duschak, SVD, DD, a man of foresight and dynamism who went to Europe to ask for donations from friends and benefactors, the dream of having a modern college in a spacious compound materialized. During the school year 1964-1965 all classes were moved to the new campus-a very imposing building built along modern architectural lines. About the same time, the Elementary Department was inaugurated by virtue of the Temporary Permit No. 96. In 1975, the President, Fr. Eleuterio S. Lacaron, SVD, also introduced the School Campaign Program which proved to be an effective promotional strategy of the college.
In 1976, permission was granted by the Ministry of Education, Culture and Sports (MECS) for the revival of the Graduate School program which was phased out in 1972. Meanwhile the college curriculum was further diversified with the inclusion of the short- term courses and the offering of traditional fields of concentration in the degree programs .With the advent of the 1980’s, more vigorous efforts were directed not only to improve the school facilities, but also to acquire additional site for future expansion.
In 1980, the course in Master in Business Administration (MBA) was opened by virtue of Temporary Permit No.132, s. 1985 dated July 1980 with 47 students and three professors. Its subsequent recognition was granted on June 1985 and signed by the Minister of Education, Culture and Sports, Jaime C. Laya.
In January 1981, the name of the college was changed from Mindoro College to Divine Word College of Calapan; thus, making it more representative of the educational apostolate of the Society of the Divine Word in the province of Oriental Mindoro.
In 1987, having satisfactorily met the standards and requirements of the Philippine Accrediting Association of Schools, Colleges and Universities (PAASCU), the Divine Word College of Calapan was granted Level II accreditation for five years. On April 2, 1993 another Level II accreditation was granted. A re-accreditation was given in 1998.
A non-degree program in Computer Science was opened during the administration of Fr. Joel L. Maribao, to give the youth the opportunity to learn the new technology. The Associate in Computer Data Processing (ACDP) was recognized during the school year 1994-1995, while the two-year course in Computer System and Business Management (CSBM) was given Permit No. TV-P 059, s. 1994.
In 1995, the Civil Engineering Department was acknowledged as Number 1 in the regional level (Region IV) and Number 10 in the National level on account of the high percentage of board passers. This was published in the Philippine Star dated June 13, 1995.
Another honor was received by DWCC as per CHED Memorandum No. 76, s. 1995, where DWCC was selected as Center for Excellence in Teacher Education in Region IV. It was also during the time of Fr. Eleuterio S. Lacaron, SVD (1994-1995), that DWCC was selected by the Department of Interior and Local Government (DILG) as Institute of Local Government Academy (ILGA) in Oriental Mindoro.
During the administration of Fr. Romeo P. Bancale, SVD, the Graduate School Department was granted permission to offer two new graduate programs, Master in Public Administration and Doctor of Philosophy in Management, by virtue of the Government Recognition Nos. 27 and 28, s. 1997, and made effective in the school year 1997-1998. It was also in that same year that the High School Department moved out from the main campus to the Janssen campus located in Brgy. Pachoca, Calapan City. The campus has been renamed Freinademetz campus.
In the school year 2000-2001, during the term of Fr. Ernesto F. Vitor, SVD, Government Permits were granted to offer new courses namely Bachelor of Science in Office Administration, Bachelor of Science in Tourism and Bachelor of Science in Hotel and Restaurant Management as well as Associate Courses in Office Administration, Tourism, and HRM using the ladderized curriculum.
The year 2002 witnessed the completion of the construction of the Elementary Department building located adjacent to the High School Department building at the Freinademetz campus. In the succeeding year the Elementary Department transferred to its new site, thus housing together the Basic Education Department in that campus.
A milestone for the institution was again achieved when the DWCC-SIFE team of the Student In Free Enterprise (SIFE) was acclaimed the national champion in the SIFE National Exposition held at the Holiday Inn, Manila in February 2002. Later, the champion team represented the country in the prestigious SIFE World Cup in Amsterdam, The Netherlands in September of the same year. And again in 2005, DWCC made it to the national limelight when Jose Lemuel Dimaunahan topped the November 2005 Electronics and Communications Engineering board examination while Heidi Libed topped the 2005 Licensure Examination for Teachers in Region IV.
The year 2006 marked the 60th founding anniversary of the Divine Word College of Calapan. Themed ‘Word in a Changing World’, DWCC, under the administration of Fr. Nielo M. Cantilado, SVD, renewed its commitment to continue to provide quality education relevant to the demands of the constantly changing world and that of the local milieu. Among its thrusts for the next three years (2005-2008) are its renewed emphasis on research, the re-strengthening of its institutional linkages, and the building of a stronger family within the DWCC community.
Pursuant to its thrust in research, DWCC launched the Center for Mindoro Studies last July 27, 2006. As a resource center the Center for Mindoro Studies features the aspects and facets of the unique cultural heritage of Mindoro; and endeavors to promote awareness, sensitivity, and respect for the indigenous culture of the Mangyans. As a center for research it aims to put up a repository of research outputs and historical materials relevant to the studies governing parochial schools, parishes, and municipalities in the provinces of the Island of Mindoro.
In the second semester of school year 2006-2007, through the assistance of the Technical Education and Skills Authority (TESDA), and under the auspices of President Gloria Macapagal-Arroyo scholarship programs, DWCC began offering certificate courses in Contact Center Agent Training, Medical Transcription and Commercial Cooking.
The Divine Word College of Calapan believes that it has fulfilled a very important role in the human resource development of Mindoro through quality and relevant Catholic education. It is committed to continue with this mission beyond the 60th year of its foundation.
Note to self: frame is only big enough for one Cathay. The weather had everyone so backed up that the daily inbounds and the daily outbounds were crossing paths.
I went down to SFO today because I heard they were doing RWY 19 departures, which is a rather rare configuration (maybe two days a year), but by definition a configuration they only use when the weather is unquestionably miserable. By the time the +RA let up enough to take camera gear outside, the winds had improved and they were back to the typical 28's. The low throughput from the previous bad weather, however, had caused enough backup that there was literally over a dozen aircraft waiting in line for 28 when I got out there.
The terminal controllers deserve great applause for getting through days like yesterday and today without any major incident. You can tell in their voices they're totally exhausted -- this isn't ORD or something, they're not used to this.
Why get a Kiev or a Holga when you can get cool, funky stuff like this with a Hasselblad? My A16 back could need a little tune-up, sometimes the first frame gets fogged like this.
Miikka plows through a nosegrind and pops out like a champ. This was on Monday, first good outdoor session for the year. Shot on Ektachrome for a change, I have a ton of expired slide film sitting in my fridge - I usually prefer print film.
Two Nikon SB-28's on the left, two Sunpak 120's behind on the right, Pocket Wizard triggered.
Jet Blue's " Viva la Blue" is keeping just ahead of Lufthansa Super Heavy on the 28's at SFO. Add comment if you favorite.
Manufacturer/Model: Spencer Lens Company U.S. NAVY BU.SHIPS MARK 30 MOD 0 7X50
Field of View: 7 deg 40 min = 134 m/1,000 m; APFOV 53.9 deg
Weight: 1241 gr
Exit Pupil: 7.14 mm
Serial #/Year of Manufacture: 285080 = 1944-1945
Notes: Historically, the Spencer Lens Company which was purchased by the American Optical Company in 1935 was an important American maker of microscopes, lenses and optical glass, and at the outbreak of World War II had the capacity to manufacture binoculars of innovative design such as the Navy Mark 30 7X50.
Rohan discusses the Navy Mark 30 on page 39 of his book “A Guide to Handheld Military Binoculars”. It was manufactured from 1943-1944, was considered waterproof, had anti-reflective coated optics, and was of smaller size with a wider field of view than most other WW II U.S. 7X50 binoculars. Excepting the Marks 41 and 45, the 7X50 binoculars made by Bausch & Lomb, Sard, Universal Camera, National Instrument, and Anchor Optical are optically and mechanically very alike (large Bausch & Lomb type chassis, 7.1 degrees FOV with good optics, same ocular design) differing mainly in provisions for weatherproofing, filters and graticules and are best exemplified by the excellent Bausch & Lomb Mark 28 (see www.flickr.com/photos/binocwpg/4861560565/in/set-72157623... ). Although the Spencer Mark 30 does not differ from them to the same extent as do the Marks 41 and 45, its variations are still distinct. See views 2 ( www.flickr.com/photos/binocwpg/5618969191/in/photostream ) and 3 (www.flickr.com/photos/binocwpg/5619531534/in/photostream/ ). Note that in addition to the Mark 30's different shape and size it has a longer ocular housing and greater diameter eyelens. View 4 (www.flickr.com/photos/binocwpg/5614511103/in/photostream/ ) shows the Mark 30 had differently sized ocular and objective prisms. The purpose of this is, I think, to reduce binocular size and weight (collection’s very compact Zeiss Oberkochen 8X30 also has differently sized prisms).
In use, the Mark 30 is more comfortable to carry and hold than the heavier and bulkier Mark 28. Optically, both seem to have equal brightness, sharpness and color rendition, and their “sweet spots”, the sharp central areas of view, seem to be of about the same size. However, the Spencer has a noticeably wider field of view (7.7 degrees vs. the Mark 28’s 7.16 degrees) but, as is often the case with a wider angle view, it also has a noticeably greater amount of softness at its edge of field. Nonetheless, I find the ergonomics and view of this Spencer Mark 30 preferable to that of the Mark 28.
The binocular came in a rubberized Hood case (see: www.flickr.com/photos/binocwpg/4856117376/in/photolist-7N... ) with a pair of neutral density grey filters which can be fitted over the eyecups in a compartment in the lid of the case.
Note: If you have a vintage binocular you either wish to sell or would just like some information about, I can be contacted at flagorio12@gmail.com .
ARABIA, Southern. Qataban. Unknown ruler(s). Circa 350-320/00 BC. AR Didrachm (17mm, 8.28 g, 9h). Imitating Athens. Timna mint. Head of Athena right, k (in South Arabian) on cheek, wearing earring, necklace, and crested Attic helmet decorated with three olive leaves over visor, a spiral palmette on the bowl, and on neck guard, monogram composed of South Arabian letters h and m / Owl standing right, head facing; [olive sprig] and crescent behind, Royal Qatabanian monogram, composed of South Arabian letters h and l, and ÅQE to right. Van Alfen, Studies 61b (A2/R2) = Huth 348 = CAF type 1.0a.2, (App. 5), 28 = S. Munro-Hay, “Coins of ancient South Arabia, II” in NC 156 (1996), 28 = Y.M. ‘Abdullah, A.O. Ghaleb, and A.V. Sedov, “Early Qatabanian coinage: the as-Surayrah coin hoard” in Arabian Archaeology and Epigraphy 8.2 (1997), 69 (this coin); HGC 10, 709 (this coin illustrated). Near EF, toned, minor roughness, a couple light cleaning marks. Extremely rare, one of three known.
From the Marin Huth Collection, 348. Ex as-Surayrah Hoard (CH X, 303).
Together with the Minaean and Sabaean kingdoms, Qataban controlled much of the Southern part of the ancient incense road. All of these entities copied Athenian types on their coins, testifying to both their trade contacts with the Mediterranean and the influx of Athenian coinage as a result of the profitable incense trade. This coin is remarkable for its copying the early ‘frontal’ eye type of Athens. While the letter on the cheek is a denominational mark (cf. P. Stein, “Monetary Terminology in Ancient South Arabia in Light of New Epigraphic Evidence” in CCK), and the reverse monogram identifies the issuing authority, the meaning of the monogram on the obverse remains unexplained. Just as the issuing of didrachms in Athens occurred only during a very brief period, imitative didrachms of Attic weight are almost non-existent in the East – apart from one coin from Hierapolis (Meshorer & Qedar p. 14), it appears that only the Qatabanians issued this denomination, albeit only very briefly.
CNGTRITONXVII, 403
This beautifully restored Tu-2 has no known identity. It is on display in the main display hangar at the Muzeum Lotnictwa Polskiego
Krakow, Poland.
23-08-2013.
The following info is taken from the museum website:-
"At the outbreak of the Second World War, Tupolev's design team were engaged in realising the concept of a fast frontal bomber with dive flight capabilities.
The design was developed in a very short time and in March 1940 was accepted into production under the "103" designation.
The first flight of the prototype took place by the end of 1941. The aircraft was a four seat, cantilever mid-wing of an all metal construction, powered with two in line engines.
In May 1941, the decision was made to test the high output radial engines on the airframe. To carry out the testing, the next, "103 W" prototype was built. This aircraft became a pattern for the serial production. In March 1942, an official Tu-2 designation was given to the type. The first serial examples were sent to frontal operations in 1942. Only in 1943, the improved and technologically simplified Tu-2S, powered with the new ASz-82FN radial engines, appeared. Its mass production started in 1944. As a result, 2527 aircraft in different versions were produced until 1947.
The Tu-2 aircraft remained in service with the Soviet Air Force since 1942 until the mid 1950's. After the war it was a basic bomber before the introduction of the turbo jet Il-28's.
After 1950, the Soviet Union passed several machines over to Poland, Hungary, Bulgaria, People's Republic of China and People's Korean Republic. In Poland probably seven Tu-2's were utilised in 1950-1957. The first public show took place in 1950, during the 1st May celebrations. In the time of its service, the Polish Navy utilised the aircraft for the reconnaissance missions as well. By the end of 1950's the special target towing unit was formed out of the withdrawn aircraft. The last machines flew in Poland until 1957.
The aircraft on display was built in 1947. In the mid 50's it was rebuilt and adapted for ejection seat tests. After retirement, it was handed over to the museum in 1964."
+++ DISCLAIMER +++
BEWARE: nothing you see here is real, even though many conversions and their respective background stories were built upon historical facts.
The Messerschmitt Me 510 was a further development of the Me 410 Hornisse ("Hornet"), a German heavy fighter and Schnellbomber used by the Luftwaffe during World War II. The 410 itself had a troubled start, because it essentially had only been a straightforward modification of the Me 210, which had suffered from serious stability flaws and had a bad reputation among its crews.
The 410 handled better but did not show much improvement in performance, though. Me 410 deliveries began in January 1943, two years later than the original plan had called for, and continued until September 1944, by which point a total of 1.160 of all versions had been produced by Messerschmitt Augsburg and Dornier München. When it arrived, it was liked by its crews, even though its performance was not enough to protect it from the swarms of high performance allied fighters they faced.
Still not giving up on the original construction (and with the jigs and tools still available), Messerschmitt started in early 1944 with research into further means of improving the Me 410's performance. One direction was the addition of one or two jets under the fuselage as boosters for combat situations.
Another design path, which eventually led to the Me 510, was the development of turboprop and compound engines as propulsion options, which were based on the respective pure jet engines but offered much better performance and fuel economy than the pure jets. It would also be the more efficient solution compared to added turbojets for pure piston planes, since no dead weight had to be carried, and the overall system was less complex than a mixed powerplant system.
This turboprop concept, as best compromise between performance and short-term readiness for service, was chosen and the modified aircraft, called Messerschmitt Me 510, came to be. The design target was to outperform the Me 410 with as little change to the overall construction as possible, so that old tooling could be used for new aircraft cells. Alternatively, old aircraft should potentially be converted to the improved standard.
Core of the new development was the compact HeS 021 turboprop, a PTL development of the HeS 011 jet engine which was also planned for Focke Wulfs FW P.0310226-127 fighter (a turboprop version of the light 'Flitzer' day fighter). This engine was theoretically to deliver up to 3.300hp (2.426 kw) shaft output, plus 1.100kg (2.424 lb) additional thrust, even though serial types would produce less power under the aspect of reliability.
In order to incorporate this engine into the modified Me 410 a new main wing with laminar profile and new engine nacelles had to be designed. The HeS 021sat in the front part of the engine nacelles above the wings, driving four-bladed propellers. The landing gear retracted into the nacelle's lower section, rotating 90°, much like the Me 410, with the exhaust running above the landing gear wells.
In order to improve directional stability further, the tail surfaces were slightly enlarged, receiving characteristic, square tips. The fuselage was more or less taken from the original Me 410, since it offered a very good field of view and appropriate aerodynamics. With this package, the idea of retrofitting former Me 410 cells was kept, even though later flight tests showed that some more detail modifications had to be made. Most of these concerned the internal structures, the most obvious external change was the nose section, where the original glazing had to be reinforced and finally replaced by solid material – an experience similar to the modification from Douglas’ piston-driven XB-42 to the faster, jet-driven XB-43 of the same era.
Maiden flight of the first prototype took place in Augsburg on 6th of May 1945, with little problems. As benchmark, the Me 410's maximum speed was 625 km/h (388 mph), a cruise speed of 579 km/h (360 mph) and a combat range of 2.300 km (1,400 mi) with up to 1.000 kg (2,204 lbs) of disposable stores carried in- and externally.
The overall flying characteristics of the Me 410 did not change much, but rate of climb and top speed were considerably improved. In level flight, the third prototype Me 510 V3 reached a top speed of 812 km/h (504 mph), and even the serial version with added armament and equipment easily reached 750 km/h (465 mph) top speed and a cruising speed with no external stores of 650 km/h (405 mph). At its time, the Me 510, which quickly received the rather inofficial nickname "Bremse" (Horsefly), was superior to its pure piston engine and turbojet rivals, even though it was clear that the turboprop was only a preliminary solution.
Due to its high speed and under the pressure of Allied bomber raids, the Me 510 was primarily used as a Zerstörer against daylight bombers. Many aircraft received additional weapons, both directly incorporated at the factory but also as field accessories. Popular modifications included two extra 30mm guns (MK 108 or 103) in the bomb bay, or provisions for guided and unguided air to air missiles. A camera equipment package (Rüstsatz 'U3') allowed the fast aircraft to be used for daylight reconnaissance.
Many equipment packages from the earlier Me 410 could be fitted, too, including the massive 50mm BK 5 auto cannon against allied bomber groups. Initially, this package (‘U4’ Rüstsatz) comprised the original autocannon which fired at 45 RPM, with 21 shells in a drum magazine.
This weapon soon was replaced by the even more effective MK 214 B gun of 55mm caliber (Rüstsatz 'U5'). The BK 214 B fired at 180 RPM and proved to be a highly effective weapon at long ranges, outside of the bombers’ defensive armament range. As a drawback the heavy system (the gun plus the ammunition belt with 96 shells weighed 1.124 kg/2.475 lb) filled the whole internal bomb bay and precluded heavy external stores. Therefore, the 13mm machine guns in the nose were frequently removed in order to save weight, sometimes the weapons in the side barbettes, too. But: a single hit with one of the 1.54kg (3.4 lb) shells was enough to bring down a four-engined bomber, so that the fast Me 510 with this weapon became a serious threat in the course of late 1946.
510 general characteristics:
Crew: 2
Length: 42 ft (12,60 m)
Wingspan: 49 ft (14.69 m)
Height: 13 ft 1½ in (4.0 m)
Wing area: 480.11 ft² (44.78m²)
Empty weight: 10.665 lb (4.842 kg)
Loaded weight: 14.405 lb (6.540 kg)
Max. take-off weight: 18.678 lb (8.480 kg)
Maximum speed: 790 km/h (490 mph) at 7.200m (23.500 ft)
Range: 1.400 mi (2.300 km ) with full combat TOW
Service ceiling: 40.900 ft (12.500 m)
Rate of climb: 4.635 ft/min (23,6 m/s)
Wing loading: 29.8 lb/ft² (121.9 kg/m²)
Power/mass: 0.24 hp/lb (0.39 kW/kg)
Engine:
2× Heinkel-Hirth HeS 021 turboprop engines, 1.438 kW (2.500 hp) plus 980 kp (2.158 lb) residual thrust each
Armament: Varied, but typical basic equipment was:
2× 20 mm MG 151/20 cannons with 350 rpg, fixed in the nose
2× 13 mm (.51 in) MG 131 machine guns with 500 rpg in the nose flanks
2× 13 mm (.51 in) MG 131 machine guns with 500 rpg, each firing rearward from FDSL 131/1B remote-operated turret, one per side;
Up to 1.200 kg (2.643 lb) of disposable stores in- and externally
In the field, many modifications were made and several additional weapon packages with guns, guided and unguided missiles or special weapons were available (so-called ‘Rüstsätze’).
The kit and its assembly:
I am not certain when inspiration struck me for this fantasy aircraft - I guess it was when I tinkered together the Hü 324 whif, which was itself based on a 1:72 scale Il-28 bomber. When I browsed for a respective donation kit I also came across the 1:100 scale kit of the Soviet light bomber from Tamiya, and that stirred something: The Il-28's vintage contours would perfectly suit a Luft '46 aircraft, and with some calculations it was clear that the 1:100 wings would be suitable for something in the class of a 1:72 DH Mosquito or Bf 110. Then, the ill-fated Me 410 came to the scene as a potential late war basis aircraft, and from this starting point the idea of an evolutionary next step of the type, the Messerschmitt Me 510, was born.
Basically this model is a kitbashing of a Tamiya Il-28 in 1:100 (wings & engine nacelles) and the fuselage of a Matchbox Me 410. The IL-28's wings were turned upside down, so that the nacelles would now ride on the wings' top.
This not only looks cool and 'different', it's also plausible because the landing gear could retract into the wings under the nacelles (with the main landing gear doors closed, just like the original Me 410), it would also reduce the angle of the aircraft on the ground to a sensible degree - with the engines under the wings plus the landing gear would have been much to steep!
Fitting the wings to the fuselage was pretty easy, even though the original Me 410 wing profile was much thicker than the slender Il-28 wings. Cleaning and blending the wing root areas was a bit tricky, but the parts get together well.
As a design twist and for a uniform look I also replaced the whole tail section, matching the angular look of the thin new main wings. The horizontal stabilizers are wing tips from a Matchbox Me 262, the vertical fin is a modified outer wing part from a Matchbox Grumman Panther.
The engine nacelles were taken OOB. I just filled the Il-28's landing gear wells and their covers with putty, since they'd end on top of the new engines.
The propellers come from Matchbox P-51 Mustangs, outfitted with pointed spinners and held by a metal pin in a polystyrene tube which runs through the original intake splitter. Looks pretty martial, even though the nacelles ended up a bit close to the fuselage. The overall look reminds of the Short Sturgeon, but is not inplausible. A compact aircraft!
The cockpit received some side panels, news seats and some equipment, since the original Matchbox kit features almost nothing beyond a floor plate, two broad benches as seats and pilot figures. I also opened the cockpit hatches, since the aircraft would be built for ground display, with the landing gear extended.
From the original kit the BK 5 cannon installation was taken over, but I added a scratch-built, bigger muzzle brake. Since the aircraft was to become a high speed interceptor/Zerstörer for daylight operations, I did not add any further external ordnance.
Painting and markings:
I pondered about a potential livery for a long time. Almost any Me 410 was delivered in RLM 74/75/76 livery, and some at the Western front in France were operated in RLM 70/71/65, with a low waterline. But I found this pretty... boring. So I made up a fantasy livery which I found suitable for high altitude operations and based on my knowledge of late Luftwaffe paint scheme - pretty complex:
The aircraft was to be light in color, primarily camouflaged for aerial combat. I ended up with something that was planned as something that could have almost been called 'low-viz': all lower surfaces received a basic tone of RLM 76 (from Testors), with a raised waterline on all flanks. This light blue-grey would blend into a slightly darker FS 36320 on the higher flanks, almost up to the upper surfaces.
But in the end, the flanks received more spots than intended, and I ended up with a rather conservative livery - but it ain't bad at all. But so it goes...
The upper wing surfaces received a wavy scheme in RLM 71 (Drak Green) and 75 (Middel Grey). These are not typical late war colors, I rather used them due to the lighter shades. On the fuselage, just the fuselage crest was painted with more or less dense blotches of these tones, blending into more patches of RLM 02 on the flanks.
To add some more unconventional detail, the fuselage sides and undersides also received large, cloudy patches of RLM 77 - a very light grey. This detail was featured on some late-war He 177 bombers, but you can hardly tell these extra blotches because they have only little contrast to the RLM 76.
The tail fin was painted all white - a formation sign for a squadron leader, typical for German late WWII fighters. The black and white fuselage stripe is the ID of Jagdgeschwader 26 (which operated Fw 190D-9 from airfields in northern Germany, Flensburg was one of them), the red number abd the "+" code identify the machine as being part of the eighth Staffel.
In the end, a very subtle whif. The new engines are most obvious, and they change the look of the Me 410 dramatically. But only on second glance you recognize the other changes. The new wings/stabilizers with their square-shaped tips create a very slender and elegant look, the aircraft just looks fast and agile like a true heavy fighter should. Mission accomplished!
Inverted on a peninsula
Two Nikon SB-28's side by side @ 1/4 power just to left of frame pointing up at Tyler.
Bell Ringer Ale
Bell Ringer AleWill RJ Rockers ring your bell with this big, bad, 8.5% brew? Well, that depends on how fast you drink it and how many you have. But, in our experience… well let’s just say our beer panel was quite the lively event the night we sampled this one. On the pour, Bell Ringer offers a delicious-looking hazy amber color with an off-white head with decent retention for the high ABV. On the nose, look for a floral and lightly grassy hop profile with subtle undercurrents of pineapple and grapefruit. Beneath the hop aromas is a rich and somewhat bready malt center with a touch of earthy yeast and a light impression of straw or hay. As you take a sip, the core of sweet, biscuity malt comes to the fore accompanied by hints of brown sugar. Hanging on the malt backbone is a hop profile with enough bitterness to provide plenty of checks and balances, while offering a delicious flavor profile that’s at once subtly spicy, grassy, floral, and citric. The mouthfeel, which is soft, round, and quite full, makes Bell Ringer a pleasure to drink, and the spicy hop bitterness that lingers in the fade kept beckoning us to take another sip. No wonder it rang our bell!
Serving Temperature: 48-55°F
Alcohol by Volume: 8.5%
Int’l Bittering Units (IBUs): 53
Suggested Glassware: Pint Glass, Tulip, or Snifter
Malts: 2-Row Pale, Bonlander, 60L Caramel
Hops: Tradition, Cascade
EKU Pils
EKU PilsAs you might suspect from the name, EKU Pils is a pilsner, a style that has loosely become the most popular style of beer in the world since its invention in 1842. This style originated in the town of Pilsen in the Czech Republic, and it was the first beer to be brewed clear and golden in color (up until that time, beer was dark and rather murky). Though it’s always remained popular in the Czech Republic, the Germans ultimately became the most devoted fans of the style. They added their own twist, too, brewing it somewhat lighter in body and adding an extra bit of hops to give a refreshing, bitter zing. EKU Pils is a well-carbonated brew, with a big, fluffy, bright white head atop the golden body. Look for notes of spicy and floral hops with a traditional pilsner maltiness. We enjoyed this easy-drinking brew, with its crisp, clean, and dry finish, and lightly lingering bitter hop-forward aftertaste. This beer is great with food, and would be a great accompaniment for anything from pizza, to whitefish, to Chicken Kiev, to spicy Thai or Indian fare. Prost!
Serving Temperature: 48°F
Alcohol by Volume: 5.0%
Suggested Glassware: Pint Glass, Pokal or Mug (clear)
EKU 28
EKU 28EKU 28 walks a bit of a tightrope act between a standard eisbock and an amped-up, fortified doppelbock. While their recipe has never been released to the public, we do know that it spends an astonishing nine months lagering, during which time the temperature is lowered until the beer starts to freeze. EKU claims, however, that the amount of ice removed from the beer is not really a major factor in its potent level of alcohol or its concentrated flavor. One bit of info that they do acknowledge is the “28” in its name refers to the beer’s “degrees Plato,” which is the German method of calculating a beer’s “original gravity” (a measure of the density of fermentable sugars within the malt/water mixture that begins every batch of beer). To obtain the high ABV, a very large amount of malt must be used to infuse the this mixture (known as wort—pronounced “wert”) with the sugary fuel that the yeast will convert into alcohol. An average beer typically has an original gravity of around 8-10 degrees Plato, so EKU 28 is loaded up with around three times the level of fermentable sugars as a “typical” beer.
On the nose, look for a big, caramel-heavy aroma. The impressive flavor offers up notes of thick caramel and freshly-baked bread, with light fruity hints, and not surprisingly, some notes of alcohol (producing a pleasant belly-warming effect that is quite satisfying around this time of the year). The healthy does of hops creates a very well-crafted finish which balances EKU 28’s sweet overall flavor. You could say that this is a beer for special occasions, but honestly, as soon as you open one you’ve created a special occasion! We actually don’t recommend it with food; we think it’s much nicer as a digestif after a meal, like a port wine or cognac. A full-bodied cigar might work too, if you’re so inclined.
Serving Temperature: 55°F
Alcohol by Volume: 11.0%
Suggested Glassware: Snifter
Lakefront IPA
Lakefront IPALook for a hazy, orange-amber on the pour, with a big, fluffy head that retains well before dropping to a persistent collar. The aromas are big – it cries IPA as soon as you pop it open, in fact – with prominent piney, herbal hops offering a somewhat minty cannabinoid character, with a touch of citrus rind. Take a sip and the hops hit upfront with that same bold herbal quality, with hints of grapefruit zest and pine. The malts try to get your attention with a crackery, lightly toasty flavor offering some residual sweetness with a hint of fruity esters thrown in, but ultimately the hops declare their supremacy in this brew as the big hop flavors carry into the finish and linger with a firm but not overpowering bitterness. In fact, that’s one of the things our panel really enjoyed about this brew – it’s not super bitter, but it is super flavorful. The smooth and creamy body makes it very easy to drink, and we found it made a great thirst-quenching accompaniment to some super hot Thai pork stir fry with basil and chilies.
Serving Temperature: 45-50°F
Alcohol by Volume: 6.4%
Int’l Bittering Units (IBUs): 38 (an “honest” number per the brewer; 55 using a different calculation)
Suggested Glassware: Pint Glass or Mug
Malts: Cargill 2-Row Pale, Dingemans Cara 20, Dingemans Cara 45
Hops: Columbus, Cascade, Chinook, Simcoe
ÓGêÿÿDMó6Å¡òvNËrRH_J1Kej $"ïö¾ÖeÏY;à×/ô¿Öe8ÄR®I¤öñYº[H(ªZ:íÅnXÓýS«ÅEËKv9m\¢ÜzÎ¥$GXµhdÑrÝK÷'ÃX²é£ýfZT>WÖ5É¥h&
íÞx£¹ÏÉÑy(&«òÉj'ªúZ¤LóÇuýZ9m1EApî8éEùÿ
ÈHú[üIðÐH:°jPÇsÍ©J MFÿNcO%ä¸òL±÷óP[I¯$k^e_¢äͼrÄÄÐRÔ¥´ê´+´¨*ô¯[8¹·RE©iöÂæN2`®/.,Ç24H¥pÞ2YyDM*kB~¶Y(ë}EVµb8Hp(Oß9àA¶\Vù3_·Ñ¯&½hy^(Û wÚ¹0ly1"Å1F;w@HÕä6߯LzÿÑ3·yÁè4×/LxÔ
håõÂo5\Å&,I¹øj÷ïºh0KÜiæzuåÔ/lõ5ø§]·$fó§ÉÅï<ê9n,1<0þ±=åý&7w«iw:͵Ï'çn«#Å#øªv_ëJáÒàÅ1.¿L¿ÿiÏÍ7çÿ3ÇæÝvÓOät«(ÄqGzñj0£?Ô_¸é°KBçþ§èµãîºfëuå¯+yM«ªâ[FËk,Î<}eEøcZôE\ÓOO=FbLxx¿?î§6ÿl_Ë~}Ô5zYumZ{8Ö!D¨"P¤nÿ¶ÎßgösoI(B"#¿Ó'@lG`Ô´Ûí&æêXoôKÉ£°ææÁê;åzñéJ«¸»
¡%äJøÚÍ9ðB²3üßèµf;Ü}!7×àó]¤|SæÛLÔ°P
³S.»f³-4òW
I¶f`]£|¬XÙÙÜÚß9ä9¤ $nò7Úyy«ö)cÃh}?ñØ.¢¦z¯q-Õµ;A¥Ï
Ú#R£gõ6å·ÚÍ´>(KKÕÏéþ+°m%ó^uâß^òÎZ5Ô*ÅU¡^ýØþU̽>§£(1üN&£M#ÿn4©SQ¸Õ¬R 7¦@]èVß6üRÇ*ïøýoèµâ1}Hëß8X5¬sAnm¢õXå,òð¹ï³esÄ
x¥õWüïæ¶LNÈ+M'ômþc«jÚ[Jí$¢YJ©)d¦Ã_ $}MÂ&eKÌöð4$vºwrªn"ZªÙ¶èN[£BÈõI%Ç!Ð#-´]7KåyR^ÜGÅ#´,jUÏúÙQ9
²9HCý2föº~i$÷ _ÝYüq;˨øGÙQû<²¨K)úاAdW
@üÇÓ^Y^õØTÑb5pÏ)í
RAÆ3ÆJMªXÿQrÔ±OSZffÎCÖÄîùjÖ«[nfkx!ç´fì^7l2»Î³u
Ôïè1Z·á$»V¿Ç.ÁønÖÜ4 rp~'¨íØR¹Tb¸Bí_®Uwe
ÑVÂÛNîPN]²âãäÚGºýØ=Ë©&uÌii¦=Ì|@_ÿÒvÜ)§MöÏ6Kè
¦2ë@7ß$¦$iF¯«ÇúqÿhþÃ3ñ`á÷´K% mYnÑQÓ¸©PÝ
:~¬³( 4kSn\¼qÃ
0 VV©;Ú8ñËðæåMRKK
ia*
Ò0~3¹¨vú3d$Ib6¶Ò"ùGxYb%xýPdø¹1ý¯²¹2Q%kÎ)oãôÊ6U¨oO|®Q=h6:?)5e5©ØCLª@e~_ò^¬[Ü]Þ\º·¢Åmôª*êzÍV¯Ppk6ÄÍGü¦]Å-¬·b34£Ê´²0ÿ
9D{H`SgVÑü¡åû$´YZÿR5Z"I#}ÐHw«ñuÌúÙ
¢?ÓÛ§ÓÄýJߺ£Ûù_D¿´ÞÎÉÌOzJð´ørÏÊsHÌWcôÿ[ø|øÄ%]åçÿ-jmM:M/P·Ñt+8R,e[OIày4³weãá×Â$)åͦµrPàÔ"§N1»c¥ñ§ý÷ùÌDd}]nù©Ík%ÍÑúö¡,©+´x>Ù<Ý. K.È15Yë÷Þ}d
#õ¤^I¸÷bG*×2tül@ÅÚi÷&hСgA¿Nf#mF$LÇLе)Iȥѣ4DQÕ¦V¹!oµîZb´ZÆ~ ß0·¦[¦j°¨¯SÜáäÍí¥A
Ú:Ñ/Bs$IÝ·ÀÙFöÝT
øåxçE¶q°Oe(<ã[3cr.$ñÿÓµËJxgK<Dàn³¨<1ª+Ußr}³gÙðã¹S* Çîù.¼ÏNTÌIBX÷Óøô£ÍlrúÊ˨ʸ
¡V2x®ë½Xrvæ
yçîØC:8hí)bnÁô÷9ùû&Ý|w§©ÌHÑ)+È8ÑÇÄÖ\º9ÇF³Ôî®l5·Ku.×
ü¹
r?k-mf%uµå¢¤O#]ÉV{×b9Fê)<SÇí6BxãTÄìRZQÄi|ò*l"Ußcö69(a9ÂFRêÊe¾Ö!¸¸#³¨H%ëîrÍ/gcűâDòHÊÒkÍCÌ7Ú÷·7h}`!ÝJ(©Áéô÷Ìßz;J»¿µµÄÍÚÉg¡,dè/ü½W!Kg²kDi¾hJãg)[^S*æ4û23ÉÅþÅ3ç<éæMzìs%âqbV`hk×6X4Ð7.iÉ"Ðôë¨å¼àòÈ@ª×~ ìN_"%ª1ÙNµó5Ô:Ãz¶ñ'pª¾³ÇAð~¼ÓOKÇ_ûa,JüËu¯ks4 Ç7«ÊuUï·|»G8äLXf&Cugn b¸Y#9¯*-iM½þ,:ÍFÈákèR®æ»Ý?×/4`10h;¿0O6¢×Q¨.MÙP6.88Ó8¥hY5MýHÞfTÑÕ>nýX)]ÈTûeg mA%¾×a2=M,Áê?=q0¶'¾t=?tëµ'Ö¦@ û]³ ¨(gi ! IV¿5aü§-º¼´=äÐßds§ê1caÐòIÚÃ'ÀG-ÃA ìv(}ZÊÂêwólR#HR8îâJ§hH§¤;¿ód+íç¾ëçÑï$Ô¡o+êêv7L¯q3º¤È*
éË tâ;HH}?ÍHÎNãd[¾×íµtÓ4ë{xÊ,rÀn7#eý¦ÉbxI?Qÿ5²rIWP¸Kf(dÜÍêN+]¨·Z.öÿbNÛ´Ûýqs³¤xÝè So²+û9qÈkÌ0á¢-/M9ÄñwWn3*Ò)©¯:õ_å\$|_î¶)lµ°xïWCê4q
¨*¼ØÔñÉÄÊ©|0å,wEUQîgaõâNCø?²ApbÆ ´©øɲ<20Éc)G¢Î;Ê
ø3ɹ
NíÛ³õrQäéuD@ÔP¨2-P§dðØD£ÜÄ{ëØCI+Ȩ⠨¶NÁcÄR¦®K\Ç%]Xjá¾[`lXHïm&<âg÷SR®%â?É=äAÝä^¯@7Áb÷MTÕufЬ¥=cñH~doÆ<V)R²M$lRydÜ+©äßÓ䣸A#bª!TuiCØàñO
»YÇUPä¹ûUýyæ?øm4H#°4Ü|ñ
á^\"ÌÕos¾ÕÖXáÕ`ª~ÊÖ¤SØ`8äy$dV÷ãnÀ1Ë<09£éÇv,â
Zäd¹P*wÊåÂ0:óÌ*-öÿÿÕQf÷Ï7'¾@jK'Gú3;CQ¸¸ÚÕim374P¥ºÐ¹³à8Üd*µpB§ÃR¿Ìå6 ®-iÊ$RMåü§¶L
AC<3úon6äPÚÝÓÁN\-{¥ïôèn̶S\yrñ7å2CSòÝk0ÌzúÿÝ8sÄ?ªþ,üÀ°RÛ̶P:òÒ®ÿ¼'(cÇÒÔã¸õ%³ùÇÉ÷WJú®,¥ZHÈu.ËüÅùegK?á;Eâ»´ò^©m:qoÅ8¬|úIø¼_£ÃË¿{gÉF×Lxla
ïâ¼Keâ]O%âÇqG¦ûý¬¯(&d×8LpJóDL¯aòÀr-Mèzþ8aׯêYÓ´è-úÕõ¢!nÝGZ2JGfDu^ÂrÍ:hVª(ÜÃcÍUÚR²VS,h_ØZö#'Úª{¬Ç(É«DQð¨^"¹ÿY¬Ê®.Ò9@SÜüÇå$DW67e}Õ½ÔÄ`0 ¦ò0BejÏo4
ÊI¥iâ2`Ê.h¤Ñ¸|s1ãê(§%ëÆTMËɶh,î=6ùQQ{ñ¹t¤9sj
·áä@®bU«X=²0¹2Ê:-kP÷Q¨½Ic_£&!.@1ñTeÔôe§¹t§\°iä|â×TÜÃR{ÿ^Liæ2±®µ;§ÓZSùFJ -t6È\Êäì;}ç#)÷2ïF$
QµO¿)!°"6b8®8¨ ë²ÉE®îpÂ2HënÿÖÄxgNozX´±:h©â=Ë%ó~¹!¯¢ª{£údèãr]wÌ2£üûáq&EB[ÍrUýäáGúÀdÄq©4xæ²ÝWäÄþ¬18%Ô®ÒNR;·z
¾óÌ÷6#`ÝiH«îíüS)˽°D#£l /ú£øåE
ñÆÌwëï2¸UÖÞ»ÓÊÌÙ*ÇS¸Èݲ_qád¤÷'U¸2Ðn{äd6HÝ2
é²
¡ÿ×41¯|ó)IôNä@S*âݤ%Ôgôæ]ÒAÔËÁ¨1>Mypñ0oçÓ®-F?M«ðMþëvÿU³sBbâxû'UßfA¦ë\Ôr¥hM½HÊQµ·&g$¯q¿â¿Ó&ZùªÎb¦E®Õ©82¦æÔô·èhz?¦ÈCKÁêbpj~ì±6¨Ü[Jaø(ÒjNÿ¯Ðfë½:õ#»WaSì0+ÙH×t«·ãõET²íA³YÃ]ùO2T|©ôW.¹uj:HI|ÞArà¢v2.ß˳ɬèûãÈKËÖצäuôk:Iw¡$òf¬ª`Ä~gæ¢ÃòÒP>UÖ@©Äµ#U4Ô[@ÔÅinÕüÌ[&~n.>Äâ51=WÀSý%@kßcÇðá¥K_±ôq®'Â*IJ>Y'Á+MedïæHÆ&PxäLÊDB1mQ;T÷ðÊøeÉ]L*½¹xdLK BǸ@65?pÉp¢Ôþ±SA
SiRÔQ-¬äÒFÛ\×r´ôÌ|¶ØÆÓ),éÿÐ12UeôP×m°$!YöÉ%ækuE4K"0¡FvqF^83¡õ
þ«ºgNV÷hæ»Ðï÷<Ü5Ø<£Õî@<ÚüÙe±(Ë3ËìH¯SÛÝD&©æÈÝkêÃÛl
2âCKæ¶í½¶vHn¶ïñ@j VµÉp
ãpó$½½°p$eXÚìRAC¸ÆZ|]©Mµx
f#£¹.x-®DU<]ª0Zø !.5Å·Â)BJ8é*è¼É^ Rh(=ÆU-=ÌjPU¶rÌ̤TÀæq«[¨¥^Æ®
[NDÉöË*ºÊ0Ý(rC`f}ThAÇ.XÙR:©èÄÄĵúFR7n¾ø|4
ÉrH¥MO`N·zà}¢ëüM«ÌûF§ævÈÔYäÎV É¿·lªYGFÈãïGÅmÄ
³S¶áD¨*)L%µÀ¯ÿÑÀÞ¹äáôwßz`µµ3Jò@µ*EHÚ Ôa²¼KImBK(QÅAêLÈG%)©ä?/^ïn#ÿ»"<þ´óC`vóqrèñÏc÷ptíIíãûÆù°kÄýqÿJáϳðËý2Gwå¿6Ú^Ñ.P~Ô-¿Üs;³O.GúÎ,ô¹£Ó+îþÜÒâÒhiüÊi÷ɹJ2qÉ#!AµhäѾrÁ±ñ"®º´~ÝM)¹ÊÎÈLþ¹=JïBl-õ{¬µö®KàÇ
¦¹~Ñ?,xQJfíúòûò\¥áÍIo|<(RyÁêÃÛ$"ÒÏF z&,y/7p<qÐm6¡%ÜEzÐ{dÄ
C½Ìc~F÷ËD
8Ý #&&¹1±ã
}jáÚ¨¤ü
1àg¹Z8¯å úIÈ@2L-ôÛ§7§°Û1çtmOTÆßKhiSã×1çØáº/EÊ%6ÑBAà2³&\*ëlÞÈq²à+þª{àãOØÛxÿÒ÷u#ïÏ)á·ÒJÖ ædä¸r,6Í0ÜôÀeMíß
ÓÄW~ð¡cM@I (êp£e1 ûò`RÚõöä¶VÏ"*@ ÛQquÿiLËjæ\yvv#Ñ.òÇImâ¸?¤È³¨
ì¸t%/åäÅ|~åñí®øµÊîoËUOÁwÈå±í|gøXÌzü®/û¶£æ2ÑÚx»ÏgdïPo%ë`õû²c´q1=cù#]P¡èh2C´±1üEÉ·rßKùGþBk¿Á:>&j|ò?Ê0QÙòT_#\w¯üDöd;8«GäP0Zûäi3Ê1 ߧÊμcEJ«åØý¯¢«%°iB²hð-iÛ uåÀUM:1ØdRÈa
édV#WK05Óéȧ/ Û)á,éL¡iqjlþÙ ÿÿÓsG@~òÇÒ)Û±§Èbôª0¢¿xÓ^¨ÚµÃÄhõÄI¿HÒF$4Þ«JtÃl\T£ASe\(*N)T¤
äÃÿÿÔËÓ¾yi}!µ=p!aké¦I+´ïøa
³ïÉ*ã_èï×ðÉ«»wÅCG®![íßo³Û®Xý?gBÝUµ
V7C×èé
¦iíøä±þ!
MÔtÉ¡½©Û¦ð_FI
üUõ}éOãäĪ5xoËé§ðÈjPöÍiþ,´rBÁß$ÅÝÿ¦*Zñÿ3×ùï
Ã׶4ßçLB
ûG,bTèÉ1(Y¾¶-rÿÙ8BIM%W«ð°¹Jáûâ_²ùÿâXICC_PROFILEHLinomntrRGB XYZ Î1acspMSFTIEC sRGBöÖÓ-HP cprtP3desclwtptðbkptrXYZgXYZ,bXYZ@dmndTpdmddÄvuedLviewÔ$lumiømeas$tech0rTRC<gTRC<bTRCELRY`gnu|¡©±¹ÁÉÑÙáéòú&/8AKT]gqz¢¬¶ÁËÕàëõ!-8COZfr~¢®ºÇÓàìù -;HUcq~¨¶ÄÓáðþ
+:IXgw¦µÅÕåö'7HYj{¯ÀÑãõ+=Oat¬¿Òåø2FZnª¾Òçû%:Ody¤ºÏåû
'
=
T
j
®
Å
Ü
ó"9Qi°Èáù*C\u§ÀÙó
&
@
Z
t
©
Ã
Þ
ø.Id¶Òî%A^z³Ïì&Ca~¹×õ1OmªÉè&Ed£Ãã#Cc¤Åå'IjÎð4Vx½à&Il²ÖúAe®Ò÷@e¯Õú Ek·Ý*QwÅì;c²Ú*R{£ÌõGpÃì@j¾é>i¿ê A l Ä ð!!H!u!¡!Î!û"'"U""¯"Ý#
#8#f##Â#ð$$M$|$«$Ú%%8%h%%Ç%÷&'&W&&·&è''I'z'«'Ü(
(?(q(¢(Ô))8)k))Ð**5*h**Ï++6+i++Ñ,,9,n,¢,×--A-v-«-á..L..·.î/$/Z//Ç/þ050l0¤0Û11J11º1ò2*2c22Ô3
3F33¸3ñ4+4e44Ø55M55Â5ý676r6®6é7$7`77×88P88È99B99¼9ù:6:t:²:ï;-;k;ª;è<'<e<¤ >`> >à?!?a?¢?â@#@d@¦@çA)AjA¬AîB0BrBµB÷C:C}CÀDDGDDÎEEUEEÞF"FgF«FðG5G{GÀHHKHH×IIcI©IðJ7J}JÄKKSKKâL*LrLºMMJMMÜN%NnN·OOIOOÝP'PqP»QQPQQæR1R|RÇSS_SªSöTBTTÛU(UuUÂVV\V©V÷WDWWàX/X}XËYYiY¸ZZVZ¦Zõ[E[[å\5\\Ö]']x]É^^l^½__a_³``W`ª`üaOa¢aõbIbbðcCccëd@ddée=eeçf=ffèg=ggéh?hhìiCiiñjHjj÷kOk§kÿlWl¯mm`m¹nnknÄooxoÑp+ppàq:qqðrKr¦ss]s¸ttptÌu(u
uáv>vvøwVw³xxnxÌy*yyçzFz¥{{c{Â|!||á}A}¡~~b~Â#åG¨
kÍ0ôWºã
G
«r×;iÎ3þdÊ0ücÊ1ÿfÎ6nÖ?¨zãM¶ ô_É4
uàL¸$ühÕB¯÷dÒ@®ú i Ø¡G¡¶¢&¢££v£æ¤V¤Ç¥8¥©¦¦¦ý§n§à¨R¨Ä©7©©ªª««u«é¬\¬ÐD¸®-®¡¯¯°°u°ê±`±Ö²K²Â³8³®´%´µµ¶¶y¶ð·h·à¸Y¸Ñ¹J¹Âº;ºµ».»§¼!¼½½¾
¾¾ÿ¿z¿õÀpÀìÁgÁãÂ_ÂÛÃXÃÔÄQÄÎÅKÅÈÆFÆÃÇAÇ¿È=ȼÉ:ɹÊ8Ê·Ë6˶Ì5̵Í5͵Î6ζÏ7ϸÐ9кÑ<ѾÒ?ÒÁÓDÓÆÔIÔËÕNÕÑÖUÖØ×\×àØdØèÙlÙñÚvÚûÛÜÜÝÝÞÞ¢ß)߯à6à½áDáÌâSâÛãcãëäsäüåæ
æçç©è2è¼éFéÐê[êåëpëûìííî(î´ï@ïÌðXðåñrñÿòóó§ô4ôÂõPõÞömöû÷øø¨ù8ùÇúWúçûwüüý)ýºþKþÜÿmÿÿÿá$ühttp://ns.adobe.com/xap/1.0/
0, 0
255, 255
0, 0
255, 255
0, 0
255, 255
0, 0
255, 255
ÿîAdobedÿÛ
""""ÿÀ
@ÿÝÿÄ¢
s!1AQa"q2¡±B#ÁRÑá3bð$rñ%C4S¢²csÂ5D'£³6TdtÃÒâ&
EF¤´VÓU(òãóÄÔäôeu
¥µÅÕåõfv¦¶ÆÖæö7GWgw§·Ç×ç÷8HXhx¨¸ÈØèø)9IYiy©¹ÉÙéù*:JZjzªºÊÚêúm!1AQa"q2¡±ðÁÑá#BRbrñ3$4CS%¢c²ÂsÒ5âDT
&6E'dtU7ò£³Ã()Óãó¤´ÄÔäôeu
¥µÅÕåõFVfv¦¶ÆÖæöGWgw§·Ç×ç÷8HXhx¨¸ÈØèø9IYiy©¹ÉÙéù*:JZjzªºÊÚêúÿÚ?&ûc$ÿ/4ôíÝÆã>ÀWU®
¨ý´?$®Z¨¡;xìàVÊöaR
p- ¯·Z~×úØU¾'Æ¢½}ñJТSÚp*ÕRµêIØíÿÿhëÚ¸nZn»}£þ_ù·W ö??ølBÚ ¨Üü×Wħþü¬Zc¡hÔ©?óV«B§µOÓK4 úkû?ó~4A@h[nè)CD(Zñ)ÿÀUq¦üvüi
kðïìÉlKºVQ@,W½86ç®Û©?µKªÐ
OlP
ÏéëþË]éèv§/óøp! íñðéþÇD¥¶à¦Ûô§ü2âh@¨¡¥IìiûL¸©Àí¸§Póÿuâ¨ÐUZøxaVÈWubO·ú¼r*ÙQ½kJî£
¶¦(;ý8O%lWöMI'ß"Uw3¾*æ$b)¹ïÐæþ|UÛV;ì+þ·\¡KQ©Q×Ä/ýw)YþGR»ýõÖÀò£põÞùi*Âwâû|¿ãlU¦ÌZÐûäÀÑR±ïïû8wÆÛmì~X¥¢·ùÿ±À«ÔF¦àNUÛ5e}é×þ¹ÅR@OÄvÿ~,JCj¢½ºú¸¹V¤ÐáBà¤!JWö¶ý¿ö9
ä+ÕëݸÿÍM+|פøtÿ®±U
C]AØï×)ÒÓoø,JáQôÚùÿ>D*ÆUbNÔé_øÙþ|VH|wQÓ
ÏjÔ×åCLºu?|)þNL*ÂÃ/BkC^ãùqUyT7^ßñ«aU1VB+JvÛýoò²A
ºn(&«z¸íÚ´ÈsP}úçüçÀºò hHßj
²J¾5ñÛÿ3ü¸*!ßr9Wzô§í«¥y`7êzâ«¢U`ÀÿØòÀªªaS×¥dáUñüwîGüCªÊCMé*o¸öW îGÂiNoóÿuäBW;~Ì¢ý¯ö
U©V"ÿØÿ.)\Ìv møSÓ®Ûu ý¯õ¿Õý¬_¹#ïþ#
V"l¯sÿ¾.`x ½*=ò%V©{û¯ BÔUÜZÒ½)s*î[níÿ4âºúT
öÂjð§c
JҼɨðÿ²Jµ«QH§ÔþÎIZjnHµÿ\årCM·ÂíÓ¹÷Ä% ÁMIÛ~¸U`%jA ÿàCADµZÐôØmÿ7&L«D>Åzçìâ®$íµõÄ«£PÂIQµO!ZH¯Tøí·ùJ¶ÏZöûÇúëü¹VÀúö?kâÆ 6䤰6ÿ_üÿcmAñm¸=ÿÉÿa\cJµÂ:ÿù8%à¡«Zl
:ÇCUäÞ;nWáÛù~,bU²8@ØÔT÷'ù²AWQRj;÷éþV%VK*µkòÆ)^´ÌîE>cþ
8ØvéV£-*÷É)\+CØרÿq
jHøEâ~Ö*¹+ҧ·!GèFÃ
WPÔ
ÐÆU¤ Ì(Fäøl
ÚÆ)é´O^´ÿp*Õ4ÜP°ðñÅZ>ûð
¯GPì+ãûoÿ6b:sû[ÔvëþWR\
¸Ñ¶]ºïÓ8i+^¢oúï¶ÈüGToNÇüÿ
ò¬í¶âÛþ6ÀUh@Bîkð
ñ)iPûTÛmºûJ¸Ð>#ßq¿úÏ·PÊ»To±iüÙ%oá;T©ðÀRУcÞª¦ö ßþ
ªá'¯_øÛRu¡'»*¨¿gañ/Ju¦%ZùmU÷ñÈ
Z8~µ÷É!k*¸Ú¢¤)µ?ælW0XtR(Hý?óûTÃoR
ú?æU¦r=ÏBÕiAíUÛ+|DO¦§V ¦Ý@óOòàUà-~
©°ïþ˪Pòbv¯¿í|9\(/Cñt¦%-
$ô
Ö»¿çüùh6¨£ìíÛCE©,hHÛÇ$¥wëÚ»Sþ%þÃU4@Z¼¶â)·úßêàbÐUåF¥?WóÛ·
v&wùýB$Qj{Òoöri[E¨b~C¶ßå`C¢¡OÃSQJÒRµ=ÍzÓý´¹TÕFÛ¿çû8¦+Ëá©Û£xaBðxð5¥~ó
-§Qö»
ÉÄl*
zëÿ4¾®U
ñ
«Zxÿ/Úÿ+PÙû@1©ØoþìðªõÙùPzü¿Ê´@WÞ¦¿,RÚÄd]÷Þé·ù8X¯Z°Ú @ùÿ7ú²X+ARäåÅs]»tÿë¼l0aOm«¾*VƤ}ú|Éÿ+ýTÈubØ©£õý£þ¦MZ®ÜTî{Ïü
§Å¶ÀëÐ`Y°¸)çÔ×¾, TÔÇÒæ(Z
~}Éÿa«¨6
±?ëZuü@üúaVXØ|éÿ]b©JòZÐï¿Ä(sqzt¯^dnàÐlÝKW"¥q46Ì~ÿù³©ê{b8 44OüÓüØJ['AOEy'
iZíáûX«|VûƸ«j¡}®ÕÛ
¹ ¿}¶¦´hÜ´Ä*â·cãߦM.æIo_§ýìäPµV ¯©¨Ô¯ð8\hà´#bkþðxª(mQ¿zÿ/üBP*hv§òäRØC»Hkïûìp¡ZÔíOLRØü[Ì=¿æ¸:ìzxÿÍÿõÆTߥÞ(kãÄ¥Îw'b(k
DM6èa
Zf$
ClAí©H¦ãù±U@ûTöñÿ5Â~5&§l*¥B¦ª(iAóÅàXï°â?âMU¤)£raUXTþgörP°GCÈ·]öíþ¯ù_±%]^£j|PñáÓ"ªAAN¤*¬c&b¹ÿ?ÙÀ"¦ÝÀÿ[T(Å
FãÁæüP»Ðû+±êEá°Rª(+µ:é×U¯¡ßý÷¨ñ®4¥qâQM½ü2IiÐlzïãß!s@Ã}#aÔÿþ¶
Ap©¡¥z}«·!U
ý«N84R§qÿ
þÏ+K©/ZûÿÄ°Ò·é²üI¾ +~*9WbÞÙ$·éJäàCNÀ{ÄpR¶ R õ¯ol*ØBõ§Z~Ïû,*á
®ÃûS¿û
zJµP÷ñ«J2
Ú¿óNTô{TÐl?âYU%¨ еñþvÿ_
®Û¦ûv#¬tرßÙ{SkÒãAÿrȪ×0ê}©¿L(_$EEM({xà*ØZÔ9Z®
7+ðþ£ÿ4åm
©êMÝÏódJ´c¨økÉ é_ò°ÅW¬aA_
ÎDªÕI$×ju¦Â}Íh?ÏìáRß¹Oaÿâá"Ô/õÊÉ´FZ¹4øq
*óQPÍWWCWÏù°*Æ^$?_üi
Á(A¡þ³höáþµ-p
ÁAØ
öØ×âÿÀÅ²Õ ?bM{ÿ²ã+JS⩧]·ÿɶwÚòßüæÀPצÁ¾bÿêåd!Èaס§]²A!£ÉT°Ø
»Íø´bè½?gü¬¸3
¤uûCzTí½?Ê_óþ|
e¨Ñàì>ÿö8A¡ñ0Q¶ç¿oøÛ xZÉ,ÄoàßçûUÎZ.ÀÓ¯üÛ¥§@yïÔ×
Å«ZTâð¹%i-³/ZäUÌ(Zñì9l
z«sV½2Ì9WØJ[)M§aÓ|ÔR¬À÷ðÍ«,§}ÿ7flBZeäAãBzø+E¶ ý×åþ¶H¡Ì¤R½ÉÛ[j°åµ_5Àmµ*6߯ù?ëåeZ$ßÄ:/úÍ
½÷Äóf@!²`H;n{SIwUÇëÜþ¾(YÇÃJïökBåR»
5)Ôäî5$½ÿee
Îôø=)Z͸R× *Ý{SþþAhñP{uùäÂ[§6;oÓlRáÇ}ºtÛüùâ2íJa¡s?¼¹ñP(Gü×ê´©P«ßüþ,JÚ=÷ØÒ¿FD5Ç»|$
©Ôÿ³ÂlF>ªÔÐÿƹ ´èKTk]öÿ[,,$±á=~óFVž%UìRÿÉÃ$´@qÄM;m×þiÈ .5!A¨
·¸§ùY$0YRO@;
br¡jî{TàCaBì@Qá_øH¥¦¡
{
ÓÃìñÈ%mª(v+ÿbâÕ^,ONþßÉþ¶¯ôè(ÿµíÓýóâ¢1»EìkR?ÊÀU²¿xÿâUr¯ÖÿÍø´TTU»W¥?Õoò0«N*
AÿÁ7,®(
7+×Æ¿ñ!-ì´*vùAjvc_OüG¶u§Oøl¹
z}?ëqȻdz§ù°
r E®ãaBôÝ-B6'þjåö°*5Òö-(T¢Ð)Ø÷§Z!BЪ©µ§Nÿ[RØn?hPøE
ºê*ÏÐïü¹«viµGÏìÿC
§
úãþ7Ëê:·Z`´±ñFMxw=vÛù¿à²Í
´~R7 ÜßåcIqöS÷øÚÂäªMmZöÿW«ý:
5*»í·ìãI[N]MI©Ûþö%^ªÖ¢»ÿ
Vù?*t=qKL¥vïþË&ÅJU 7۹ȥq>¡jØÁÍ[P:ÐÄá
ÙÝ{S¯l)rTøw®ÕÄ1-ƾý©þZÿ>iÛ¹=âÝ·Þ½É+Czñ¯·r!+ç@(¤oíþÇ°Ü(Øïþk\Ôb*Üôéû/
´©¯A·¿ùð8UUÛ 4 ÿÍ_åäJ¯RÂh¨¸
\I²ÐuûÿÊÅ\±@&´$øaU«Ný;ÿ͸U¦§BMOJwÙ~ºu¨Ä+õ®ßìÿËÿÈ«KCAÞ,VØ
÷;ÿÆÙ
ÊÀmAÖÿ°
Y(ôVI ÛÃüøý¼°*ê×pâ||?ÊÀUc·FëøàBæª8
Ó°?É\È(jM+B{a
°m±ßaìGüW(nµ&»Ðô÷ËWn
7ñ4ØàU±M°¡ê?
V5C^ûî?æÜUåXMw§Â;â«yÇ©Ûþ#ÿÀ«@eïJS¾ØUpUC_Ù4 ÿ?Ø|UÎÝ~,!
*$+Ðw¦%Z*iñtöé\
ÿÿÐ'$¡§ÿ
×ÍK·hPÕö©ïLU¶XUe*
ȳC[*5ØÔ¸}õ°+tf
Tì.ý)ãÿÿ¯U«MÈø©ÓÛýLUiâ«ZT6ßGù_çöòAZjMºvÛþj«5¨Ú¿çûxUk¡'bSíO³Ë
öQ·Z¾êàBÖòb;|ëû8ªÊñ?ôíMùñùð*Êø~~ÏBÂÕ$M=±U7ì6=«×ýMr¾ôdUºð¤Ôm·æÿ[Z nÍ÷W$
éӶثE«×zvéþ¯û
ÜlJ"ÔS
¯'ÓSËᨧ¡ÿWü¬nBV¤J÷ÅJæ,q×c° ´ÿð£zô¯íqĪú(b§näõÀ±OÙÍp±p3ÈÕÄ.ÝE<Ûçö°
jµRzëZX×pw¯qÖ¿äâ°¥âA¡æãþNªnÜa°â?ÏD+àüUöëþÉU&n;uÀ
6`H;tþiÉ,5jEöxä©¢¯BkQáþ¶*³©Ú¦U7?åÁ`U_LIÚï×ýl\±4 ×}úÿ«%zò-ã¿OüøªàÆ;Ð÷ÿ¿ËW
7_
©Jx×_ÏC2NÝWþ%Járû#Ã~øªÐÇ© 5IÂÅkA¨ÿ5¥pþb9Sèÿ++@ñ=ïòËþF!
r#vÿ?åÄ*ÎeOJü½ÿ
µ_´vØtÍÿaV
ºý\$*_û
ZxY_mkÿ\ä
!öxW¹ÿ+ý\Ug:-ãßGÅö°¥aì$ý?à2(^v5¨¯ù>2,d½Ïù°« Zoÿ
«A¶Ã¹ëa
Òµ$õ®*ÑÜÑE@ë_øovb F)\²¸'*Ò°û*Mi×þ6åXß
\l{xÔäU{)±©ñû+þËVÅ"ÓåþËâÿp
^~*ºíþo
¶±±,¯PÚJ¹I&¡¸Ðì)¿û,bâÍR l+×Ú_õ²H-(Ûh~}iöò
³~;ñ÷ÿ+
ªÇfI§úïÉ*
:ÿÿ[®ä¨éàâX¡§j1Ø{v áJÊÔÃãh*+û+MI
Gj=¿6ÜU¶+Sâ=éþË´XEÜ·S
_íÿ6â®,PzÓzÿÍ©ZHe®æp?æUr½ïÿÅ-$kF´ë×aÿ]`Bõû!ûP
¶§ú¿êà*µx©økÊ´ ÷¥Ò7*©¨4Gýu¡°Ä}
ã_õp«gv ¦Ý«
Z*»)]ëÿ5`)p Ó ÛÃþý\UnÛ?Jíí
Z);´¯Ýüþ¶*¹ûßË+K@H§jü±*Ðb~}ÿúïþOì|®SÈÛ ßµÇ$ªkMºToLVýP ¦Ûo
WT}kÛÞ#ÿ$SùñÂæ@¢ªiOÃýíòþL+V¦/æÄ)p!¥hvèOúøPÓra@iÇzøÿ¢ñ)QMÈÛ©?³ËþkÉ% )»RÞ¿ñ®!Zc¸ç±=þå·B °Í|)©t-!ßÇÇ\
BFõÇìÿ¯¯¯*MiâE6ÿp*Õ$Q6#¶«Ýy)AÜø6!]ÿduØPÿÆØJ¹ãì<NÝzøÛJÖ<É
;}sr'ÇqAÚ£^ãr¤zÐü\ʪÐ|=:w§ù®ZÆ74¡³Å7S_olR¼±"¡HåÖ»äØ«R»iFÕ¿Ïíâ«JIj§Çº
èÜ/ø)\cñWÀòàW<«]¿ÍqWP
½ÆJÈüGcÿàB$w¯ZdÊͧ¿QY (A ñJµËÔjtßè¯òâ°ôãZu?óNs
tõÿ?ø|JÕ(8¨>=ñ(ZMç@:wßüÄ!̧jÓþ#JêÝw¥wùà*צ$øÉûºW
»¡?gÇJÁ@~-Ûµ{B
V`[Å
:ÿÃâÛSÇpü*Ù5¥NõÛ4n CíüêbÉÑüU¡4Ûvè¢Õÿÿ1U¢*l@ÇQÿ«JñMk×Úñ®IÂòé]ÏÙò,¢ öÿ°ªäs·°®Ýÿ±V
Æâ¡ä`z{`K[:ôüÕÅC¨ò§ýu[*:)Þ¿ðÜqUÄqNPÅVÞ½äïC_øö9®y@µßçÿâj5$·ïü˪à
=©ó£ÅymAMõéóÿ[ü¼%*¶#ÂiÙdàOnµÜÿƼ¿"«+S'VÚ©ÿ/$«øê;qëQ·üG®T§½?æï4Æõþ»ÿ/üi¤ÿ>mZQQ]¯\P¼ÉÀÔG¨¨ñÿ
Å%£ð¯ACQåSS^#þ¯,U`Øß½?Ù`*¹þ&FäÀ}öx¥´VÐÿón(lSf÷Øü¸¥¾t$vñÅ
ÐSzõúU4_Ú{a
Ò¯mªI é·òÿ
VêMvë^»~ÏúøôÊ5(ÇÛù°j
~ýv
s±n\§ZS:³ã×µp,c¸Ú
A©ÿ·Y8i½M)þmpÚ´ø¿%[;vÈ¥ üêzî=º.s0biÐð*Õ×â5®ÕöÂ7S_PtØ÷¦I\8ñ
Jrï*¹M~Шû/çÄ+ZÐtéJb®N'ç¤4±%{mBçsÖ¥»ß]¹4q·Zoø×iد÷þl*âM¶ØõÿY±)r×
öè:óý¼U¢Ù¶ê7ØätiZ(:Ò½æÜC@¤ý«BOÛ¡õ=+þOìáK¢*XÔ¨¦âù¹ÿ«
ì~ÿN)\§*wïMÿÖÅJáñ5V¾ûâMȨúp«B*n;k^ù/â}סþioÛÂE+ÛéĪéhÛ©*
¾ßÍ-ð
J
¶¥OÙÂ
å8u®üp%x%H©¯¿ùÿw.nFGÅR¯ùüX¡Q_Ô&¤U
:bü¾.]hGÌæÿW®Pͱ ïO}ñW3ï½"»³\T" í°¨ÿ°!ϸøÛSl¨H§NäàU)Tt5:¾,UdÌ8#jPáBÈyØ×Ãùð¡MRêw?´qBÝÁ<E;B©S¶õ¶H%zCBA¶ü¯ù«#%ÂSßüøâ¬+ÜüGÛüþÆ/Z1 '¯Ë¯L[h=¿Êåeâ*jû⪤oZS§|Uz/%~ÛV£üòð!zFÌ ðï¾*½Ô¦¼v?ñ?õolÄÛqAOø*ߤ
ßsÓþü*³êËÐTß/æÀª²èÇîÿ'ZbÐéïzEj9
ÂÓþþ®1éZ·ù§ùxªÎÎÜwëî?pEUïZR½OúØ®xÐ'ÃSxÜoËèÿ
ÿ/
¹¨
Ãjôoú§©´\¾ sOz&)Sdý¦i1µè_óÿ'¬j¸©ü@þuÿ+ù1U6Pدóo×ùp*п*üJ©ÿ?ÙÅV±5©û'¯ümÿ7â¦ÀJôþYð×8ÿüUÛñ¥ñØÇM7Ûm¨Gýu
*r }ÎçoüÛ[+ÄR{P¹hhÝGã[ePSöNI.yJWõÿZâ6ìM(kÿ
þGùx¹ªwr¯óýæH+EPê(kÒ»õã|W
=Á>þøRÛTQTmR/çåþVn¥Ûâèùoû+WñÛq^ý*×v¯nM·q#$
ßñ¶´¼(ܧ!·Où«FPßd
dUmx>UíþNIU|ØÆçþ1à)ièOÅZ«·Àli߯µ>ÖÎàqôÿe1(k·Ëùp©iO#ñn{ÿÍø¶Wí±?óvIE(jxìzBmÐôùìâ«ý.E@èPp+Dî#ö«Øâ«*7
w'¹þoòp²\E øiBz²À*íìGìø~Î,UÜ
Ôóÿ`Wqâk_Ãáÿ®òa-ÑÇzWoóø0q«tû óý¼\c?o¹ðÚ¿ì¿ã\!!¤|?ù§
êö4$ÖµìËþUË´ñfÛtë_ÿ#w=
ßq¾)
¨U54}#ùr![Eªz
éM¿ØáJê¡0I®*°!Üu¯a°ßüþÆ5ÕjÀu¥k±ÿ'
¯jÊdÓ}öþWÀ®¨oðöÿ_õ0ªÓA]·Øl?ÕÅVñjü]~ú¸Ç±mößþkÅZ(êIäÛÚªò¼ù*ZØUÌ"z`-28# ¯S_³R®ÝñVÊPøV´ÅK`G§Ö¤t¯ýu-VùÉÿKL¥â»R0±a»þRߩʪçcÓÜÿ/úø
òíJ}ý)ZÃâð¦ûoÿ[^ 4ñèOù_çñá*°¥åÐìiÔóÿÄ*ÚºêFý°¼øNËÛ|PÓ)ñúÿÙâuw¡'q@|*
|?á²LVȼ޸«iÀR@X½v?ð¸îAEÆöì±
ÕHûD6úrJêºB
ôªåý
Ùæ¤l*0*
}é¿ùÿÁäJ®PÄZÇ$²(7ô`KºÔ
|[øtÿ?ùéCeAªRµïâp«Nª\Ätÿc]R רü?ÉÅ[ã¿Àm]÷ûMW(!¶TÐÜaV¸íJ+×ö¿Í°+o×;öN*ÝnÛl?ØàV¯#]=ûbR¢½! Æ¿kï©rÃÝúmÓþ'øI¯_H%w_dÔÐ÷ïÿ7aKK
*+ÚµrVâ>üI?óNlU4Ø0ïLZ+ûm½OB?ÈÿòA+Gdþ¼iB¦½7ûÿÉÅZQô*Gû\r(qZ|@PøÆÙ%l`:õÛ#Õ!Ä5(ùÿÀ&¥rÒ¾ûÿÄy`
±×½:oEö[þ²A+hÒ|)Û$ÀWbGßþ%Ce5"ôßüÿgùj~×øÀÅ|ïSM¼Gì¿Åÿ
%hJ7éJûoü¸Ur6'ýj)Èm±'¯oòpªâµ§÷È¥j'sÈÿóRáC8ìw§üm
+TÆN¾ÇVÄaÍYNÛÿªÎ«¿ÙIîp\#$ÔíE·û,UaREHÛb@ïþJaUJROö?óVA+x@zÓ¾l¾ÄÓz÷Ûýú«ö°.
cQËjP|
ÒÝ(v÷§ÃVÄ`Oo Ó"UÊ9ÕVþ`?Ïíá
ãF!ÇÄÝOø\U¾cÔõ¯Aÿ\bq¨¨HÏör¦ïCÖPÒ²©å½W©ê9~Ö«©MRûó´ÏÊ»Þw?çûxRàTì¿xÀ¢HÉ«`jH;ýU¯ÜÖ´ß~´ÀªÝ>UÈ¥
Z¸ï
yq
I®M-è½6b±yP¼»{û*Ù ôªÒ¾ùYBà=1A·r{Ó´ª
õî<?ÉÂçøTt5ߧùüþÞªf5è+M
rhrî±QÚ¾µWFÝzô¥~ÏüEZE äP;}ö8UyRh|(h¾ó^¹Àn½k¹8±+*k¿#ï]ð«`ø¶¥+_óÿÀ«B«Jõ;ÓTað~`oøÓZ¡¢µj>ÿáBÞ+÷äY5ÄFÿæhE7Ú«®CÄ
~ÿø\B´®ädxÃàK^Ñ|;×þ'Vð¯Â÷ðÂî±4;
öûùÔÂ
ªE~
÷¯²É
jû-~L
Ñ£ü4ݺVN"µ>Ç´h½Hîë¼*ê3P·ë?ääUh*I¡OSáü¿äâ«öWr[oúç^[(øöÿ?ò0
^~ í9 ooò°ªÄ¢çw>ßÏ*¸Ñ
°÷¯òüK¬§²G^»W }ããü¸«a@ëï_ÚVÅZ¡¡ySüÛ
¹AZ
&§|*Û =Nûuÿ²*Ó£8ZÐÿÿdækÄÖ~ì¿gt
ÝvÀ)^CzÔPÿƸBÇãñüÑKs<tjÖ»ÿ³ÿ+ý|´~2xîOqÓüÛ
¹HÓ¨ê)þð8«LP© 'üþUÁ
j<*iÞóVm_£ESÿã´Ü[ßéÈ*Ð
@jÒPÛQª£Ãù§´iZ·^¤ôÿ6À!j:
¨G\U¥æþÛßü¯µû¡º±©¨ø¿Ùø°«UÚoMÅzoKR³C±Ü§ö¸äUµE:Mý²JÓ§¦ô¯Ü0«RÕ~.¿!öÊÄ¡®5 ZPÿù_ïÌB®Z®àJÓ¯qý嶻âíBÏàÈ¡¥÷ wÂoÏþ¿òòAWq]Ø;V£V¸ì**Gáÿ5àWPMvØÓÇüþÞ*åû[S®ãßþlýÂMTÑ
GcÜ×"È#âP@ ß©oòr
ã½zûCüÿo[%AØTìwÅ[`GÚßÛýdø²A-GQ^4½+ÓþmÅ.:öì6ÅV§ÅBNÕØô§úتÕjoÜí®a]Ójíãÿ6ÿ.!\À©-]ÇÓËü¬%ZÅ}¿ÿÑ(ôÁ¢ñ4ö4ßùsRíÚ¨@AßÃ¥á¹b«T²·ÙìæÜU®U4ñØö¾$Å\®+¿Sôíû8¡Íʪ¥Nä~ÎhTZS¥;bÄ
À ;/Q\^ìYêØí¿üCiTÑiÄ×cµØâU¢êÄ Ðl}¿ãl
Ó9"¢ÿìþÖ;Ü
_õÿ¶íMÅ*ê¯?£¾ôþoø,UÀ
oõ?ë·_äû ÓÇ
¯ª{w5=FhÑ·^µ§åÀ®g^äûbÑ1©jÒî:ù§ù°«dõí®Ã þN8´R¯Ð+þ¯¡§³v¡Þëb®cCO½ÅZÌG^ßçþoWGÄl§s*ß"¿®ÝO_ö8
X_äj)Ôÿ5àJèÍ
:ô&¿çûXB¯,Y¾^ÿçÃkJSÃ?Ïù0+cÄOŶõðý¬*æSöÈÐmí«¥*~%¯"®äÍ]¼<qUÜצÞ=¿ÖÅVs¢Ô×ðýl!
AjPôÿr$%k7RûL¬V*ãB;ÍXU¦ªGÂ:ì6ÿ_µ±cRAîiÓ$ÒÕ¢î;×X¥a@ô#¿Jÿù8P¦_ 5ì)ßuH+ÐOP¤äC
PvÂ
ßçöÏöð«L-jÛuÿÿ/ü¼*±A¦ÔÛåÿ5â
ü¶
.ÇùW$!ºø{ÿZ*Wì;öÿ®qU;ØÓç\(]È©Ðö÷ýþlR´Tµk¿zõÿS¹·CPxWmQJ{Ðøâ®%¯&¯Oò¹bªPÁÉÜÓ©ë´¯*wÿ?ÛĪê<;[©+C±Ø×,VPE^´ûðXÅX=Aÿ6äB´ÅAâ êGoø/æÄ¡Oìö 'XÒmÈu5ðÿSü¬!$QCU
ö=6«g`>#Ü4ªnÔ5cðÒ´ùámÊ®ITØq®æ¾Ùª£zÒªî,A'é=
¯V-ñ0§p*èhÒmPõ?ñ·ùX¨¬µZIãýìâ«éÇe »×`^µ¡¼H¥N6¨¤
¾þBäÿ³Å-ð
a½w5ÿÅWßÀõÿ?ÛÀBÅ
>*Wq½?ãvÀì ÈPTbª
É »¯s·PMiÓÞø%\|$
fê[ü¬¹ÍIa¸bOB0*ÕbÇâïÐ{ÿ.l£íÐý#þ!V|NNü:Ö½ÿgoÔ.O@¡'þ$¿åâ·(ßÛ{ÿUÞ»}8U½Ò¤
üðªÇ`
Ooö¿Ö®xù®IV±aFVÖ´é·ù?êä
UåöìßæøU ¡O
ýØ|þÏûUÇÝ~w¨ë+lµ%¶=
FÔÍÿ6á*ÑköFõð¸UjU)Øà*ºHûÙÿ?óL*±\Ô8«ôbÀj
þyo×ú¸«`{4ñë]ÌçÒë¶Ø¥Â5ØoþñBà Õzúçþ'\EhW·ÃìÿÀb®!Y¶Þ¾=6ÿ>x¶Õ «ø©ïÿ+ªßÄûJ®ÖCJíãÿ\bâ¿ÄvÆØPä$OÂkøÿ2äUÈJì+Þ¦Ôÿ.j¿ {ûÿíâsÍVN½©Pvû8¥Ñ
¥7öê¶(i~µ©ïÓ
´Í»OæN_ón*Ø;ÔìÝþËù?»Þ?æ¡unk×èÀ«H¯ëôòW
¨ÈtëZ±ÿÅWSB6©Ûj`Wr¨#¥6}ª~ÏÅ
\j ßäÿͺFÞ*â«Tv$]öíÿ\Z¡êk¿Zÿ±Â«Vµ©Øvÿ_Vr'»ÓÅ¿Õý¬
à®IV¥NæåW)âjsÔò¿ÖÀU´¢Óq_lR¶¥ÖMZ½w«¯ÅS·Èÿ¬vgö°+A
(£~»Ä\H5Îä×.Dà
<6ôË´Üþ³þ¶¶Ã4jxöÏBôJH©"¿ónl
нE|?[E =ȧýæ«ÄDjv¯Ä+ûX¡µ(ç¾ÝküÏWê9oÒ¸ª¡äiRmYt`Fÿñ7À91"íÿ
þ»bÒ»¾ÝÿæÞ?³\äý°@ÿ[¶ÃiP?³þ¾ª,P)ä^£"
& Gî?çöß$®eñîA¡¥òÿ¬)V;S¥káÿ«B6ñ±Ø^¿
k7§°ÿ±
±Pò;
ë«Õ 5=;ÍØB\iÓúëñ&çñÀâÃr¥Mh{xÚÅ-TR£ìûxâUr¯ E{¼?k;sZõ#·Zÿ6´MiO|ýw
Bäâ~lw§|
Ñj1 §}ºb®rÜ¥Þÿñ¦9¡Ø¤ÐÿÄp%À«72=6ñUÊzS^¦¿ñUhJ£¯í.(qâ¤:P7¿û_õÞºý°¯Oo´ØUi
$Õë
]ö¨S¹ÿàVr4ñïز¹ÖÊ»ÒúÏàÀ«Gbz_|PØ~%y
·#¾)m¨Rë¾ÿì±H\T½zûþ®*Ùø©Jûb«F¡ë¶À×¥>ÓáVâPôÿ°+Ô
ß?õWl6Õî}°\¤ñÞ Qàù8ɹiÈÔÓn¤n»íöL*¼r©SïþGüß´S]üwÿËÅUU¨ ïÖ½ÿ»á`î;lÃý_õ±CqÞ§íbêHV´8¹ZZ÷áBàx~c·ú¸¥¡ ('vð®(s5G#±&£ÜƪßQh7êiÓ·òÿÁ`*î{Óz·JvÁJ´#á£ÕüÙ ®v+°ãR·á
ymïNÿñ®7 ÞlÀ
{âHIÄÑ)÷R¿çþVl5w$îyuÛù«ÍhwìøƸ¡ÌéP6jHÿþ7ªLÄtùbò*y'Úñ¦Z~B:
º.(iQò)O|w"Ì:R§ÛUÍðÃoóûëâ°®äwí¾m¨Æ£¦Õ'mkÄZo½ÏíàV½5RP;|ÿÊÀª± ôê2I[Î"¯AN´ÅÒ¨Aû'z}íbj"£úë$
ÎXB<wëOù«ö±U´¯¸¯Óÿ[$²ÛöÀÉ"Ô'©#¯û*Ѩz½{tÜàWª~.´ß·ú¸ê±µ4êß|´*ä»ö_Íñ`WTr¢öÜoòWþ7Ä%kR¤q4íá
s P·ùÿ°ÅV´êÇùÀ+r'¥k]Æõû<[ý*¾BFÌßñ,*àüF´&ÓµÈo±©;ÓýAé·S_åÀi^½Z«
#u4ú2%Z®ÜM)Þs+ÄþØmô/úßÍ
Z*ÛÐ+¿g¹5Ú¾ßäá*¦äNÀÓsÿ5¯V++þÿıB×øª~ÐUNF¢üTc]ûm[õ\iâÝ?e°¡Ov`Xöùb®øX#o|\Äýl=»ølUh mªv§üG(q±#c°,BZ0UcC]ïVýF1cìp+nJÀïû?:ÿÂà
æ.ké޿´¸UiE_sÛ~ø^ð©=¶ÿ®p+¹(5`*Hñÿ%±Wâ9ô?u?þíb¥pjÒîwÿqUßm¸±úmöØáCd*ÝÏSW ñq_Ú¥qW*séZÕÅUjHZ¨ô5íþRàKT"¬èïÿ
Âxîæø¹¸øÔW±ÿ+W·J·SØõÛá^K9ñ ¨û]iÚoüÿáñJãÇ Ý?ëÿð*âÀJ{ù·
´B·Ã¹ùóÿa¬P]h ¨ðÀ©(:'_UH±;m¾*´1¨>&èk¸Pq]· w'¶ªâïÿìpÒÖ¯ÐÓa!uyQØärĸ)¿W©¹î{ðþÆDª©¨?£x*ªàZÐü±B¢ª(j#üwý¯óýUP£(SÇ
«ÆקùüX¡Quãì5ãüجª
w5ñÿ'®T¢Àö=ÈÿÅW=W`;UXÆ@ßüÿæüUÁX¹4ÛÃü¬Uo¤xñjÔì)¶Ñ
Ô
éµ?ãlU¶MytÞ¸«mµØÖ½àÙâÔøõظ¥¿MçJíCu*vÏû,U³ÄSèþ\R´B*6;wéþ(o+Ö¿çö1K|4éOöþ_ö8ªÊêw4§üÕ
\TÔøÒØæ@´{}ßë¬!©V ï½E1VxGÄ·ùüXR¡"*½½*æ¢ü5ë½:×SáûDv¨#¦)RuâO!ÇßÜ7ù°FOÂÛí··í}R° 4jSj7ÿ
ÅT¸q5" ¿Í_ÙÀq4ÓnôëþÏRmÇÁÔõ'þ
áF ?Ïü¼
ÐRQÖóþ\UÄÓáVëQ±¦*ÑO]¶ß¹ÿ1VÅvPwÛnêàVéCÈWÀWþ#Ç$96qJépy
ôï\ZE?pÉ*õC© 5ùÿÆLZàÜmQÛüÿËÅ]^F´kÖ§c¯§ÄAì*E:ÿ«üظ¨N5©¦ç¿ûøǵJîjhkA4¥ô$a
¸¡
V¥§jÿÇ¥²h
ô÷þ\
Ú 6?ë*ïO¨¥6ÛztÅU$
w>ÿìæUiäÀ:þËËý\@tÜÔ©ÛýZ6µ'jW§ûõqUÅhû
*GaÿbPO¿ëþoù·
]Ä@FÄtÅ\Ä#mÅhãoò~Î*ÙCWfÿ?¸(Áv¥Nûÿù«Mñ/ 7ñ§ìâ¤Rh+òëÿ6b«w~»üûÿ!Xìh´ù«þ^*¹lÇbh:7ùXR´;RµßþilUqò ;õñU$¨ëÔW¿ûåÀ«6#í}ßû_ëaW§a°5©ÿ>RÕjÕ xüð!À
mØÓ¯üܸ«¸×±
Oùü?åàUÒÑËãÿ]aJÒ(¥:ô>ãý\U¶©¿É©c\mÙ÷©ÿ[üÿ
¸¡fàH
ê{×VºÜ§aþçðaBÒ¡'zÒ§üþ,R¾P¥¸EGAßýçÅV°,Kn7¦(hì(6ú?ÊÅ.©@Ûñì°«U$ô;Ó¦ÿêñÿ+"]Á½Ümÿÿ'
MBOSABNl´AûG¯¿ù8ªÞJãS·ÓþËþhÅW"µÜmßö¾)R(X]·ñÀß*ÑÆÄúësJ>S¥>g¸W-ªNâ¿Í1UÅ@4_ÓíUeU7+÷çÅ\á*Rªk·]ÿý|BV©¥£PÜâ
ÑÔ îÐ>ÏUÛ°ÿ'®Ø¡j|JFÝéCö±)qûU]ØlÝv¯òÿ
ÞÔó㺻0Ö~ÃùqW6櫹§ûäÄ*ÞU@Ä
útý´Â«àAmÓVä òè¿óF*¸-à{
Ѥ·ìzÿü&pB¶õ>ÿõֶãZþ¡¢ÅÉôÏÿqW?Úßüþ!+Yh½~Òÿ©¸Ñ@çí_ÙÿeJê
UG^âIì:æÅVÒ»Ûüëÿá
Ð$UJÿR¹
nFà
l?Êÿ+"R£Øéÿ5bUyE?ù7
¯Ä»wù_±Ç
´çÅÕQã¸Gl;â5H>¡4Ú tÂãððñ2*)Wñ¯Ýü¸UmXö¡Æûþʶ*Ò¥zniáüË
[ R£+ôÿ²ÀUËü@ØÿñKb¡$÷5íüßíb
±ÜvÜuüUQj Ø«K@Züê8R·^;û·û
îU"Ñj@>?²Ù%kìoZ5¦*à¤NݱUC× Ø}ÙZh«QîAðÿ'm½
ÇÄSü\jN÷r?Øÿ>
¨*Ì6#¡ÂªqBhú2%Vª¦¦Ç¿_³-§:ïPMhOüm+`èã¶Ü{×ö¿8NÄ¢RâÀq'¾³ÇUõi*Ô§m»ûXjU+ʤ«òýÅW±ìV´é½*?gþÁä 'åÐ2Jö@Á}ëAà?æü\ã}Åp¥¢ÊËÆõÛ§_µÿ¶
íÄv¥zþF(p+BX
>8U°êhj^L7ö¨íLUßhÖ¥v¦Ãzµðbª V»xqÿSü*´ü S õì?â)VÃWûGÀ÷ÿWS«^UNÀõþhÅZ¡äGµ?æ¼\$&´Ü«V6ã"»
÷ÿ®r*¼%A¡îi¾¬@ؽúWUÎÜ.ã¿üGým×äjhÿq*ßC×o¦¿ócþÆ\ÊUw¡íþV®_÷jxtÿeþEþ´GÅ×lRÒ0;ÔÔ÷ÿ²JÒÄTJ7P9$)]Ù¦ìük] fÞ¥(üA¿Ý
´>#ØÓ¯üÓ[' ÜÒ§j.´,HGjÿ«ü«Zjq¦Û¿ØàBÕæÔª¦¦»?ª«R*)½:Ðÿ
Ò«µzÃ[-GmÍ)¡¶¨û$·ÿêàJÇ?d
õ_¬ØÔl:ÿÃb5¥j£Ç©¯üÐUo.F¦ùz½½ÜÓüÿkùòJên¢k¹Û"4?´{øäÕsb)úþÖt¥9V¤õ÷ÿ[öPà×+aX
÷ɪÒM~
¿à¿ÏE]ÈPuÚ´¦ßó^IZVn Õ½Î*¸1Q½Hê+ßýwJjkô*¤Ô_±µÏþmÅ[(<÷$CWWâØì-¿âËÈ°'PoþÇö±KÃ#ƽp!¥ÜÑ
6?ñ/µÿâGâ©åþN8ýêFÕ?çñâP±¾ÿ«KNM@jÿÏâÀ«8$
ê|ɪEE+þk
´¡HuÜâPÓTüGsþË
Wý)Û¸æ`+AÔWm÷Å+¨åâ(O·ùxÑzwñÿW*æÕ¯
zÿëþNH*àZ´ÄâUh5<X×qû-þ¾*à¨E<qW=:º÷Ekü¬*´6ÿöÛl%VÅÍhkÐTtÈ¡°6eÛìÿÍ?äbòaZôëÖµÿ?òñV*¦k¿üÑZ¬OÃÐ
£6ꢣ¡+[
Pð¦ØUmKC¥ZôÛüU°Ãz|-áÛþ-"}èj*Ùw®ûâÿÒ(*¹
¾õïÿüü1W5R¿Óþ!
÷f©¡Å[J"£z«D?F¡Eÿ`W&¦2*kP}ðªÞeMܽM?Ïö°lÆè>ìUÀµ©êâoíA·ooõ°%µä:|+دZÍx« ñBÐ8U¨(hë¿ù£
®cÈ>'®FâÁ
:üíTä&µh|GOøçÅW¦¼ºÐ
S·üG
µp6©íLJÖᢴ§oõqVØ_j{ÓzUo¨íl¬6§ükû¡h`Õ&½*Öû|á4êتHåÐN?ð¿ð8UÎÄѪ¿OøUHQvìé
$bT
ô=ùý¼(ZÌjKS~x¡¢ÀSüÿÝR¤M>&SZü%p¡¦
PÐu?,PÓ´P
A8¥c
·*S¶Ûÿ6(jOÔnÇå
[©î1V± îqV
PVS¿ù«fJuë÷þ×û,\~×·òaW,Øïá_øùXxøX±¥~_ó~*¨µÎÝ¿gþw÷W·Bü,(qâ *|C¡ñÿp+Fv¨ñ#¶ø«`K¸ØRÜ¿µ¯Èâ«V;t§lU íJØWüÿÔÀ«cWQQÞ½F
kEjjA®ÿë7òaBׯ-èOüG
¦ìF¿ßö2AV§bõ ªlCr"([)JAO!Zã¸"vð¦p%¶éSò§ùX¿µ¸Øßü¬U#Ôl7ÿÅW)R*ço§¯$qð$Ô`J¯!J%+°Û¯Ûâßå⪪@£`iíþVT{ûâÈ9
¾ãÛý*½äY,:Óþ%ÿUüý*j9x~ËbÅÔ
ÐÛõÀª*ro´þLU¶aÜ«âüRº
SmÏ_ö8¶Z?HíþÉ°+LÛR·ïþÇö±W<~Ð×þiÅVjÔ±§¾õ§ìâ®äI¦ÕíßÙÿ'´Ün)Ó¸ÿ+íb
¤í·Pw®*Õ9(P@§ôÿW
µÂ sØÚñ,(h®y(ú=ñJÕâ~1BÕéþË5N$)¿Ññ«ªÅn`TPÛ¯úø«*¦´ßoøÙ1WjMÀSþy~ÖhÖiEÏüÿcCjTò§òâRKþÐæ§ýLVñ
Ó¨äãoçÂÀ«^¾'ö~Ub°è ùÿ.(^ .êxãßh
;íþm¯
Ç¡§bi
VsZÓs÷ÿ//õp*âÅÔÕûÇòbV;üºÿ±Ä*ØùFõ'¯_ù³¨rÔ5GAüØ^¯Ä· ¨ñÂîDvåãOø⻡-Jrë_ö8q$ö§ë
Z
ÀöiN¸ÉEäOµFÇj í^Øâ¾Æ
MÿÕÿc
[U«n(kMü?æüU®AÏT#q¶ßÍ´äAð¨ÿÈÅ[25E:Pßçðâ«7Q×ìÿóø1Uìhv¨¨¥OPqW5ª6íQ¹¯ùþÆsR£mÛ¸ë
[eæv¦Ý)ßùp*Ýö4èN*¹SÔ`A;jö ÿ®¿àp¥®dåÔ~ÈöUð!ºn8áÿ6þÖ*ît¶ãÙG·ò·ù8U¶ªÐ:ÿª©
*ÀÐuü/ü®=¯NÞÿñ¶.g»öïþF)i[Ep¡°uíóĪÀõý?ðØ-@*¾Ûü¬*½ÿ¼;T
˯ªÑżiM¼ë¼*´¨O-z×üùrÀ«øáþÇmY{òéPWÀ~Ö*³bh6#«V¸
sl£§Äp«c¡c±:ÿP´QÄE:òµ¨õ¥i¿_ö_ñ¶*î5zíJølUg5¯Ò6¦çüÛ8·½î7¯üGVÇvíã¹ÿ[*Ù4jþÉßåþN*âàìw®ôÿ?ÚÅV±eAé½qUÈ¥Û5½©þ¿ùMBØYäMoã
\haQSÓþ$¬Ø
´â 3(=ªTUÅ\¬i@»vñÿb)cPQZ×8½7øGnôðÿÅ[
ÈÄjoø×&)pò¥ÿ~*ª(nÛ
{©þÃö0¥µ^þ*ÿ|_i°*奩þ4«éN¯ûõ0+¯íN£þo 3îjvÊ?·J@Mh@¿ãlUu@Kr¡¯|U¯F¥
6¯ùXÄ;ÿÍ2aU@V
;R¸Ù,¢¹>?óF*ÐR;÷ß½ÕÅZf¡¥Bzÿ×X«iñõG^ÂÍ[¤~½¾_ñ¶)sâ¿«ý_µÞ´;«ÛüÛ
¹È ¯ü,U§ØQÀôÿ¿cXîTl:ìq*Ð&µjÚ!TÙ¦´Ã¹þ^xUH«'Æ«½O^ø¡§¡ ¯zýñ<J´ymAáÿTÚ0zPúårJ¦[
§þ5á² Vk¶S4}®Ã½p
SûÖð«bJÇ~Ûøƪơ Ué¿J©¬ë¸ þ¬*Ù£Týÿñ®Z@5iZxUP(¡âwì0ª×'ªõ;oÓ¸Ôý®¦ÿð8¡yøºùSþ5À¢´,7ñýóûk
Wµø|;í¬Ú"ÞßͶ²Ô=iS_óbnO_ø]Ä°5Ûµ:b«R:ø«)mëJWlßûuÛ·ük]̨$î½é
ZãÄÀÐíâý\*êªìÕ<¥ì&XhÊäE:¶ÿ/
WTèHÅZJ¡|ûÿVØøø×þmÀê;o·ýuþN*Jô óøñUå¨7ܵÿ1VêNô=1K·i¸ÿ®.è=A÷þ\UiVFçǯú¸
¶ä±$c^Ø«O!(>~?óV«Zµ©'° ôÿ?ÚÅdÇëñt¥:äÿcÿ¹¶¥i¸ÿeVõE;§¯ù¶)Í(OOÕ«jã]êGÐòáU6Ôû$÷ÅV¿R¦ :`VÔQO*ìIë¿û¹]«NÚ¡ Nçp@ ¦ýÊÅ*ä)Oñ§ù_ó^!ºoö8Ò¶köE(GLUjûxvÅUd]æUwZñèwû¿ÉÅZR#¢»nißþhÅ\@BÔÜõ_òqW!S³V´;õßüU¦P¬K
7öÅWº
Nä8®KÊ´©ÞGÚû?ÍU6aÀ)oôïü¸«L¬Ä©ßaÿ]b´ ïÛ øpR ^´ê1VÐQm
7jtÿñU>%Fã©Å]êpG°ê?ÏùqJH&Woò°¡·?
I5 tÚ¿äâ¼PôÚ´çö°+¿hÐ
VÀB}û`Cj
i½<zïH\b;Üôÿ/
¹Å)JÒ½:bJööÿ®?ã|Uªkà78«|
9«¹réýìr(UãB|" áþNS$帩ì+×öqUQñ
?Ùð;Ó´¯ÀV÷þ\*ªð«CµæßÙÀÔ\úÒ½?ÊÀ®&mê=ºòqUÕ*x
©áßÇìâEbËAP)OöXªî\WÁÞÿÏöñWx*ÒµÛü¯öxªÖøª_¾äbP)¤Ðl?áÖÅVH¯.V¸¦ÉUä¢Üÿú¸UAaL(CÈAû'b:÷8U¥)¨;Rð¡SV *¾.cw5Ò¿ñ%ÅUª8>ßUu±¡ùòý¬(T¡Méö©¶øª !SÙ*ãLP¹A+Ó¿^»þÊáUpµ¨¯*ÛùSªpçZ)Ò¿ðبÿ-ëá×þ#®HÙÃõTù£m#äkB©§Qÿ]bª
(¦ë±4ííÞ¿ñRÐãÈm±qVý6kóÀ²ò4ãüÇ¿úÉüØUpR6jT
aþRÿ©²*)CÞ¿äâ«øo@jMk¿üE°%Í©Õü¸¡lISÒµÛý_ø,)l
÷PiNßå`Cuï׿üÑ
Wúaþ"zv®*°§!Ä^Õ§úø¥s £ïÅ\xÔu?F*ÑNäu?MÏþh aU¯Î¨þn?äâ«LIöE;x`ÄþðM©ò#a±¥hGùü¥oG'N*¢Ê)ZmJaV2>M)µ:ÿ«¨Ô
V{òqU0*
ÓzÓ¨ÿfØiOMU®ÂÛ·üo©kN¤
xĨrOµ|iWöp+f"¿´j+°ñUUO¡ùo×í`JO¦ËRHü?Êÿ#qð=Hû={ÿÃrÅ]ðM»r¯Jÿ'¥**¸üKZÕÜø«\ 9$Þ¦÷ÿ+ü¬R°Ä¦¼~]öì¿goÓPÇù¼ùÿÀâ® <Û1VÀHJõ§ük*9c·_ù§6»ÄSøÓþ5\UbÑþ0MBôé·À0,kAÔÔ×¼B[
£í·oæÅV³ë°'còþ\PÝ:ìýUOaöj»öÿ¶*»+Àì Â?'é§ùÿ°ÀªaTGÏ
®DD;:â«I«U¹
öþ¸ÿûxªöêõßµZ(ÀrRiÒ¾.*³ ¯G'zï¶uðö8«rø+þµ®ãñÄïµ~_µµÏP~¬PÕy1`*£¿Mÿkü¦Å-´§®àu*Ô©º¿L![¾lzR?ì¿i)GÁMÀ÷ÿâ«xÐï·°Þ§
º¡;ÐnþØ¡¦usÄ'§_*¿BiZCOølRÛ
ÀéN¯ü.*Ó@+Ôìý®IûªÊT¡#ú`Uä9¨Ü}
¹h]hÓáÿp+
kM>hjMCµ?á°+D±øj*Miß® åÊ6àÿþ¾M[#¦ô©ÿ®ÊÈkjj>þ6ÂpP@r@wßþqBЮ§ë ý]NÛ=¿ÏàÅVÕmë¾ß?ò±CdyµÛqÿ¸©V+A°¯À®W¨'cÿ/òóÂ
÷
òÿ®±W*$ô=:õÿW$®gâÌh>^?ó~*¹Ù
]ëß©À²µWjצ*¦TFÀtþ%U*Íßj
S$TrÅ6ÛjTÒ×þ¹Å[z¡©AÓÃüYª3H<<;²Æºvخ¾?óViI©f®ûnw4Àʨ¿NÛ'üc\*Ù ±§¨B¯emTz×þiIZ1÷ùÿÍ?*ïmÁîOcüßëáUÁSۨإµ?
hOë¯ùÿÀb#²z×}ÿ毷®Gø¹~ÖÿpÅ-°EÝÿ4â
¥kñ11á¯P¨¼`v'í
â«9 ]Û¥AþË®zíø²ÿ#
¸¸UA5*æ*»ñëV±Í:ÿ·Æª6:WìÀâ®/@Hãoöä`V½NOLRÙ
©£w¯ò®ZÇéñ(S}ñW2m°4ýù¥æüU¥QÐõ=E{bê¨OµOq®§R6§]±UíÆ$(:q?ëbò 5ñò°+e&â°*çZ+Ôù·$µNÕ©µ'üþÆ]ö÷¶ôéLR¥êÔúVoòøâ»0è7`|gX±Ü('~ÄþÓ`VIÜl+±ÿþlU¦¢¯&ìMi¸Â«Z¼êjwçðâ
® §o¿¶*§ã±®Ä×Z»
©±éÓqrÄW¨ßþlÀÔEzOz×ö¿â<qVWÀü)þWú¸UÄÔ5+½ùý¬B¸B©JmO
¿goo»t§Aû8§U'³NÇ\j(;q¥Sv©;mÿC`þÍ®ÿ!\!W»w:b¤p}ºÿÂÿ×xPép=NJ:óý
àäl§ ¯MòIi[ñ,zuÚ¸TrV ö¯úØ¡¦*Û&
§n¿õÆ)Z
7`j6§û,P¹úõ%¼üK
` îM6ùàVP/^Õð«~½ððÿ%p!ei°Ï/òâ««Z tùþÏú ·kÛ¿úتÝ
4^¾ãþºÀS;קúØ«|.@Qi°ùaUÈ
e¥>çö0^wÙúÀÿÃrȪÃMÞ§Çä?ið¡ÍRCU¡Äôÿp«`t°¯C¹ªHì|qVØ3ðc_lh:î?âXªæ§íí¸§úUª£Æ¢oô+aVÃÏ*GOùµÊÅ_ÿÓ&
TóèHÜwß5NݶîyuÜıV
½ºû7ŵö6©µ@8NE:b÷ZTûòáV¹+ÛùqWV¬FÄ÷ï·ùx«¨Î9@|á9.*Ò©aÆ´§S_óý¬U¢#¸³BP¸Þ¸På$ñÜwÿ®°%µr§wÿqBð?dEví
+J¨c &¦FFª+Û¸=?Ê®*=vëþ¯ú¸ªä4 ©¨5êiü¸ªòH;
z×þ%[®à½ýuû«Gã¨"¶îÊþl
åj6ã)OU²¬Ã䢿ð¸¥pâÅû ÷oõ¿æ¼UÇ÷±^ßêÿ®Zñ
®ß³Ëi^?âÏõqW#3=·5ªðÄDÕ}ð+ºµv§æÅ.(bÕ"ª ¨íMצÔÿð¡Jü_uO_õ°*§êG@ïÛiwû@¨íí¶¤7Ä)JSà±K£5SÚ
ïÖPÑøB |"½0%`4¡©=w¯ùüÏ0fhMkíV"µñ;P¶A&»Wpk×ùp«J
hOJÐ
ÿ³ÿ[[ÈCñ
|¿æÜUHµhÔØ÷ÿ5(¡¨?Ó
Ü
øºMúÿaU®M(Æ£l(S`u$b«jq5ß`OC\*³Ðm
Ò¼køÿþ[aWh(ýOöX«Jx«ðüÆø««AÈV»¾øªÑ"oÉH¨¦Ã¨ÅW¥iRM:ÿ/úØ«\¾*Nÿ kö°*ÿ³×¯ÿ#
¯Wè¦ÿóOølUÍñ
P®ÿçþìÅ\TI4#¸ÜàUÊ·&é@OÓöà¾Æ]PH?~ßñ·ÙãþN*ÛTz
oãðâÓÇöX«L¡MiÜuìqVÂ;×rüOb
w§mñVÒ§GzÿͪÎJiðÐö?³ÿ¨¶çáw¨ñÂ
®(GÛ§û!V8Àí·Ó
*)U©o»
$Ö§µLU¡ñÿ¬6>ßåd B¦ËZÿàUèK7R{0+£j^ûöÿ®°ªº¾Ý:m\\¯Jr~*½V#ìôßÛªw'qïÿÿ«UA«;Ø¥´F(H#sµzüä`Umv4¾øªð6éòþ#ÿ]àJà(ÜöxÚÅZ<ëþð_ä⫪»+þËüþêÿÿ4`W×V»v§üúØUßR_¡®*§^=ö͸«e¸ÇB(Fûuÿ5þv¨"´§íƸ¥ À×ù©@qB %صÅ+Àa¾ôÛ
B+½*?à[·öÈ`ÿóV*ßõw¦üÞ¿äÿͪÐÌGç`v¨Â«ò§oØÿ5À®äÄÞü×þjÅW' ¡ ¯Cßþ¸ÿ+mÆÛ
¼zSù[ljMNæþ¹/üC
®¥MM*ª¤ÔuZöÿ
©¥vÞ½¿Ïýù®Z| ü'ÇùsçE¨5ÿ°+ìÐôÿÿ1Vôö^߯ý|*ä*wØóûX«u#·Cø~Þ*µ¸©ÕXößm>"þ?ì±VÈæJÈë_ø8°MjMÿ*é `ÔØoù¯XØ×ßÛ®AZ§¯oõ¸ÿ6s@Lg¯B;¸rORßõÏüѬæ¬(XÕHÜÿÄqUÜA¨tîãoò±V
îAéN¿äñÅV¡¡5é^ýEqUáÖ
¨6§ùX«G#«¿lT°SN§§ùªÔeä¦ÛÿõFj|=+ïü
Zz¤Öñ'Àaïüp«åZõ=Oaÿ7¦sÐO½)Oò°«l¥©ZUvî1WrrhN*±Ô(ø·ßzþÚàCª*=·Û
¬iEÛô#·òÿ×xqXº½Í}üOúتõvßa¿ü7,RåRvm÷ßz³Â
BäǹÜ÷Û¸WÜBiNØ¥w«VÛ}ÏmðªæU«ZÇíäãú÷ߨíÿ
-ð,y/^¢¿³þªàW;hv÷~Ö*½W®ßäâ«Aañê*Ç·ûòSTuQ±±Û¯üâñMúWÄÿÍ8¢¥,kA¿v4Â_«á·üÕ.ห|Ä}JïÒäÿÍ«K^@ÈKµ¸ðû+þN*¹TÈ÷Gó\
´§BjOükÇþhÅW)âiÖ«þmÅVM@7¥NZ_S¥á¿á¾UÜ£¯ù®Z@'â´§N¸i¥6éAíU2GúÃüÿâ9%k7½¶ÿàB)Qâ ×®ÿófXIvv
j+TÝýk]ÇùÿÂáU>DSǽ1CMû²Aû4íÓ³þWü[È)^#·ùÿ©5~Ñ¡5áU¥GZt8«
Pwû±UÕFÃÄÿÄp«£Ij¾ÛWüÿÈÀ®
B®ô'üþ8«h6¥'ïÿ[ü*éÔ1UÑõâ¤OÇö°*Å!ªjk¿\
å£P-MONÛaUÛCßaòÅZ/à*
¿æ¯õ±UáÃjw¯sþW/³¹Z2îG¥?±W*|\Ó¯¾ÿµ%lkPd
ØíÐÿìxÿ¶6ê:æÅV¥zt§*ºB:BÞë/óáVÊ°øzøý?ón©kNþ_êáUéÄ,>~ÿ뫸ÑÇ+QÔb«¨7$}ì?°*÷w§ÓZ!V¬
(F*ßìô§J.*´~ w#éÂ
ÿh»Ómº`KB¼£vuÍ·ÈrÛ¡ØíÓTøkP6îý
µUÑ
FÔ¯üKrÄ×â5§P?^8UTÖ§¯òÃ⫺|tèvaUÁêw;ßñ&ÿâ«H Ôq_ò/VíááÒÏþO
åE¡¯øUÔ"¦´%»î«
¶ôñÿ+q»ãø,UpR¦´¡;b H'¨?ÖÅVMkµNþ#þ5Å
Ô-(µèI¯Oùé¬9Ô×w *P)ßþjÅx«tÙ¨=¿à°«aÉ"¤m÷ÿɱU:h(ûøq.~&Þÿ³¸nG]ê}ñU¥I¥6>X«j ì>TÿðªÖâH×Çù1Bõ?ÇSµvÅ.&Ö=+FêàUÛÛ©¨Øm®@kF$ÐÒ£¿ú¸Ul`kB?YÀ«ã¤ýþ*ß5¿û¿ç¦*ê®ýwÿðªðµ_å¯Ðkr¸ãA@GãOælUÃztâ}ÿÏý*ØQÈÜZx·úØ¡ÅdSÌoí×üÿ\O!·é¸5ÿ?öx«9sØáUµmÁí·ü.*Ù$Rµ{m×öp*ÄrtÚxö8UÄÕW§sö°+R ñ¦ûnßÄßðx
\Á¤éAü,*_®ûöÿcZeaSþÞ)lÓBiÖ¾Íÿ\b
¼H¥H*Ó|KÔíã®RZ:õ¥û/ò°«JxÓão"Tþ4ÅZø*:UÌ
jHÛ¡ðÿc¸µ>Þ=¿ÙbÖÐ|]?æÞ8«¢Z|C¯ÜÃ`C¾µÍv®ôÿW)9ß}¶¯qþWòsÅT
A¡mó¨þE\(P¯¥½+àÿçû¼UWqà1UX¢lM(iþ±«ü=jM)Ú¿ËWzd|T%zSöGú¸¥\'ÆMåÔurBAêA'¯ükË*áLZWô°«b¤Ö»÷ð8ªà;ó¯S7;÷?çü¸«^]m»b«\CÈt5¥?àqJR:AÛ:â«Yi°¦õÿqU&©ûÓþ%Òµ¦£¯Nµ4þ|UG#qNÛtÛöÿÏìbªN5¤ïµ{bªmØñÅTXp$²7¥à9b7Ây'Q¸íT¤Fä|:m±ä·úØ¥HF"=ûÿ`U»ªGOúç»Ps±'±ÿ+
´ü©A]Ï_ù»hG] ë¯_ªiBzUÎÆ
yPz«W(ÝB
קóøñW,*êÛüU²¬ª=1Ôüÿ[¹yªíCZÿÍء¤Ô/. û©\ÜH
vñ®ø¡t|GíxxÍXê
«Ò¿çÇmcW;
1VÙøìiài¿ü.*î\àòWÇlU¦å«Ó©%zÿª¿³W¢ :WüùqÅVÊx©®àï×ü¬(l«EkÛý)hÅÆ
&§ÃùqVÀ#íһéÅ\W'aM8«`ÚûUìzù³lÄmö¶Â«YYGÙ4P?ÍÏàÅ]NE6$x
ÑêKlGPv?çþo®¥E£½ðþ\Zª¡xµ9í
~Ö["ªäí_õ0!yRw½{âBíááÿ7~Î*·â<yR+òÿ5ÅW£ÏÃýUÅ
:¦õ¯·ùÿ°Å."¡©^4ÛIJÅW}Ö£·Sþ·ùXªÂAê·Þ«~Mþóû8«©;Ö½iÞ¸ªåøªiJçì!SÆPR½iûóF*»!ðhNþØ¡ ¡¦×éÅ[ªõ`Kw¯aVªi½OüK(XTÓÇüÏ]AÄ
P¿Å.(ÍÄ°4;t?eáqWzA¾ßHÅ]À©4Ø5÷?Ϭcµ\ÓÃÆ£ö?â¼Uy¨¦à÷8ª×JÐ {ÿ.*ØÞ»íZmÿb«erv;ôÿWý\U{+ZíSSNß³<éÇbkðâ®
ÇcQ^´íþNUÔÒ Óþn¤4ú?ÖÅ]Ò¬z
·ßþnýUµOPR¤þº\U¡ì¡¦Ø«DR¨j}øu¼v©¨ãÓýl*¶?Þ4Üõæ¼P´ÊI §j}pFéÒ§ýu
ÔA"è1KQÕÒWØbH<?w*Ú¸VÄtÿ[[Äv=jØÃb.ôêEi·Å[rjÔéLRà¤lSßåñâ2²
èÄn+×ü×[F,(znOõ±Vø^ÖÅV·&éM|UP)µ75ÿ
À¸|'¿ZÓzÛóû8P¸(4tÛoìðíã´ª¤Tô'ö
z`V
¥R:öXªÚ
§JþRØ+QQ±ïûUÀU¶±jûâ¶àm¸éËmÿ
V/Þæßøßh
uÚØÀäUªØ=ÿe°«¹PÑÁ ØSÀàUÊ
*ÝjvÛw?{Óö¹aW-¸øýñU®Ej
Fß!üøÖ´4Þ±Ku(8;øb®*ÍNñ´Å]SPV¡{U¾U¯zWü¬U°HvM:ÿ?ùUiJñZnƧÞÍ]éøPS§*ØE;!4;õë»%ïC·¿úÜ¿ãL
´íñ_*Ù¡4`?ÏöqWDN篶u
Ôþ×þºÂ+4ì
kÜÿÍ·\µNÿHßlÔÆí·_òqVØBÄï
VÔÑEàüG\ÜZ¯S×®*Óiáà?ÉÀ®þ=ØÒ£åöWýlU¾<É$TµãlUª¶ìEoù»þkÅ\ûÿ4àUÄ3.û°==ÿkh/ToÊ¥
ÿU¬=VÃsÔþ×ýwUÜi¿Jû×þVÁ`C
»ÆØ«LªÃ<A¥)ßù°+d¹éSîF*ê°_zø¯ðb®`@¯v?ä⨯ÆÜ©ÿZÉj+MûaVÈ"Ó¯où¸Ëâé¾þ?ê®\©ÈÐWzëÿ6¶YB~!BIØÿÙÀÖ»®äí¿oòqUõÛnÝk¶ÅÄÀr¿ØþÖ*µARjiJûê¶*à
·¯_ù«mT}¢iCôíÿÀ«[}·%·ïþOù\±Uæ¤QNýG·üÛ
WFªA|¾×Ÿ¡ë_¿öàñVg±ë^£
¶~MI¥I
ÔUܾª[ßþ*¿øô?êáVUþühªï²w5¯Bv?êòÅ[ôÊÐ(;ì~U±Eø©¶Þý?ÏìâÒ¿è|&©5åÐøÿ.*íÔ~{öÿ'UôÀ)\ÃRÀòÛǧùÿ»1W(!øÔQz|ð¥qû]G!ÛÇþmÀªKÅ*
hvÿåû)7íP% w¡>5ÀªmñƼ¼{Óù9ƪַðÞ½öÅVâ¤öìøU¢zWµqC;ÐÖ½F©½Z¯NÿärLm¾/QvÀý¬)w©Ëâa±ØíF¦:¶V»
bGúã*á"©vÿÆÕÌZÆ¿Íÿ6b4§!JÖöx>.¡-J|[ÐWüþ<Rµ·Þ½Å[f¯A¿Ïþ8Ö òÅ.mÔÑNÛø¡`J°#65§OÙå¶â¯¯À«BV¤ødiB(:vÛÇù¹ÍÐ%O&vÛ§ù®(n@ĵãÜíßí⮩¡#jPÿW!©¨Z³·ü×]ÍiáQÓþ7«QòvÅWAo½kßXKy
V¿?µ»ìÔµw>ÏûUh5}Û:mãûXºr¢ô"¤×Ãù[
´c(´ï¿½?cwÐì7ÂMKí^¿çþF*¤TBuöíOøÛx´Ü)Z ( 5§zàCÛ
û6ÿë.i9î:Ûþ¹Ä+f
ºn?~
pà[|·5³[.çRzÔu®ZrNô âñRµÛrM+«ìj~ëãCN(hwèzõñ·Å
]ÍU¹é¸ñÿâò©$ÐS©öþl*Ñb¾,7ÛZ
våZê6¦*ÑjvS~ÿgl7?²(kµ|ÊÅ\OàwÚ»U¦E2]ð¡Î´ %BÒ¾ø¥ÿÔ%å·$Øÿñ¾j»«ÈÔo^¢¸«¨¬J@NS)Ì5¢tëOåÅ5n&£½;Süþ*ÔTwïÓZJn¾ßù¶*âiPµðÅZäó]Áoø\UÅx¥
O]ÿÏöñVÛàRÍB´\Øüªü¸U®D0'¾ÅÀ®G&£rk±®q"»©8«víB}ÿh©bÀRÐöþ_öª÷#¯#Èõ=9´µf£_ÙÅ[öSî~x¥Õ>-µ=iÿ5b«òèÔÒܾúþíb®ªìj(k¾ûÓqa°;«]©ªzu$*}ÿÏìb¸úteîv¡Ú£þ7À®óÅW|+½§ßþÉ¿ËÅ]Ç&¼«Ooö
þ®*¼:ĺ{ÿÍ«mÛ½#±5©öÿ?ÚÅW3" r&©>ÏÇöqU#`
)¹ vÿ'òâ«M+ñ
繧ÚÿcÇ
$ÔRAßn~Ïúø¡ªøü¿ÊÅTKÐ|[±ùòrHiY~C·üKþ,aâ)ÇqÜöñ µ@®Ý·ý¬U§`hVµß§¶)HÞ½?ÏüUkZlÛÃö¿Ïù2ATßpkä)Oõ_
M6©ì«ÐmÜ»âFA&ïò?ä·Úÿ_
¶=Á7ÿp* $tÛÜâ«ÕMiJÐíáU¡´4ð?güþÞU
8Ô~ºÿ¸zÇìçüÿß«q½
j*I=+U±Ò îÏüR¼Mºoãÿ7/ì`Uà( bBÓµgüßT«+T^íÿ-¡áPµ©4¸?ËWÄzuúqUê¢(@¯ù_æØ¥®$ué°`?Ïìb¸è*0!Õ$ÔÀÞ£jbªcÞ(7ðû_õÆ*ÑmêIÜ
tþVÅVõ w©ÅXnA=ºÿ7û,*Ò;CTS©ï¿ù8«
Üvÿ?[N"¥7Û·úP×2ÉjFûÇùÿæÌU¢üT
û¨ß["¹øv4é¹Ú¿kþoÅ\¥zûÿ6*ÕXQ@"»Í_æø«£Zv¯öX«UcZ~ÏJ.ßknTxuÛüÿá±JÕQÄ«¿¾(\[}¾ ¾ØªÖ ´é¹ìi±VÕÙkJSÀÚÅV'*oáþWüi
Wp7jÔíÿÏ·E4¨n×¾ßÌØU±%@aÔýÿð_³®US°"îOüGýLUgÙ
I}Áÿ¯ÝßsÛ
´ÕR?ü>ßÍ®©ACJWzï·üݺ¦t;ßêâª|éN{PôëþÏüURª¤wnôëû8«H*õ"æìUµ;â´8ªÐýª{Sþ5ÿ_*B8í¸ÞR°váü¸ªãñÈOóÿ~b*õÇ¡ÿqWqû÷§öÍ[¹6õL*Ø¡%k×ñÅZP}¯ÕþÃùcleä6jÔ´#
·ËØq¹öÿ´GJòWù_kT
øH>Ø«a5)ÐË°¦*±Ü±çJ·oUPU<©¸è7éñ|xªÂj¤}Ô=1VùÄPøÓþ4lU²Âzoòøâ®oziM¿â?ó~*êPv¦Ã°Â«
¸¢jOùÿÍørí¹£PmL*µXìN\I¯ZwaUÅê)Ò»×å¬ZÉØìv§üùÏÄü(EÕÅT«ÆORGæìU¾LHTwüþÏôýÙÅ\ÔM«ð·ÿÂý®8ªÒÍ¿A×oølUr8rØ»kaÉõðöû+µNjýëº@iðÅ>õ?Éý¼U¶näW¹Í
Twû$Öµÿ
ÿc$µ7éAÒñ¶-TÔÀú?áªF§aVR1U%ëÍ^®øUkñ¥Zµß¡©ÿ
The '28A1 and the '28 together. This pic's a bit blurry, sorry, but you can see pretty well. '28's not completely done - needs a rear sight and paint job.
The stock was heavily influenced by the BA Tommy gun - I just thought BA's was way too small. This one has a healthy size, yet still provides mobility. Apparently, it's also SGT 57's idea to have a "flat" stock...So credit to him. ;]
Einen Fahrplan aller möglichlichen 420-Leistungen und Bilder der neuen Garnituren in München gibt es im passenden Tramreport-Artikel.
Tramreport - S-Bahn - Zum Fahrplanwechsel kehrt der '420er' zurück
Horses graze amid the hundred-year-old pine trees growing in the fertile ground of Valles Caldera. The national preserve is an ancient volcano crater now used as a recreation area and pasture land. The center of the caldera is an enormous flat lush green meadow so beautiful that it must be the place that horses dream of.
Read more about Valles Caldera here:
© 2011 A L Christensen
INV 2012 Mar 27
C FO
U 2012-03-28
S 2012-03-30
K 2012-04-01
Tectocoris diophthalmus (adult female)
QLD: 27°28'S x 153°01' E
Brisbane City Botanic Gardens
Brisbane, Queensland, Australia
26 Dec 2009
Sam Fraser-Smith
Bourke's Luck Potholes
Blyde River Canyon Nature Reserve (or Motlatse Canyon Provincial Nature Reserve) is situated in the Drakensberg escarpment region of eastern Mpumalanga, South Africa. The reserve protects the Blyde River Canyon, including sections of the Ohrigstad and Blyde Rivers and the geological formations around Bourke's Luck Potholes, where the Treur River tumbles into the Blyde below. Southwards of the canyon, the reserve follows the escarpment, to include the Devil's and God's Window, the latter a popular viewpoint to the lowveld at the reserve's southern extremity.
The Mogologolo (1,794 m), Mariepskop (1,944 m) and Hebronberg (1,767 m) massifs are partially included in the reserve. Elevation varies from 560 m to 1,944 m above sea level. Its resort areas are F.H. Odendaal and Swadeni, the latter only accessible from Limpopo province. The area of approximately 29,000 hectares (290 km2) is administered by the Mpumalanga Parks Board.
Bourke's Luck Potholes
This geological feature and day visitors' attraction, named after Bernard Thomas Bourke (brother of Eddie Bourke), is situated at the confluence of the Treur and Blyde Rivers, on the reserve's western boundary 24°40′28″S 30°48′39″E. The reserve's nature conservation headquarters is located here, beside the village of Moremela, at the canyon's southern, or upper reaches.
Sustained kolks in the Treur River's plunge pools have eroded a number of cylindrical potholes or giant's kettles, which can be viewed from the crags above. It was named after a local prospector, Tom Bourke, who predicted the presence of gold, though he found none himself. The pedestrian bridges connect the various overlooks of the potholes and the gorge downstream.
(Wikipedia)
Die Bourke’s Luck Potholes (englisch, auf deutsch: Bourkes Glück Strudellöcher) sind eine Felseinheit an der Panorama Route in der Provinz Mpumalanga im Osten Südafrikas, in der Nähe von Graskop an der R532.
An der Einmündung des Treur River in den Blyde River ist durch die Erosion des fließenden Wasser im roten Sandstein ein Canyon entstanden, der in den Blyde River Canyon übergeht. Durch weitere Auswaschungen, insbesondere durch die Bewegung von Steinen in Strudeln, sind tiefe Strudellöcher und Kessel in das Felsgestein geschliffen worden.
Benannt wurde die Sehenswürdigkeit nach dem Goldsucher Tom Bourke, der an diesem Ort eine geringe Menge Gold fand (die zugehörige Goldader befand sich jedoch außerhalb seines Claims).
(Wikipedia)
CM30-8 #2819 heads a freight along Dension St. on May 6, 1998, in this scene captured by Scott Fitzgerald purloined from the Internet, and by which time the second track along the street had been removed (understood to be in October 1996).
Guess there are a few places where railfaning involves putting down your beer and walking across the street to capture the action. Denision Street is one of these places. The Swan Hotel also provided handy accommodation for this railfan during my stay in Rockhampton from December 12 to 17, 1990, where the sound of passing trains during the night was sweet music. Sadly this watering hole has now been converted to offices with the only other hotel on Denison St. now being O'Dowd's Irish Hotel.
In 2006 it was reported that 2819, the first of Queenland Rail's 28 class locomotives to since run on standard guage, has broken a record. It was the first locomotive to have run on the whole entire east coast rail system from Cairns to Melbourne.
The 28 class was first introduced into service in 1995. The entire class was built out of Goninan’s Bohle factory near Townsville.
With the decision not to extend electrification to Townsville, the 28 class was ordered to work freight and passenger services on the Rockhampton-Cairns and Townsville-Mount Isa routes. They are all based at Stuart, near Townsville.
The 28's originally worked the majority of freights out of Rockhampton to the far north and also a number of mineral trains on the Mt. Isa line. With the recent decision for through running of freights, they are now hauling freights out of Brisbane while the 3900s are displaced into coal traffic. Because the 2800s were originally built for traffic north of Rockhampton, they were built with a larger than normal rollingstock outline. Due to this, they have many restrictions on what lines they may travel on south of Caboolture. To prevent misrouting on these routes, the class has been assigned a special train type designation in the train numbering … Y (eg. YC49)
A number of 28s were being prepared for conversion to standard gauge, with 2819 being the first and only candidate. 2819 has spent time on banking duties in the Adelaide Hills, as well as other QRNational intermodal services between Brisbane and Perth. In early 2010, 2819 was forwarded to Forrestfield in Western Australia and placed back on Narrow Gauge bogies. It was renumbered to PA2819 as an extension to the ARG P Class, and repainted in ARG livery.
1911-1915
Special edition newspaper 1912
The 2nd City Band was made up of members of the Citizens Band who were disillusioned with the direction of the Citizens Band. They broke away and formed another band under the direction of Frank Cline. The 32 member band was the Citizens Band rival for community engagements during the next four years. They accepted an invitation to the Calgary Exhibition in 1913 where they provided a first class concert.
Identified by number are: 1. Frank Cline, Director, 2. C. J. Eckstrom, President, 3. W. Neidig, 4. J. Curtis, 5. S. Popson, 6. S. Begalla, 7. ? Corporal, 8. S. Milner, 9. J. Kosko, 10. A. Bostwick,11. A. Hoselton, 12. J. Popson, 13. M. Mudrak, 14. Robert Needs, 15. W. J. Callens,16. C.Baer, 17. F. Chandler, 18. J. Slovenski 19. J. Grisak, 20. E. Sloan, 21.S. Pinchak, 22. R. Van Hecke, 23. A. Parsons, 24. N. F. Supina, 25. J. Halkerson, 26. E. Bosworth, 27. A. Davidson, 28.S. L. Chappell, 29. ? Palmer, 30. M. Komar, 31.C. Pankhurst , 32. J. Coates.
This month we have a wide range of books on our reading list, from everything you need to know about dogs to learning to write great copy [ed].
From left to right:
An Urban Guide to the Middle East.
Designed by Ken Leung (former Winkreative & Monocle designer) this comfortable and informed magazine is worth a read.
A great drawing book by Marion Deuchars
We can't recommend this drawing book enough.
The New Encyclopedia of the Dog:
by Bruce Fogel
This is a great book to learn about breeds, behavoiur and the origins of dogs. Next time you are walking down the road you will be able to spot the Neapolitan Mastiff from the Shiba Inu
Photos and interviews with interesting creative peopleThis book takes some of the best shots from recent years from the website and presents them beautifully - great for home inspiration
Copywriting: Successful Writing for Design, Advertising and Marketing:
by Mark Shaw
Essential purchase to anyone working in the creative sector, a break down of how copywriting improves everything.
How to live comfortably when your space is limited
A great introduction and run through on layout design for print
The alphabet in 3D
With the University of Surrey in the background, Arriva Cadet 3933 (GK52 YUW) is Seen at Woodbridge hill crossroads on Route 28 to Guildford Town Centre.
From the 14th March 2016, Route 28 will no longer run along this way due to the 17 changes. 28's will run via the University and the Hospital and along Park barn drive to Aldershot Road. Then 28's will run along aldershot road to Fairlands and do the loop around Fairlands Estate. They will then continue along Holly lane to resume the current route at worplesden.
This new route however, leaves pitch place ETC without a bus service Mon>Sat's but will on Sundays as the Sunday 91 will continue along the current route.
Reduction of Yapeyu, in the Corrientes Province, Argentina .....................
Missão de Yapeyú - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
(24 de noviembre de 2000)
Imagen escaneada de una fotografía en papel.
Misión jesuítica de Yapeyú (1.626),
Departamento San Martín, provincia de Corrientes, ARGENTINA.
Era una de las misiones o reducciones establecidas en el siglo XVII por los Jesuitas en América durante la colonización española de América.
Coordenadas: 29°28′S 56°50′O.
La reducción fue fundada en 1626 por los jesuitas Pedro Romero y Nicolás Durán Mastrillo, quienes le dieron el nombre de "Nuestra Señora de los Santos Reyes Magos de Yapeyú" o "Nuestra Señora de los Tres Reyes de Yapeyú".
A inicios del siglo XVIII la población ya había alcanzado casi los 10.000 habitantes, en su mayoría con orígenes charrúas, bohanes, yaros y chandules (guaraníes de las islas) aunque predominaba la singular síntesis cultural hispanoguaranítica (por ejemplo, el idioma hablado más frecuentemente era el guaraní mezclado con el español e incluso el latín).
Fue en esos años que Yapeyú pasó a ser la sede del superior de los jesuitas en las Misiones.
En 1651 a causa de los ataques de los bandeirantes, la reducción de Nuestra Señora de Asunción de La Cruz de Mbororé (actual La Cruz) se trasladó a Yapeyú y en 1657 se independizó nuevamente recibiendo los territorios entre el río Aguapey y el arroyo Mbocarí.
Al oriente del río Uruguay se le entregaron tierras al norte del río Ibicuy, excepto la zona delimitada por los arroyos Parirití y Tembetarí.
La población de Yapeyú se dedicó principalmente a la explotación ganadera, a partir de ganado cimarrón capturado entre los ríos Uruguay y Paraná, y por la compra de ganado correntino en 1634.
Con estos animales se formó una vaquería entre el arroyo Guaviraví y el río Miriñay, posteriormente se fundaron estancias en esa zona, como la de San Andrés en 1657 con indígenas yaros y 500 cabezas de ganado.
Esta estancia-reducción fue abandonada al año siguiente y sus animales conformaron la vaquería de Yapeyú.
En 1657 fue fundada la estancia del Ibicuy en territorios actualmente brasileños, con animales de la Vaquería del Mar.
En 1694 esta estancia fue traslada hacia la desembocadura del Cuareim al ser abandonada la Vaquería del Mar y se incorporó la zona charrúa entre los ríos Queguay y Negro.
En 1703 fue fundada la estancia de San Pedro junto al río Miriñay.
A partir de 1740, entre San Pedro y Yapeyú se fundaron los puestos de: San Martín (para la cría de ovejas), San José (cría de caballos), San Xavier (cría de mulas de carga), San Isidro (cría de vacas lecheras), San Felipe (cría de bueyes) y los de San Alonso y San Jorge para la cría de yeguas.
En 1767 Yapeyú ya superaba las 60.000 cabezas de ganado vacuno.
Por Real Cédula del 27 de febrero de ese mismo año, el rey español Carlos III ordenó la expulsión de la orden jesuítica de todas las posesiones españolas la cual se llevó a cabo en 1768, e inmediatamente la zona entró en decadencia económica.
La misma fue parcialmente revertida al llegar en 1774 el teniente gobernador español de la provincia subordinada (o militarizada) de las Misiones: Juan de San Martín quien ratificó la capitalidad provincial en Yapeyú y extendió el gobierno de la misma hasta el arroyo Yeruá (en Entre Ríos) y por el Este hasta los ríos Yacuy y Negro. Fundó las estancias de La Merced (hoy Monte Caseros), San Gregorio (cerca de Mocoretá), Concepción de Mandisoví (cerca de Federación), y Jesús del Yeruá (un poco al sur de Concordia).
Afianzando la ruta comercial del río Uruguay que debía saltar los escollos del los saltos Chico y Grande, para lo cual reactivó el puerto de San Antonio del Salto Chico.
En 1778 en Yapeyú nació su hijo, el que en el futuro sería el héroe máximo de la independencia de varios países americanos: el general Don José de San Martín .
A partir de 1801, y tras la invasión de las Misiones Orientales por parte de los bandeirantes, Yapeyú no sólo perdió sus distritos al este del río Uruguay sino que padeció las continuos ataques portugueses, y luego brasileños.
Por esta causa, tras las derrotas sufridas por Andrés Guacurarí y José Gervasio Artigas, la ciudad de Yapeyú quedó reducida a ruinas, luego de ser saqueada y arrasada por los lusobrasileños durante la invasión que se prolongó entre 1816 y 1821.
La principal desvastación la llevaron a cabo las tropas al mando del coronel Chagas en 1817.
Después de la segunda mitad del siglo XIX, al estabilizarse las fronteras internacionales la población resurgió muy lentamente teniendo hasta mediados del siglo XX el nombre oficial de: "San Martín".
Yapeyú antaño fue también el nombre del pequeño río que hoy se conoce como Guaviraví.
◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘◘
fotografía fotografías foto fotos photo photos imaje imajes imágenes imagen imajenes imajen picture pictures , Pasaulio paveldo sąrašas , Argentinos istorija , Jėzuitų misijos Amerikoje , Незавершені статті з географії Аргентини , Світова спадщина Аргентини , Іспанські місії в Америці , Аргентина , Всемирное наследие по алфавиту , Всемирное наследие в Бразилии , Всемирное наследие в Аргентине , Всемирное наследие ЮНЕСКО, объект № 291 , Сан-Игнасио-Мини , Jezuïetenorde , Religie in Brazilië , Werelderfgoed in Argentinië , Werelderfgoed in Brazilië , Jezuïetenmissies van de Guaraní , イエズス会伝道所 , アルゼンチンの世界遺産 , 世界遺産 さ行 , サン・イグナシオ・ミニ , Missioni gesuite dei Guaraní , missioni gesuitiche del Sud America , Missioni cristiane in America, missioni della Compagnia di Gesù , Welterbestätten in Argentinien , סן איגנסיו מיני , Archäologischer Fundplatz in Amerika , Weltkulturerbe (Amerika) , Indianische Kultur , Bauwerk in Argentinien , História da Argentina , Missões jesuíticas , Argentinian Argentine Jesuit Missions , Argentine Jesuit Reductions , Argentinian Jesuit Missions in Argentina , Jesuit Reductions in Argentina , Jesuit Missions of Argentina , Jesuit Reductions of Argentina , Jesuit Missions of the Misiones province , Jesuit Reductions of the Misiones province , Película La Misión ,The Mission film , Spanish missions in the Americas , Society of Jesus , Spanish Jesuit , Guaraní Indians , Guarani War , Guerra Guaranítica , Historia de la Provincia del Paraguay de la Compañía de Jesús en Argentina , Misiones jesuíticas guaraníes , Antropología cultural , Geografía cultural , Provincia Jesuítica del Paraguay , Gobernación de las Misiones Guaraníes , Reducciones indígenas de la Argentina , Historia de las misiones jesuíticas , South America , Sydamerika , Argentine , Atrações turísticas , America de Sud , Geografie van , Geografia Argentyny , Geografía de Argentina , Atracciones turísticas de Argentina , Atracciones turísticas argentinas , Pictures Photos Yapeyú Tourist activities , Lugares turísticos en Yapeyú , Lugares turísticos de Yapeyú , Atracciones turísticas en Yapeyú , Atracciones turísticas de Yapeyú , Turismo en Yapeyú , Turismo en el Departamento San Martín , Turismo en Corrientes , Atractivos turísticos en el Departamento San Martín , Atracciones turísticas del Departamento San Martín , Atracciones turísticas en Monte Caseros , Miniturismo cerca de Yapeyú , turismo cerca de Yapeyú , turismo correntino , Turismo en Monte Caseros , Lugares turísticos en Corrientes , Lugares turísticos de Corrientes , Atracciones turísticas en Corrientes , Atracciones turísticas de Corrientes , Atracciones turísticas del este correntino , Atractivos turísticos en el este correntino , Atractivos turísticos del este correntino , Corrientes Province , argentinischen Provinz Corrientes ,
Fabrikant: Volkswagen Aktiengesellschaft
Volkswagen Kever, VW Typ 1
Voorganger: Geen
Opvolger: Volkswagen Golf I
Merk: VOLKSWAGEN
Model: Kever 113021
23 Juni 1992: 21-Miljoenste kever
Productie totaal: 21.529.464
ALGEMEEN
Kleur: Rood
Brandstof: Benzine
Classificatie: Personenauto
Carrosserie: Sedan
Aantal deuren: 2
REGISTRATIE
Datum eerste toelating: 18 april 1968
Datum eerste tenaamstelling: 18 april 1968
Datum laatste tenaamstelling: 13 juli 2015
MOTOR
Type Motor: Viercilinder boxermotor
Aantal cilinders: 4
Inhoud; 1285 cc / 1.3 liter
Vermogen: 32 kW (44 pk)
Topsnelheid:122 km/h
0-100: 28 s
Torque: 87 Nm (8,9) @ 2000 tpm
Brandstofsysteem: Carburateur / Solex 30 PICT-1
Tankinhoud: 42 liter
Versnellingsbak: Vier-versnellingen handgeschakeld
MATEN/GEWICHTEN
Massa leeg: 800 kg
Lengte: 4,080 m
Breedte: 1,585 m
Hoogte: 1,500 m
Wielbasis: 2,420 m
* De Volkswagen Kever, die werd gebouwd van 1938 tot 2003, is de bekendste Volkswagen, de bekendste Duitse auto.
* Tot 1967 werd hij Typ 1, 1200, 1300 genoemd (naar de motorinhoud in cc), maar in de volksmond werd hij, vanwege de vorm, kever genoemd, waarna de fabrikant die naam zelf ook ging gebruiken.
* In 1967 kregen de duurdere Kevers - eindelijk - in plaats van het 6-Volts systeem het 12-Volts systeem, zoals we dat nu ook nog kennen in auto's.
* De Kever was een combinatie van ideeën, die door Ferdinand Porsche - die van Adolf Hitler opdracht kreeg een auto voor het volk te maken - werden samengebald.
* Grote delen van de auto zijn echter niet door Porsche, maar door Béla Barényi en/of Erwin Komenda ontworpen. Beiden claimen de originele bedenker van het concept te zijn.
* Volgens anderen zou de Hongaarse Jood Josef Ganz de ontwerper zijn. Het blijft vooralsnog onduidelijk wie de werkelijke bedenker was van het concept "Kever".
* De Kever speelt een hoofdrol in de Herbie-films.
* Kever met staande koplampen en vierkante bumpers = na 1967 tijdperk
* De 1303 sedan is gebouwd van 08-1972 t/m 07-1975
Mỗi khi nhìn lại mọi điều từg có, em và anh liệu có đủ tự tin đảm bảo rằg chúg ta đều đã rất thật lòg...?
Chia tay ? Chúng mình chia tay rồi hả Anh !
Dạo gần đây E cảm thấy a làm sao í :) Đôi lúc anh thật khó hiểu
zhenyuanmyng(19:04:02 08/11/11) : nhìn gì ạ
imma.heartbreacker(19:04:09 08/11/11) : kô biết
imma.heartbreacker(19:04:12 08/11/11) : muốn nhìn
zhenyuanmyng(19:04:28 08/11/11) : nhìn gì ạ
imma.heartbreacker(19:04:36 08/11/11) : muốn nhìn
imma.heartbreacker(19:04:40 08/11/11) : giờ e kô có quyền
imma.heartbreacker(19:04:43 08/11/11) : để nhìn nữa à
imma.heartbreacker(19:04:44 08/11/11) : :|
zhenyuanmyng(19:05:33 08/11/11) : e
zhenyuanmyng(19:05:35 08/11/11) : có quyền mà
zhenyuanmyng(19:05:35 08/11/11) : ^^
zhenyuanmyng(19:05:38 08/11/11) : bao h em cũng
zhenyuanmyng(19:05:39 08/11/11) : có quyền
zhenyuanmyng(19:05:39 08/11/11) : :d
imma.heartbreacker(19:05:55 08/11/11) : :)
zhenyuanmyng(19:06:05 08/11/11) : gượng cười
zhenyuanmyng(19:06:07 08/11/11) : thế em
zhenyuanmyng(19:06:17 08/11/11) : cười đi
zhenyuanmyng(19:06:17 08/11/11) : em
zhenyuanmyng(19:06:23 08/11/11) : dẫu cho mình phải c.t :">
zhenyuanmyng(19:07:00 08/11/11) : bụi bay
zhenyuanmyng(19:07:03 08/11/11) : vào mắt ạ
imma.heartbreacker(19:07:19 08/11/11) : :(
zhenyuanmyng(19:07:51 08/11/11) : sao lại :( ạ
zhenyuanmyng(19:08:08 08/11/11) : sao em
zhenyuanmyng(19:08:10 08/11/11) : k nói gì
imma.heartbreacker(19:08:21 08/11/11) : ừ
imma.heartbreacker(19:08:22 08/11/11) : tại
imma.heartbreacker(19:08:23 08/11/11) : e biết
imma.heartbreacker(19:08:25 08/11/11) : câu trả
imma.heartbreacker(19:08:28 08/11/11) : lời của a rồi mà
imma.heartbreacker(19:08:29 08/11/11) : :)
zhenyuanmyng(19:08:44 08/11/11) : hát
zhenyuanmyng(19:08:47 08/11/11) : cái gì thế ạ :">
imma.heartbreacker(19:09:07 08/11/11) : Cho Em Một Con Đường - Vy Oanh
zhenyuanmyng(19:09:58 08/11/11) : em muốn
zhenyuanmyng(19:10:03 08/11/11) : con đường nào?
imma.heartbreacker(19:10:19 08/11/11) : E kô biết nữa
imma.heartbreacker(19:10:22 08/11/11) : :(
zhenyuanmyng(19:10:41 08/11/11) : sao lại k biết ạ "-"
imma.heartbreacker(19:11:21 08/11/11) : e chả biết nói gì cả :(*
zhenyuanmyng(19:11:36 08/11/11) : sao lại k biết nói gì ạ
zhenyuanmyng(19:11:40 08/11/11) : em muốn nói gì
zhenyuanmyng(19:11:47 08/11/11) : thì em phải nói chứ ?
zhenyuanmyng(19:11:59 08/11/11) : a tắt wc
zhenyuanmyng(19:12:56 08/11/11) : cười lên đi em
zhenyuanmyng(19:12:57 08/11/11) : :'>
zhenyuanmyng(19:12:58 08/11/11) : :*
imma.heartbreacker(19:13:25 08/11/11) : a bảo e cười kiểu gì
imma.heartbreacker(19:13:28 08/11/11) : :(
imma.heartbreacker(19:14:21 08/11/11) : www.nhaccuatui.com/nghe?M=F5pbxZmspS
imma.heartbreacker(19:14:23 08/11/11) : nge đi
imma.heartbreacker(19:15:32 08/11/11) : sao kô nói gì @@
zhenyuanmyng(19:16:06 08/11/11) : anh đang
zhenyuanmyng(19:16:09 08/11/11) : save ảnh mẹ
zhenyuanmyng(19:16:10 08/11/11) : đi Sing
zhenyuanmyng(19:16:11 08/11/11) : về
zhenyuanmyng(19:16:12 08/11/11) : :">
zhenyuanmyng(19:16:16 08/11/11) : xong rồi vợ ạ
zhenyuanmyng(19:16:19 08/11/11) : :p
zhenyuanmyng(19:16:39 08/11/11) : sao k cười :p
zhenyuanmyng(19:16:49 08/11/11) : :'>
zhenyuanmyng(19:16:50 08/11/11) : :">
imma.heartbreacker(19:16:56 08/11/11) : ? sao lại là vợ :|*
zhenyuanmyng(19:16:57 08/11/11) : ơ hơ :">
imma.heartbreacker(19:17:01 08/11/11) : tại bị ngạc nhiên
imma.heartbreacker(19:17:04 08/11/11) : tí thôi
zhenyuanmyng(19:17:06 08/11/11) : thế là em nhớ
zhenyuanmyng(19:17:08 08/11/11) : :">
zhenyuanmyng(19:17:25 08/11/11) : em đáng yêu or vợ dở hơi
zhenyuanmyng(19:17:26 08/11/11) : :">
imma.heartbreacker(19:17:32 08/11/11) : :-??
imma.heartbreacker(19:17:36 08/11/11) : vợ đáng yêu
zhenyuanmyng(19:17:40 08/11/11) : à không
zhenyuanmyng(19:17:41 08/11/11) : =)
zhenyuanmyng(19:17:43 08/11/11) : khôn thế
zhenyuanmyng(19:17:43 08/11/11) : =))
zhenyuanmyng(19:17:57 08/11/11) : ~> k cười ạ x_x
zhenyuanmyng(19:17:59 08/11/11) : thế thôi
zhenyuanmyng(19:18:01 08/11/11) : anh tắt wc
zhenyuanmyng(19:18:02 08/11/11) : "-"
imma.heartbreacker(19:18:05 08/11/11) : ơ
imma.heartbreacker(19:18:06 08/11/11) : kô
imma.heartbreacker(19:18:08 08/11/11) : :|*
imma.heartbreacker(19:18:14 08/11/11) : kô cho tắt
imma.heartbreacker(19:18:15 08/11/11) : >:p
zhenyuanmyng(19:18:16 08/11/11) : >.
imma.heartbreacker(19:18:41 08/11/11) : ơ
imma.heartbreacker(19:18:42 08/11/11) : kô
imma.heartbreacker(19:18:44 08/11/11) : :-l
zhenyuanmyng(19:18:46 08/11/11) : :-"
imma.heartbreacker(19:18:48 08/11/11) : kô cho tắt
zhenyuanmyng(19:18:51 08/11/11) : @@
zhenyuanmyng(19:18:56 08/11/11) : em dọa anh à @@
zhenyuanmyng(19:18:59 08/11/11) : :">
zhenyuanmyng(19:19:05 08/11/11) : ím é
imma.heartbreacker(19:19:06 08/11/11) : e dọa a làm gì
zhenyuanmyng(19:19:09 08/11/11) : dọa a à
zhenyuanmyng(19:19:10 08/11/11) : :">
imma.heartbreacker(19:19:11 08/11/11) : :-l
imma.heartbreacker(19:19:13 08/11/11) : tát đấy
imma.heartbreacker(19:19:14 08/11/11) : cấm
imma.heartbreacker(19:19:19 08/11/11) : gọi là ím é
zhenyuanmyng(19:19:19 08/11/11) : tát á
zhenyuanmyng(19:19:20 08/11/11) : b-(
zhenyuanmyng(19:19:23 08/11/11) : oài :">
zhenyuanmyng(19:19:29 08/11/11) : em tát anh mà em vui
zhenyuanmyng(19:19:34 08/11/11) : ~> anh sẽ cố gắng
zhenyuanmyng(19:19:35 08/11/11) : về HP
zhenyuanmyng(19:19:37 08/11/11) : để em tát anh
zhenyuanmyng(19:19:40 08/11/11) : rồi a lên Hn
zhenyuanmyng(19:19:42 08/11/11) : :d'
imma.heartbreacker(19:19:45 08/11/11) : đồ
imma.heartbreacker(19:19:46 08/11/11) : hấp
imma.heartbreacker(19:19:47 08/11/11) : :-l
zhenyuanmyng(19:19:53 08/11/11) : hấp là sao
zhenyuanmyng(19:19:55 08/11/11) : là hấp bánh bao
zhenyuanmyng(19:20:01 08/11/11) : hay hấp bánh mỳ
zhenyuanmyng(19:20:03 08/11/11) : :">
imma.heartbreacker(19:20:11 08/11/11) : hấp cái chim a ế
zhenyuanmyng(19:20:13 08/11/11) : :">
zhenyuanmyng(19:20:15 08/11/11) : èo
zhenyuanmyng(19:20:17 08/11/11) : ím é
zhenyuanmyng(19:20:18 08/11/11) : =)
zhenyuanmyng(19:20:24 08/11/11) : cười lên xem nào
zhenyuanmyng(19:20:24 08/11/11) : :">
imma.heartbreacker(19:20:26 08/11/11) : cười
imma.heartbreacker(19:20:27 08/11/11) : rồi
imma.heartbreacker(19:20:28 08/11/11) : mà
imma.heartbreacker(19:20:30 08/11/11) : :(
zhenyuanmyng(19:20:32 08/11/11) : nhưng
zhenyuanmyng(19:20:33 08/11/11) : vẫn thấy
zhenyuanmyng(19:20:35 08/11/11) : bị buồn
zhenyuanmyng(19:20:36 08/11/11) : :">
imma.heartbreacker(19:20:44 08/11/11) : kô
imma.heartbreacker(19:20:47 08/11/11) : buồn
imma.heartbreacker(19:20:48 08/11/11) : mà
imma.heartbreacker(19:20:49 08/11/11) : :)
imma.heartbreacker(19:20:51 08/11/11) : thật í
imma.heartbreacker(19:20:52 08/11/11) : :">
zhenyuanmyng(19:20:54 08/11/11) : thật k
zhenyuanmyng(19:20:55 08/11/11) : :">
zhenyuanmyng(19:21:01 08/11/11) : cười cái nữa
zhenyuanmyng(19:21:02 08/11/11) : xem nào
zhenyuanmyng(19:21:03 08/11/11) : :d
imma.heartbreacker(19:21:04 08/11/11) : thật mà
imma.heartbreacker(19:21:23 08/11/11) : e cười
imma.heartbreacker(19:21:24 08/11/11) : rồi
imma.heartbreacker(19:21:25 08/11/11) : đấy
zhenyuanmyng(19:21:26 08/11/11) : :d
zhenyuanmyng(19:21:29 08/11/11) : chắc chưa
zhenyuanmyng(19:22:31 08/11/11) : thế h.nay
zhenyuanmyng(19:22:33 08/11/11) : đi khám bệnh
zhenyuanmyng(19:22:38 08/11/11) : ~> bị bệnh gì ạ
imma.heartbreacker(19:22:43 08/11/11) : bị
imma.heartbreacker(19:22:44 08/11/11) : bệnh
imma.heartbreacker(19:22:46 08/11/11) : thiếu ăn
imma.heartbreacker(19:22:47 08/11/11) : =((
zhenyuanmyng(19:22:53 08/11/11) : bác sĩ bảo thế à
zhenyuanmyng(19:22:54 08/11/11) : ?
imma.heartbreacker(19:23:01 08/11/11) : bảo kô ăn uốg đúg
imma.heartbreacker(19:23:02 08/11/11) : giờ
imma.heartbreacker(19:23:03 08/11/11) : :(
zhenyuanmyng(19:23:08 08/11/11) : thế à
zhenyuanmyng(19:23:09 08/11/11) : :((
zhenyuanmyng(19:23:12 08/11/11) : thương thế :((
zhenyuanmyng(19:23:16 08/11/11) : cái địt cụ mài
zhenyuanmyng(19:23:16 08/11/11) : :S
zhenyuanmyng(19:23:28 08/11/11) : tao bảo mài bao nhiêu lần rồi
zhenyuanmyng(19:23:29 08/11/11) : :S
imma.heartbreacker(19:23:33 08/11/11) : kô
zhenyuanmyng(19:23:34 08/11/11) : mài bị ngu
zhenyuanmyng(19:23:35 08/11/11) : hay là
imma.heartbreacker(19:23:35 08/11/11) : đc chửi
imma.heartbreacker(19:23:36 08/11/11) : :(
zhenyuanmyng(19:23:38 08/11/11) : cố tình đéo hiểu
imma.heartbreacker(19:23:40 08/11/11) : bị buồn đấy
imma.heartbreacker(19:23:42 08/11/11) : =((
zhenyuanmyng(19:23:42 08/11/11) : bố mài chửi mài đấy
zhenyuanmyng(19:23:43 08/11/11) : :S
zhenyuanmyng(19:23:47 08/11/11) : cái địt cụ mài
zhenyuanmyng(19:23:50 08/11/11) : tao bảo thế nào
zhenyuanmyng(19:23:53 08/11/11) : hay t phải
zhenyuanmyng(19:23:55 08/11/11) : bổ đầu mài ra
zhenyuanmyng(19:24:00 08/11/11) : tao nhồi vào trong
zhenyuanmyng(19:24:04 08/11/11) : thì mài ms biết được à
zhenyuanmyng(19:24:05 08/11/11) : :S
imma.heartbreacker(19:24:10 08/11/11) : biết rồi
imma.heartbreacker(19:24:12 08/11/11) : :(
imma.heartbreacker(19:24:14 08/11/11) : sai rồi
imma.heartbreacker(19:24:15 08/11/11) : xl
imma.heartbreacker(19:24:16 08/11/11) : :(
zhenyuanmyng(19:24:20 08/11/11) : mài biết cái đầu buồi à
zhenyuanmyng(19:24:25 08/11/11) : sai cái đầu lồn
zhenyuanmyng(19:24:29 08/11/11) : tao nhắc mài bao nhiêu lần rồi
imma.heartbreacker(19:24:48 08/11/11) : sao
imma.heartbreacker(19:24:49 08/11/11) : mày
imma.heartbreacker(19:24:50 08/11/11) : lôi
imma.heartbreacker(19:24:51 08/11/11) : hết
imma.heartbreacker(19:24:53 08/11/11) : bộ
imma.heartbreacker(19:24:58 08/11/11) : phận
imma.heartbreacker(19:24:59 08/11/11) : sinh dục
imma.heartbreacker(19:25:04 08/11/11) : ra chửi tao
zhenyuanmyng(19:26:02 08/11/11) : ờ
zhenyuanmyng(19:26:05 08/11/11) : tao chửi mài đấy
zhenyuanmyng(19:26:10 08/11/11) : mài ý kiến gì không
zhenyuanmyng(19:26:10 08/11/11) : ?
imma.heartbreacker(19:26:17 08/11/11) : hiện tại là
imma.heartbreacker(19:26:18 08/11/11) : hnay
imma.heartbreacker(19:26:20 08/11/11) : jii
imma.heartbreacker(19:26:21 08/11/11) : kô
imma.heartbreacker(19:26:23 08/11/11) : í kiến
imma.heartbreacker(19:26:25 08/11/11) : í cò'
imma.heartbreacker(19:26:27 08/11/11) : gì
imma.heartbreacker(19:26:27 08/11/11) : cả
zhenyuanmyng(19:26:30 08/11/11) : ờ :S
zhenyuanmyng(19:26:34 08/11/11) : đ.mẹ mài
zhenyuanmyng(19:26:38 08/11/11) : mài xem lại
zhenyuanmyng(19:26:40 08/11/11) : người mài đi
zhenyuanmyng(19:26:43 08/11/11) : xem toàn xương
zhenyuanmyng(19:26:46 08/11/11) : có thấy thịt k
zhenyuanmyng(19:26:50 08/11/11) : cái địt cái thằng bố mài
imma.heartbreacker(19:26:51 08/11/11) : có
zhenyuanmyng(19:26:51 08/11/11) : :)
imma.heartbreacker(19:26:52 08/11/11) : :(
imma.heartbreacker(19:26:54 08/11/11) : có chỗ
zhenyuanmyng(19:26:54 08/11/11) : tao ghét mài
imma.heartbreacker(19:26:55 08/11/11) : có
zhenyuanmyng(19:26:56 08/11/11) : mài cút
imma.heartbreacker(19:26:57 08/11/11) : thịt
zhenyuanmyng(19:26:58 08/11/11) : con mẹ mài đi
zhenyuanmyng(19:26:59 08/11/11) : :-<
imma.heartbreacker(19:27:01 08/11/11) : :|
imma.heartbreacker(19:27:03 08/11/11) : Ừh
imma.heartbreacker(19:27:06 08/11/11) : tao cút
imma.heartbreacker(19:27:07 08/11/11) : :)
zhenyuanmyng(19:27:08 08/11/11) : mài đéo
zhenyuanmyng(19:27:08 08/11/11) : bao h
zhenyuanmyng(19:27:11 08/11/11) : nghe lời tao :)
zhenyuanmyng(19:27:27 08/11/11) : xl t hơi quá lời :)
imma.heartbreacker(19:27:29 08/11/11) : ừ e ô nge lời e
zhenyuanmyng(19:27:33 08/11/11) : ..nhưng lời nói
zhenyuanmyng(19:27:34 08/11/11) : của tao
zhenyuanmyng(19:27:36 08/11/11) : mài k bao h
zhenyuanmyng(19:27:41 08/11/11) : để trong lòng :)
zhenyuanmyng(19:27:46 08/11/11) :
zhenyuanmyng(19:27:57 08/11/11) : ...c.mình c.tay em nhé ? :)
imma.heartbreacker(19:27:59 08/11/11) : Là sao
imma.heartbreacker(19:28:03 08/11/11) : .............
imma.heartbreacker(19:28:04 08/11/11) : ?
zhenyuanmyng(19:28:28 08/11/11) : em đều nghe anh
zhenyuanmyng(19:28:31 08/11/11) : trong mọi việc
zhenyuanmyng(19:28:41 08/11/11) : nhưng sao a nhắc em trong s.khỏe
imma.heartbreacker(19:28:43 08/11/11) : Ừ . E sẽ nge lời a lần này :) A nói
zhenyuanmyng(19:28:45 08/11/11) : ~> thì kbg em nghe anh
imma.heartbreacker(19:28:46 08/11/11) : Chúg mìh
imma.heartbreacker(19:28:47 08/11/11) : chia tay
imma.heartbreacker(19:28:48 08/11/11) : :)
imma.heartbreacker(19:29:01 08/11/11) : E đồng í :)* E kô níu kéo 1 người
imma.heartbreacker(19:29:04 08/11/11) : kô còn
imma.heartbreacker(19:29:06 08/11/11) : muốn
imma.heartbreacker(19:29:08 08/11/11) : yêu e nữa
imma.heartbreacker(19:29:09 08/11/11) : :)
zhenyuanmyng(19:29:20 08/11/11) : anh còn yêu em :)
zhenyuanmyng(19:29:23 08/11/11) : nhưng...
zhenyuanmyng(19:29:25 08/11/11) : lời anh nói
zhenyuanmyng(19:29:30 08/11/11) : em k để ý đến
zhenyuanmyng(19:29:31 08/11/11) : :)
zhenyuanmyng(19:30:26 08/11/11) : anh ghét nhất từ c.t :)
zhenyuanmyng(19:30:36 08/11/11) : nhưng có lẽ :) em cứ bước đi tiếp đi :)
zhenyuanmyng(19:30:40 08/11/11) : anh sẽ dừng lại :)
zhenyuanmyng(19:30:48 08/11/11) : ..anh sẽ k yêu bất kì người c.gái nào nữa
zhenyuanmyng(19:31:05 08/11/11) : vì a nghĩ k còn người c.gái nào tốt vs anh như em :)
zhenyuanmyng(19:31:14 08/11/11) : ..anh sẽ k chơi với Phương nữa
zhenyuanmyng(19:31:15 08/11/11) : :)
zhenyuanmyng(19:31:25 08/11/11) : ..mất 1 người bạn ~> anh k bg tiếc :)
zhenyuanmyng(19:31:34 08/11/11) : chiều nay đúg là anh bắt lỗi em
zhenyuanmyng(19:31:40 08/11/11) : nhưng ý anh chỉ muốn nói
zhenyuanmyng(19:31:43 08/11/11) : Phương nó chỉ là bạn
zhenyuanmyng(19:31:47 08/11/11) : chêu đùa ..
zhenyuanmyng(19:31:53 08/11/11) : chứ nó k bao h bằng em
zhenyuanmyng(19:31:59 08/11/11) : kbg bằng được người anh yêu :)
zhenyuanmyng(19:32:06 08/11/11) : vì người yêu anh là nhất :)
zhenyuanmyng(19:32:22 08/11/11) : ..em đi tìm h.phúc cho mình đi :)
zhenyuanmyng(19:32:31 08/11/11) : em hải ngoan nhé :)
zhenyuanmyng(19:32:38 08/11/11) : phải học thật giỏi nhé
imma.heartbreacker(19:32:41 08/11/11) : thôi e chẳng muốn nge nữa
zhenyuanmyng(19:32:44 08/11/11) : để thực hiện nhiều ước mơ của em :)
zhenyuanmyng(19:33:01 08/11/11) : e k muốn nghe lời anh nói nữa
zhenyuanmyng(19:33:03 08/11/11) : đúng k :)
zhenyuanmyng(19:33:13 08/11/11) : ừ..anh hứa sẽ k nói gì nữa :)
zhenyuanmyng(19:33:19 08/11/11) : để em phải s.nghĩ :)
imma.heartbreacker(19:33:43 08/11/11) : e chả là gì của anh cả
zhenyuanmyng(19:33:51 08/11/11) : e s.nghĩ n.thế
zhenyuanmyng(19:33:55 08/11/11) : thì sai rồi :)
zhenyuanmyng(19:34:02 08/11/11) : hôm qua
zhenyuanmyng(19:34:06 08/11/11) : em là tất cả với anh :)
zhenyuanmyng(19:34:11 08/11/11) : ...
zhenyuanmyng(19:34:18 08/11/11) : a nói thế là em hiểu :)
imma.heartbreacker(19:34:28 08/11/11) : hqa e là tất cả
imma.heartbreacker(19:34:28 08/11/11) : :)
imma.heartbreacker(19:34:29 08/11/11) : hnay
imma.heartbreacker(19:34:32 08/11/11) : e chả là gì
imma.heartbreacker(19:34:33 08/11/11) : :)
imma.heartbreacker(19:34:34 08/11/11) : Ừh
imma.heartbreacker(19:34:35 08/11/11) : E chấp
imma.heartbreacker(19:34:37 08/11/11) : nhận
imma.heartbreacker(19:34:38 08/11/11) : :)
zhenyuanmyng(19:34:51 08/11/11) : em có nghe anh nữa k?
imma.heartbreacker(19:34:59 08/11/11) : Hnay E mệt lắm rồi :) A muốn chia tay với e đúg kô
imma.heartbreacker(19:35:02 08/11/11) : :-??
imma.heartbreacker(19:35:14 08/11/11) : E sẽ cười dù cho câu trả lời
imma.heartbreacker(19:35:15 08/11/11) : của a
imma.heartbreacker(19:35:17 08/11/11) : có như nào
imma.heartbreacker(19:35:21 08/11/11) : e cũg sẽ cười
zhenyuanmyng(19:35:22 08/11/11) : thế em có
imma.heartbreacker(19:35:24 08/11/11) : e kô khóc :)
zhenyuanmyng(19:35:31 08/11/11) : bị điên k?
zhenyuanmyng(19:35:34 08/11/11) : có còn ra ngoài
zhenyuanmyng(19:35:37 08/11/11) : đường mà k
zhenyuanmyng(19:35:40 08/11/11) : s.nghĩ gì nữa k?
zhenyuanmyng(19:35:50 08/11/11) : có còn 2h đêm
imma.heartbreacker(19:35:50 08/11/11) : ?
zhenyuanmyng(19:35:54 08/11/11) : mà lang thang ngoài đường
zhenyuanmyng(19:35:56 08/11/11) : nữa k?
zhenyuanmyng(19:36:00 08/11/11) : em trả lời anh đi ?
imma.heartbreacker(19:36:04 08/11/11) : TỪ bây giờ
imma.heartbreacker(19:36:05 08/11/11) : :)
imma.heartbreacker(19:36:07 08/11/11) : trở đi
imma.heartbreacker(19:36:08 08/11/11) : :)
imma.heartbreacker(19:36:14 08/11/11) : Kô còn cái gì để e pải
imma.heartbreacker(19:36:15 08/11/11) : như
imma.heartbreacker(19:36:17 08/11/11) : thế cả
imma.heartbreacker(19:36:18 08/11/11) : :)
zhenyuanmyng(19:36:23 08/11/11) : vâng ạ :)
zhenyuanmyng(19:36:28 08/11/11) : em sẽ
zhenyuanmyng(19:36:29 08/11/11) : tốt hơn
zhenyuanmyng(19:36:32 08/11/11) : đúng k?
imma.heartbreacker(19:36:39 08/11/11) : Đúng
imma.heartbreacker(19:36:40 08/11/11) : :)
imma.heartbreacker(19:36:45 08/11/11) : Sẽ tốt hơn :)
zhenyuanmyng(19:36:51 08/11/11) : thế phải thật tốt :)..
zhenyuanmyng(19:36:54 08/11/11) : anh đợi em
zhenyuanmyng(19:36:55 08/11/11) : :)
imma.heartbreacker(19:37:10 08/11/11) : Đợi e làm gì
zhenyuanmyng(19:37:18 08/11/11) : đợi em tốt
zhenyuanmyng(19:37:18 08/11/11) : :)
zhenyuanmyng(19:37:33 08/11/11) : học bài chưa?
imma.heartbreacker(19:37:44 08/11/11) : kô
imma.heartbreacker(19:37:46 08/11/11) : có bài
imma.heartbreacker(19:37:47 08/11/11) : :)
imma.heartbreacker(19:38:01 08/11/11) : vẫn còn nhiều người tốt hơn E :)
imma.heartbreacker(19:38:05 08/11/11) : A đợi E làm gì :(
zhenyuanmyng(19:38:08 08/11/11) : ?
zhenyuanmyng(19:38:12 08/11/11) : đấy là quyền
zhenyuanmyng(19:38:13 08/11/11) : của anh
zhenyuanmyng(19:38:16 08/11/11) : hay quyền của em
zhenyuanmyng(19:38:16 08/11/11) : ?
imma.heartbreacker(19:38:20 08/11/11) : Quyền
imma.heartbreacker(19:38:22 08/11/11) : của
imma.heartbreacker(19:38:23 08/11/11) : Anh
zhenyuanmyng(19:38:27 08/11/11) : ừ em
zhenyuanmyng(19:38:36 08/11/11) : ..tốt hơn em..anh k biết
imma.heartbreacker(19:39:00 08/11/11) : :-??
zhenyuanmyng(19:40:13 08/11/11) : k được buồn
zhenyuanmyng(19:40:16 08/11/11) : nhé em..
zhenyuanmyng(19:40:17 08/11/11) : cười đi em
zhenyuanmyng(19:40:21 08/11/11) : người yêu của anh
zhenyuanmyng(19:41:27 08/11/11) :
imma.heartbreacker(19:41:49 08/11/11) : dạ
imma.heartbreacker(19:42:51 08/11/11) : e cười mà
imma.heartbreacker(19:42:52 08/11/11) : :)
zhenyuanmyng(19:43:00 08/11/11) : thật k?
imma.heartbreacker(19:43:13 08/11/11) : thật ạ
imma.heartbreacker(19:43:14 08/11/11) : :)
zhenyuanmyng(19:43:23 08/11/11) : k làm điều gì
zhenyuanmyng(19:43:27 08/11/11) : dại dột nữa
zhenyuanmyng(19:43:30 08/11/11) : có được k?
zhenyuanmyng(19:43:56 08/11/11) : ngã bây h :|
zhenyuanmyng(19:44:03 08/11/11) : mài bị điên à :|
imma.heartbreacker(19:44:06 08/11/11) : ngã làm sao đc
imma.heartbreacker(19:44:07 08/11/11) : x_x
zhenyuanmyng(19:44:09 08/11/11) : ăn uống gì chưa?
zhenyuanmyng(19:44:10 08/11/11) : :|
imma.heartbreacker(19:44:11 08/11/11) : điên cái gì
zhenyuanmyng(19:48:44 08/11/11) : :d
imma.heartbreacker(19:48:57 08/11/11) : chia tay anh
imma.heartbreacker(19:48:58 08/11/11) : :(
imma.heartbreacker(19:49:02 08/11/11) : Mà e cười đc à
zhenyuanmyng(19:49:06 08/11/11) : x-x
zhenyuanmyng(19:49:09 08/11/11) : thế làm thế nào
zhenyuanmyng(19:49:11 08/11/11) : để em cười
zhenyuanmyng(19:49:17 08/11/11) : hả bé yêu :d
zhenyuanmyng(19:50:43 08/11/11) : thế bh hỏi lại
zhenyuanmyng(19:50:44 08/11/11) : mài nhé
zhenyuanmyng(19:50:48 08/11/11) : ..mài đếm xem
zhenyuanmyng(19:50:52 08/11/11) : mài có mấy tay
imma.heartbreacker(19:50:58 08/11/11) : 2 tay
zhenyuanmyng(19:51:00 08/11/11) : mà định đồng ý
imma.heartbreacker(19:51:00 08/11/11) : :|
zhenyuanmyng(19:51:01 08/11/11) : c.tay
zhenyuanmyng(19:51:02 08/11/11) : vs tao
zhenyuanmyng(19:51:03 08/11/11) : :">
zhenyuanmyng(19:51:06 08/11/11) : thế cho t 1 tay
zhenyuanmyng(19:51:07 08/11/11) : à
zhenyuanmyng(19:51:07 08/11/11) : :">
imma.heartbreacker(19:51:19 08/11/11) : đéo hiểu
imma.heartbreacker(19:51:21 08/11/11) : :|
zhenyuanmyng(19:51:25 08/11/11) : mài
zhenyuanmyng(19:51:26 08/11/11) : văng vs ai
zhenyuanmyng(19:51:27 08/11/11) : đấy
zhenyuanmyng(19:51:28 08/11/11) : :S
zhenyuanmyng(19:51:39 08/11/11) : cụt hứng
zhenyuanmyng(19:51:41 08/11/11) : đ' nói nữa
zhenyuanmyng(19:51:42 08/11/11) : :-kbg liếm lại đc
zhenyuanmyng(19:54:25 08/11/11) : em à :)
zhenyuanmyng(19:54:29 08/11/11) : a sống nó là n.thế
zhenyuanmyng(19:54:30 08/11/11) : :)
imma.heartbreacker(19:54:33 08/11/11) : tiếc cái gì hở A
imma.heartbreacker(19:54:34 08/11/11) : :)
zhenyuanmyng(19:54:37 08/11/11) : mất em
zhenyuanmyng(19:54:38 08/11/11) : :)
zhenyuanmyng(19:54:47 08/11/11) : ...mất bạn thì anh k tiếc
zhenyuanmyng(19:54:48 08/11/11) : :)
imma.heartbreacker(19:54:57 08/11/11) : a ngố thế .
imma.heartbreacker(19:55:15 08/11/11) : a thân với ngta lắm mà
zhenyuanmyng(19:55:22 08/11/11) : em k hiểu đâu :)
zhenyuanmyng(19:55:27 08/11/11) : thân thế nào
zhenyuanmyng(19:55:33 08/11/11) : thì cũng kbg = n.y mình
zhenyuanmyng(19:55:34 08/11/11) : :)
imma.heartbreacker(19:55:46 08/11/11) : Nhưng bây giờ
imma.heartbreacker(19:55:48 08/11/11) : ....
imma.heartbreacker(19:55:57 08/11/11) : E đâu còn là ny của a nữa :)
imma.heartbreacker(19:56:04 08/11/11) : A bây giờ có đủ quyền
imma.heartbreacker(19:56:07 08/11/11) : để chơi
imma.heartbreacker(19:56:08 08/11/11) : với
imma.heartbreacker(19:56:11 08/11/11) : ngta rồi mà
zhenyuanmyng(19:56:14 08/11/11) : à không
zhenyuanmyng(19:56:15 08/11/11) : anh sẽ
zhenyuanmyng(19:56:17 08/11/11) : kbg
zhenyuanmyng(19:56:18 08/11/11) : chơi với
zhenyuanmyng(19:56:20 08/11/11) : ngta nữa
zhenyuanmyng(19:56:21 08/11/11) : em à :)
zhenyuanmyng(19:56:22 08/11/11) : vì họ
zhenyuanmyng(19:56:25 08/11/11) : làm anh
zhenyuanmyng(19:56:26 08/11/11) : mất đi
zhenyuanmyng(19:56:30 08/11/11) : 1 người yêu thương anh
zhenyuanmyng(19:56:33 08/11/11) : và cũng là
zhenyuanmyng(19:56:36 08/11/11) : người a yêu thương
zhenyuanmyng(19:56:41 08/11/11) : ~> họ k tốt :)
zhenyuanmyng(19:56:47 08/11/11) : và anh sẽ k chơi vs họ nữa em à
imma.heartbreacker(19:57:10 08/11/11) : a dễ dàng để mất e thế à
imma.heartbreacker(19:57:12 08/11/11) : :|*
imma.heartbreacker(19:57:23 08/11/11) : nếu a kô mất e a có chơi với ngta nữa kô
zhenyuanmyng(19:57:40 08/11/11) : nếu k mất em
zhenyuanmyng(19:57:45 08/11/11) : thì a sẽ chơi
zhenyuanmyng(19:57:46 08/11/11) : vs ngta
zhenyuanmyng(19:57:47 08/11/11) : :)
imma.heartbreacker(19:58:45 08/11/11) : nhưng nếu như ô mất e mà e kô thíc a chơi
imma.heartbreacker(19:58:47 08/11/11) : thì sao
imma.heartbreacker(19:58:48 08/11/11) : :(
zhenyuanmyng(19:58:59 08/11/11) : thì anh sẽ g.t
zhenyuanmyng(19:59:03 08/11/11) : cho em biết :)
zhenyuanmyng(19:59:09 08/11/11) : vì họ kbg bằng em
zhenyuanmyng(19:59:10 08/11/11) : :|
zhenyuanmyng(19:59:24 08/11/11) : à họ = 1/1000 em
zhenyuanmyng(19:59:28 08/11/11) : đấy em à :)
imma.heartbreacker(19:59:37 08/11/11) : :(
zhenyuanmyng(19:59:40 08/11/11) : trước khi yêu em
zhenyuanmyng(19:59:42 08/11/11) : a đã từng nói
zhenyuanmyng(19:59:47 08/11/11) : tim a chỉ có 1
zhenyuanmyng(19:59:47 08/11/11) : :)
zhenyuanmyng(19:59:57 08/11/11) : và chỉ dành
zhenyuanmyng(20:00:06 08/11/11) : cho 1 người e à
zhenyuanmyng(20:01:44 08/11/11) : e k biết
zhenyuanmyng(20:01:47 08/11/11) : nếu em ở HN
zhenyuanmyng(20:01:49 08/11/11) : ngày nào
zhenyuanmyng(20:01:51 08/11/11) : a cũng đèo em
imma.heartbreacker(20:01:53 08/11/11) : E có là gì đâu mà E trách anh cơ chứ
zhenyuanmyng(20:01:53 08/11/11) : đi họcd
zhenyuanmyng(20:01:56 08/11/11) : đèo e đi ăn
zhenyuanmyng(20:01:58 08/11/11) : đèo em đi chơi
zhenyuanmyng(20:02:02 08/11/11) : nhiều nhiều lắm
zhenyuanmyng(20:02:03 08/11/11) : :)
zhenyuanmyng(20:02:06 08/11/11) : nhưng e k biết đâu
zhenyuanmyng(20:02:07 08/11/11) : :|
zhenyuanmyng(20:02:17 08/11/11) : :)
zhenyuanmyng(20:07:25 08/11/11) : anh sẽ
zhenyuanmyng(20:07:26 08/11/11) : k có
zhenyuanmyng(20:07:28 08/11/11) : người yêu
zhenyuanmyng(20:07:30 08/11/11) : nữa đâu em à
imma.heartbreacker(20:07:30 08/11/11) : E chỷ muốn mọi điều tốt đến a với họ
zhenyuanmyng(20:07:31 08/11/11) : ^^
imma.heartbreacker(20:07:32 08/11/11) : :)
zhenyuanmyng(20:07:40 08/11/11) : anh sẽ k tìm 1 ai
imma.heartbreacker(20:07:42 08/11/11) : a chắc kô hiểu đâu a nhỉ
zhenyuanmyng(20:07:43 08/11/11) : nữa đâu em à
zhenyuanmyng(20:07:43 08/11/11) : :d
zhenyuanmyng(20:07:55 08/11/11) : anh k muốn
zhenyuanmyng(20:07:56 08/11/11) : hiểu
zhenyuanmyng(20:07:57 08/11/11) : :)
imma.heartbreacker(20:08:09 08/11/11) : :(
imma.heartbreacker(20:08:17 08/11/11) : E ghét a lắm
zhenyuanmyng(20:08:22 08/11/11) : nếu em nghĩ n.thế
zhenyuanmyng(20:08:31 08/11/11) : thì em thử tìm ai đó khác đi k phải là anh :|
imma.heartbreacker(20:08:36 08/11/11) : >:p
zhenyuanmyng(20:08:37 08/11/11) : tìm ai đó khác đi yêu em hơn anh :|
imma.heartbreacker(20:08:41 08/11/11) : e kô
imma.heartbreacker(20:08:42 08/11/11) : làm đc
zhenyuanmyng(20:08:43 08/11/11) : em nói n.thế quá =
imma.heartbreacker(20:08:44 08/11/11) : :(
zhenyuanmyng(20:08:47 08/11/11) : anh nói n.thế à:)
imma.heartbreacker(20:08:52 08/11/11) : ơ
imma.heartbreacker(20:08:54 08/11/11) : nhưng
imma.heartbreacker(20:08:55 08/11/11) : e kô
imma.heartbreacker(20:08:57 08/11/11) : làm đc
imma.heartbreacker(20:08:58 08/11/11) : :((
zhenyuanmyng(20:09:11 08/11/11) : thế e làm ntn?
imma.heartbreacker(20:09:26 08/11/11) : e chả tìm ai khác ngoài anh cả
imma.heartbreacker(20:09:27 08/11/11) : :(
zhenyuanmyng(20:09:35 08/11/11) : a vô tâm
zhenyuanmyng(20:09:38 08/11/11) : đ.xử tồi
zhenyuanmyng(20:09:41 08/11/11) : vs em n.thế mà em
zhenyuanmyng(20:09:44 08/11/11) : vẫn tìm anh à
zhenyuanmyng(20:09:45 08/11/11) : >.. em đồng ý k?
zhenyuanmyng(20:43:00 08/11/11) : :o
zhenyuanmyng(20:43:03 08/11/11) : ~.~
zhenyuanmyng(20:43:09 08/11/11) : hình như là không
zhenyuanmyng(20:43:09 08/11/11) : @@
imma.heartbreacker(20:43:15 08/11/11) : :(
imma.heartbreacker(20:43:23 08/11/11) : Mồm thì nói e đồng í :)
zhenyuanmyng(20:43:27 08/11/11) : ;;)
imma.heartbreacker(20:43:28 08/11/11) : nhưng t,sự
imma.heartbreacker(20:43:36 08/11/11) : trog tim e :( kô hề muốn
zhenyuanmyng(20:43:45 08/11/11) : thế thì em muốn
zhenyuanmyng(20:43:47 08/11/11) : anh ntn
zhenyuanmyng(20:43:49 08/11/11) : a sẽ làm
zhenyuanmyng(20:43:51 08/11/11) : cho em vui
zhenyuanmyng(20:43:52 08/11/11) : :)
zhenyuanmyng(20:43:55 08/11/11) : anh t.sự vui
zhenyuanmyng(20:43:57 08/11/11) : vì biết e đã
zhenyuanmyng(20:44:00 08/11/11) : lớn rồi đấy
imma.heartbreacker(20:44:01 08/11/11) : và cả a vui nữa chứ
zhenyuanmyng(20:44:01 08/11/11) : :)
zhenyuanmyng(20:44:06 08/11/11) : đã biết biết
zhenyuanmyng(20:44:08 08/11/11) : yêu thương anh
zhenyuanmyng(20:44:10 08/11/11) : rồi đấy
zhenyuanmyng(20:44:11 08/11/11) : =)
imma.heartbreacker(20:44:19 08/11/11) : ?
imma.heartbreacker(20:44:22 08/11/11) : thế trc'
imma.heartbreacker(20:44:24 08/11/11) : e kô yêu
imma.heartbreacker(20:44:26 08/11/11) : thương a à
imma.heartbreacker(20:44:27 08/11/11) : >:p
Đọc lại đoạn inbox này e cứ thấy bị làm sao í :)*
Tự dưng nước mắt e rơi . E kô kìm đc nước mắt
1h48' a.m : E nhận đc 1 tin nhắn
" Ngủ chưa bím bé hiiiiiiiiiii "
Cả ngày hôm qua E đã rất mệt lại thêm chuyện cãi nhau với a , rồi a bảo a muốn ct với E . Rồi thì Nhiều c. xảy ra nữa . E đã rất mệt nên E thiếp đi lúc nào cũg kô biết :)
3h49 :
" Vợ bây giờ mới tỉnh , chồng chưa ngủ à ? "
" A chưa mà . Ai là chồng em mà e xưng vợ thế "
E hẫng lắm :) thật í . Rồi a im lặng :)
08:34 a.m
" Anh kô muốn nhận quà của e từ tay người khác. A nói nhé , nếu yêu nhau như thế này thỳ lúc anh đi e sẽ rất buồn . A muốn E buồn trước đi . A hứa gì thì nó vẫn thế E à "
" Chưa bao giờ A nghĩ có người đàn bà thứ 2 trong tim "
" A hứa với E là A sẽ cưới E là vợ mà :) A kô muốn cưới E sao "
" Kô E à .. Nếu như thế này a kô muốn đi , vì a thương e lắm , thôi thà anh mang tiếng vô tâm còn hơn là làm e buồn , hi a vẫn nc vẫn quan tâm e mà "
" A kô muốn cưới E là vợ sao ??? "
" A muốn hi "
Giở lại inbox trog điện thoại :) E đọc lại tất cả :)
E nhớ trước khi yêu nhau :) E đã hỏi a 1 câu :
- M muốn làm bạn với P hay muốn làm ny P
A đã trả lời
- M muốn làm bạn với P . Bạn thì sẽ kô có từ ct :) M ghét từ ct . Chúg mình là bạn tốt của nhau nhé
Hồi đấy e đã cười nhạt , ừh 1 cách gượng ép :) Vì e biết A kô thuộc về E
Hnay E quen mồm cứ gọi chồg xưg vợ với a .
A gđ cho E và bảo : Ai là chồng cô ??
Cổ họng E nghẹn ứ và chả biết nói gì ?? Chỷ biết trách bản thân vì sao E lại cứ ảo tưởng khi a kô còn là người yêu của e nữa :)
E đã rất vui . Vui lắm , khi biết e vẫn còn có ví trị trong tim E .
E đã rất vui vì A còn yêu E yêu rất nhiều :)
Nhưng E .. Thật sự E rất buồn, buồn vì ngay cả quyền đc gọi a là chồng cũg kô còn nữa :) E bật khóc :) Nấc thành tiếng
A à , ngày hnay E muốn hỏi A 1 câu , chỉ 1 câu thôi :)
A muốn E là vợ anh ? Hay muốn E là Em :)*
" Vợ dở hơi " hay " E đáng yêu "
Dù a quyết định như nào thỳ e vẫn tôn trọng quyết định của anh :)
Một khi đã là em thỳ sẽ kbg trở thành vợ đc ?
A suy nghĩ kĩ đi nhé :)
Dù a quyết định như nào thì e vẫn mỉm cười :)
Từng ngày trôi qua , E thấy mình vẫn ổn , vẫn sống , vẫn cười , và vẫn nói , nhưg là ít dần đi :)
Rồi có lúc E nhận ra mình lạc lõng .
Lạc lõng trog tiếng cười , lạc lõng trog những câu chuyện.
Lạc lõng khi kô còn bám víu đc cảm xúc của bản thân
Thì ra trong sâu thẳm cõi lòng , E còn nhớ lắm , còn thương lắm :)
Tự an ủi nỗi đau riêng mình , cũg có lúc cạn sức , lúc ấy mới nhận ra rằg mình đag tự đánh lừa chính cảm giác của mình.
Trời mưa, đông về E lại chỉ muốn cầm điện thoại nhắn tin bảo a phải cẩn thận kô lại bị cảm , bị ốm. Rồi E lại sợ , sợ a kô rep lại tin nhắn của e .
Chúg mình đã chia tay rồi hả anh ? E đag làm 1 đứa em của a sao ??
A trả lời e đi :)
Chia tay chưa chắc đã là cái kết đau khổ nhất,
Đau khổ hơn nhiều là sau tất cả nhữg hẹn hò nồg ấm, nhữg qan tâm ngọt ngào, nhữg hờn ghen vụn vặt và cả nhữg tổn thươg, mất mát, chợt phát hiện ra người ấy chưa bao giờ là của ta!
♥ Nơi đầu gió, gió khẽ đung đưa làn tóc em.. Tâm hồn em buông theo cơn gió, trôi về nơi có anh đó :) Đứng cùng gió, đôi chút trong tim thoáng qua cảm giác cô đơn.. Mang theo cảm giác cô đơn thoáng chốc thế này.. Em thấy mình cần anh hơn..
Có người đã nói với E :
- Sao lại khóc , cãi nhau với Minh à , lại chia tay à
- Ừ
- Tưởng yêu nhau tưởng chết mà . Sao lại chia tay dễ như thế
E im lặng :)
Sau bao yêu thương, anh vẫn là người làm em khóc..
Sau bao nước mắt, anh vẫn là người em yêu..
Trên đời này chẳng bao giờ tồn tại một mối quan hệ công bằng, mà ở đó cả hai người không ai chịu thiệt. Sẽ luôn có một người phải hy sinh, để giữ cho mối quan hệ đó lâu bền.
Em sẽ nuôi dưỡng sự hy sinh đủ lớn, để có thể hớn hở đợi anh về cho dù anh có đi đâu lâu đến mấy.
Em sẽ buông tay anh ra, khi anh muốn đi. Sẽ nắm tay anh lại, khi anh muốn ở.
Em sẽ ghen tuông vừa đủ và cởi mở hết mình. Em không yêu cầu anh chung tình, vì đó là điều nên tự giác, nhưng em sẽ tự nguyện không làm khác, sẽ luôn tự giác một lòng một dạ với anh.
Em sẽ đề cao cái sĩ diện của anh, và nèn chặt cái tôi của em xuống :)
Em sẽ yêu anh như vậy đấy. Em hứa!
Em là duy nhất, bất chấp họ nói gì, đúng không anh? ^^
E sẽ đợi đến lúc anh trở về :) A cứ việc học :) Cứ việc hoàn thành ước mơ của mình .. E sẽ ử nhà thật ngoan . Đợi a về :) Khi a về chắc e sẽ lớn hơn đc 1 chút , E sẽ kô ngang bướng nữa :) Rồi e sẽ lại được nge a gọi là vợ :) Rồi e sẽ lại đc là vợ của anh :) Eya
Người ta yêu nhau đơn giản vì tìm thấy sự đồng cảm nơi trái tim.
Người ta xa nhau đơn giản vì nhận thấy trái tim này không còn cần trái tim kia nữa.
Người ta dẫm đạp lên nhau đơn giản vì người ta cố tình muốn tạo nên những tì vết cho quá khứ. Để mỗi khi nhìn lại, chỉ thấy đau.. rất đau.
Người ta bước qua nhau đơn giản vì đối phương là người vô hình không để lại ấn tượng gì trong tâm trí. Chỉ khi thật sự bước qua nhau rồi mới thấy trái tim này cũng ..rất đau.
MUA: Sabina (Mayhem #705687)
Model: Natz (Mayhem #775968).
Strobist: SB-24 into large silver umbrella to camera left slightly and way behind. 2 SB-28's in the background. A touch of processing magic.
Nice 28(s)miles out on Himmy..!
Everything was going so well until....
Had a little 'whoopsy' on way home.
Hit a patch of oil/mud/farmer's slime or something on a right-hand bend in the rain. Not going fast at all. I had just pulled away from a giveway over a small bridge on a country lane. So whoops, Himmy slid sideways and went down and I slid a bit too! (Ended up in a puddle! ) No other vehicles around, so got up, switched ignition off, put side stand out and lifted Himmy up onto its side stand.
Rolled it forward a bit to be safe away from any traffic coming round the bend.
Then a bit of an inspection of bike and me!
Broke windscreen, right hand mirror, right side handguard and brake lever!
Fair amount of scrapes/scratches on paint work of crash bars and pannier rack. Sigh!!
I have grazed my knee and elbow..
Interestingly, I have proven my biker jeans (with Kevlar lining) work well! (Top right)
The jean bit rubbed through, but the Kevlar part stayed and did its job!!
I rubbed a hole in my rain over jacket as well but no damage to my motorcycle jacket. (Bottom left)
Started bike up checked lights and brakes and drove home!!
Rang insurance this morning and now awaiting the bike to be picked up for assessment of the damage etc..!
Ik mag dit jaar niet klagen over fotowolken-ongeluk zoals vorige zomer, maar het blijft toch lastig met half-half weer voor mensen die geen afstammeling zijn van Guus Geluk of radioactief zijn, zoals je ze op Flickr ook wel eens tegen komt;) Toen ik een spot zag van twee 'reeks 28's' met ICR's vanuit Onnen kon ik nog net op tijd bij de brug over de Wetering komen voor deze hier toch wel erg speciale combinatie. Vandaar toch het plaatje maar gepost. Wat de stam in Onnen deed is onduidelijk, wel was het mogelijk de eerste rit van de aan NS doorgeleaste ex reeks 28's. Na deze rit werden de NMBS-nummers van de locs verwijderd.
Day 1 of a trip from Adelaide to Kangaroo Island South Australia 10/04/2019
Kangaroo Island Sealink operates a daily ferry service from mainland South Australia to Penneshaw, a major town on Kangaroo Island. The ferry departs from the town of Cape Jervis, which is a 90-minute drive south of Adelaide (or take Sealink's shuttle bus service). Daily flights also transfer passengers from Adelaide to Kangaroo Island with the airline Regional Express. The island is surprisingly large, being 155 kilometres (96 miles) long and 55 kilometres (35 miles) at its widest; you'll need at least a weekend to explore it
Walk among rare sea lions
The Seal Bay Conservation Park on Kangaroo Island's south coast is the only place in the world where you can walk among endangered Australian sea lions. You can walk along a 900-metre (2950-foot) wooden boardwalk on a Boardwalk Tour and see the animals on the sand and in the surf, or you can take a guided 45-minute Seal Bay Experience tour onto the beach itself.
Where the wild things are...
Even though a third of Kangaroo Island is national park, you don’t have to be in one to see its famous wildlife. Across the island, kangaroos, Tammar wallabies, Rosenberg’s goannas, koalas, echidnas, Australian fur seals and long-nosed fur seals roam free. In addition, the island is home to over 250 species of birds, including Little Penguins and one of the world’s largest birds of prey, the magnificent Wedge Tailed Eagle.
Kangaroo Island is also the world’s only sanctuary for Ligurian bees. Introduced from Italy in the late 1800s, the bee has created a thriving honey industry.
Flinders Chase National Park dominates the western end of the island, and although 326 square kilometres in size, has just four permanent residents, all of whom are Park Rangers. It’s also home to some of the island’s most spectacular sights, like Remarkable Rocks, Admirals Arch and Cape du Couedic Lighthouse.
Koalas are arguably Australia’s cutest native marsupials. They spend most of the day resting and eating high up in eucalyptus trees. If you fancy giving a koala a cuddle just like Chris, then the best way to encounter them is with a visit to Kangaroo Island Wildlife Park near the centre of the island. Another great way to spot koalas is by taking a guided or self-guided stroll down the Hanson Bay Wildlife Sanctuary Koala walk located along the south-west coast.
The Australian sea lion (Neophoca cinerea), also known as the Australian sea-lion or Australian sealion, is a species of sea lion that is the only endemic pinniped in Australia.[2] It is currently monotypic in the genus Neophoca, with the extinct Pleistocene New Zealand sea lion Neophoca palatina the only known congener.[3] These sea lions are sparsely distributed through Houtman Arbrolhos Islands (28°S., 114°E.) in Western Australia and The Pages Islands (35°46’S., 138°18’E) in southern Australia. With a population estimated at around 14,730 animals, the Wildlife Conservation Act of Western Australia (1950) has listed them as “in need of special protection”. Their Conservation status is listed as endangered. These pinnipeds are specifically known for their abnormal breeding cycles, which are varied between a 5-month breeding cycle and a 17- to 18-month aseasonal breeding cycle, compared to other pinnipeds which fit into a 12-month reproductive cycle.[2] Females are either silver or fawn with a cream underbelly and males are dark chocolate brown with a yellow mane and are bigger than the females.