2C Collodi

E-2C.

VAW-125.

NAS Norfolk, Virginia.

Navy.

Oct. 2002.

1617班相

Type 2c hair usually is thick and forms an S type curl pattern.

It is wavy and falls between curly and straight hair. It is prone to frizz and limits the styling option.

There are certain products and ways that help in caring the type 2c hair. To not lose the wavy pattern, make sure to use products meant for this type of tress.

kylielonghairstyle.tumblr.com/post/639633771621122048/how...

Tucson Scrapyard on April 7, 2009. U.S. Navy Grumman US-2C Tracker "133381" (BuNo 133381/Cn N53). I don`t know anything about the service life of this one. Stored at the United Aeronautical Corporation Yard in Tucson, Arizona. This is not the prettiest of aircraft, but I suppose it has its charm!

Northrop Grumman E-2C Hawkeye (NF600), VAW-115 Liberty Bells, CVW-5, USS George Washington

Blind contour sketch - outdoor exercise - Take 1

Murale 2C

PictionID:44928862 - Catalog:14_015648 - Title:Atlas 2C Details: Static Firing Missile 2C; Site S-1, Sycamore Canyon Date: 01/06/1959 - Filename:14_015648.tif - - - - - Image from the Convair/General Dynamics Astronautics Atlas Negative Collection. The processing, cataloging and digitization of these images has been made possible by a generous National Historical Publications and Records grant from the National Archives and Records Administration---Please Tag these images so that the information can be permanently stored with the digital file.---Repository: San Diego Air and Space Museum

These were all taken this weekend at the bi-annual Whitby Goth Festival. Wonderful costumes and a great atmoshphere .

Scan from Print

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Diana Baby

Lomography Tiger 200

happy birthday to ngoại

hàng TR=))

Tri-Rail F40PHC-2C no. 808 at the Cypress Creek Station with train P619. 1/4/2001

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Zorki 2C (S) - 1958, Russian rangefinder camera produced by KMZ factory

Lens: Jupiter 8 2/50 (not the original lens of this camera)

Shutter speed: B, 1/25s, 1/50s, 1/100s, 1/250s, 1/500s

During the Cold War, the size and secretive nature of the Soviet Union required the United States to conduct reconnaissance missions on the frontiers and often into the Soviet Union itself. In the early years of the Cold War, this mission was done by converted transports (such as RC-47s) and bombers (such as RB-47s). Both had shown themselves to be vulnerable to attack from Soviet fighters and ground fire. The solution was to build an aircraft that could get above these threats. The USAF issued a requirement for such an aircraft in 1951, but only Lockheed’s proposal, the CL-282, designed by famed Clarence “Kelly” Johnson, seemed to hold any promise. The CL-282 mated huge wings based on glider designs to the fuselage of a F-104 Starfighter, and took off from a dolly and landed on skids to save weight, similar to the wartime German Messerschmitt 163 Komet. The USAF rejected this as being too dangerous, but the Central Intelligence Agency was willing to put the CL-282 into development. It was given the designation U-2 to disguise its purpose.

Johnson tweaked the design considerably before the first U-2A flew in August 1955. The fuselage diameter was increased over that of the F-104, and it used a smaller J57 engine (though later variants would use the same J75 powerplant as the Starfighter). Landing gear was included in a “bicycle” configuration to save weight, which was paramount in the design: the cameras that were central to the U-2’s purpose had to be placed in two positions to maintain the center of balance of the aircraft. Because the enormous wings would droop on the ground, jettisonable wing “pogos” were attached before taxiing. While often referred to as a glider, the U-2 was a powered aircraft and used gliderlike design mainly to save fuel and allow it to reach altitudes of over 70,000 feet—at the time, well above any known Soviet defenses. The aircraft also had to be flown near its top speed at all times, as its stall speed was only twenty mph lower, requiring the pilot to constantly watch speed and altitude. U-2 pilots already had to be strong men—the aircraft was very sluggish below 70,000 feet and had to be manhandled to stay in the air—and had to fly in a full pressure suit due to the high altitudes they flew at. Finally, because of its high lift wings, landings were made at high speeds and the U-2 was hard to get down; pilots had to use a periscope to see the runway and be guided down by another pilot driving a pace car at speeds up to 120 mph. The U-2’s extreme difficulty made itself known very quickly, as three test pilots were killed in two months in U-2A crashes. It remained in service because there was no other option available.

If the U-2 was tough to fly, it did the job. Entering service in 1956, it began flying long-range flights from Germany and Japan, initially by USAF and US Navy pilots detached to the CIA, who actually controlled the flights under Project Dragon Lady. The U-2’s existence was a secret, and early bare-metal U-2As were responsible for a rash of UFO sightings in the late 1950s. The Soviet Union quickly learned what it was—though the USAF and CIA hoped the U-2 flew above Soviet radar coverage, the Russians could track the aircraft—it had no means of intercepting it. Efforts were made to increase the range of surface-to-air missiles, and finally, on 1 May 1960, a U-2A flown by Francis Gary Powers was shot down by two SA-2 Guideline (S-75 Dvina) SAMs. Powers ejected and was captured, causing the United States considerable embarrassment, as the Eisenhower administration had originally denied the U-2’s existence. Work was accelerated on a high-speed replacement of the U-2, which would eventually become the SR-71 Blackbird.

Despite the U-2 being no longer invulnerable, flights continued over both the Soviet Union and the People’s Republic of China, the latter being flown by both American and Taiwanese pilots from the Republic of China. Of the 19 U-2s operated from Taiwan, eleven were lost to accidents and combat. Gradually, responsibility for these missions was transferred from the CIA to the USAF, and the U-2 fleet began to be painted in overall black, an attempt to both give it a modicum of camouflage on night missions and make it somewhat stealthy. U-2 operations also expanded: a U-2 was the aircraft that brought back pictures of Soviet attempts to build missile sites in Cuba, starting the Cuban Missile Crisis, and were flying reconnaissance missions over North Vietnam as early as 1964. U-2 missions were even undertaken from aircraft carriers, with three variants developed for carrier operations, though this was rare.

The U-2 was continually updated over the decades, with the tactical version, the TR-1A, entering service in the early 1980s. This was a considerable upgrade over the U-2Cs then in service, with turbofan powerplant and large “mission pods” that could be carried under the wings, which could be installed with cameras, side-looking radar, or other equipment. TR-1s were later redesignated U-2R and further reengined. Some were equipped with fuselage-mounted Senior Span satellite communications equipment, allowing real-time transmission of photographs.

So important is the U-2 that attempts to retire it have so far come to naught, and it has outlasted both its replacements—the SR-71 and remotely-piloted RQ-4 Global Hawk, as the U-2 is actually cheaper to operate. The U-2R is now expected to stay in service until 2023, by which time the basic design will be nearly 70 years old. It has yet to acquire an official nickname, though it is often referred to by its crews as the Dragon Lady. 86 were built and about 32 remain in service, with nine on display in museums. NASA also operates two modified ER-2 atmospheric research aircraft.

Built as 56-6682 and known to Lockheed and the CIA as "Article 349," this U-2 was originally built as a U-2A and served with Detachment A of the 1st Weather Reconnaissance Squadron based at Wiesbaden, West Germany--actually a front for the USAF pilots seconded to the CIA. It likely conducted overflights of the Soviet Union and the Middle East. When Detachment A returned home, 56-6682 was transferred to Incirlik, Turkey with Detachment B, then transferred to Detachment C at Kadena, Okinawa. Sometime during this period, it was upgraded to a U-2C. In April 1960, it was involved in a somewhat embarrassing incident when it ran out of fuel and was bellied into a Thai rice paddy. Damage was minimal and 56-6682 was quickly repaired and put back into service. While with Detachment C, the aircraft flew overflights of China and North Vietnam.

As the older U-2Cs began to be retired, 56-6682 was transferred to NASA and became a research aircraft as N709NA. Shortly before it was retired for good, it set several time to climb records for its aircraft class. In 1989, it was flown to the Museum of Aviation at Robins AFB, Georgia and placed on display.

56-6682 is finished in the overall "indigo blue" scheme used by USAF strategic reconnaissance aircraft--a blue so dark it might as well be black, with minimal markings. It is displayed alongside its successors, the SR-71A Blackbird and RQ-4A Global Hawk. This picture does not do the display any justice: my camera was on its last legs at this point, with the wrong setting, and someone opened the doors just as I took my picture.

1/32 scale slot car.

Parisian flannel with ash minky

Prod. "KMZ" 1955-60 CCCP

Sn.

Lens: Industar-50 (3,5/50mm) sn.

Shutter: 1/25 - 1/500, B

(Quantity: 214903)

Art 2C on Havana 2011-12

Tween

James Hair

808 S. Havana

This is one of several pieces along S Havana Street in Aurora, Colorado. It is part of a city/business/citizen art collaboration. The pieces will rotate once a year, with the city committed to buying one to become a permanent part of the city's art collection.