View allAll Photos Tagged AS
As a matter of happenstance, a lone -152T Psoglav and a -152B Bogatyr Mk.II prepare to fire in tandem upon an unsuspecting target before they each part ways to return to their respective batteries.
As defenders of the Candy Kingdom these enormous machines are distinct for their glass dome heads, ice cream cone hats, and being tall enough to easily step over the walls within the Candy Castle. Joined by police chief of the Banana Guards, Captain Root Beer Guy, these stalwart servants are the primary protectors of the Candy Kingdom. All three have the sole purpose of defeating the Candy Kingdom’s enemies, and protecting its citizens and sovereignty. All three would sacrifice their lives to this important cause if destined to, and have done so before.
WHAT TIME IS IT?
Time to tour the land of Ooo through the builds of the Adventure Time Collab:
As the cold air starts to creep in from the North, the sun starts to slide to set more over the water than land on the South Shore of Long Island, New York. The moisture squeezed out of the air also makes for crisper cooler air to breathe in but also for sharper photographs. Dusk scene at my blessed home beach in NY, taken with my new WindowsPhone Lumia 1020.
One from Last night, we're down in the badlands again for a few days,
Have to thank the pup for this shot, cause I went down the side of the ravine to get him and came accross this view.
Hope your all having a great day.
Will try and catch up with you all later but internet service here is a little iffy
As the Master of Air, Asava embodies both the quiet of the breeze and the bellowing of the wind. Using his Gale Blades, he strikes down his foes before disappearing into the shadows.
This image from ESA’s Mars Express shows a region of Mars known as Caralis Chaos, where copious water is thought to have once existed in the form of an ancient lake.
Numerous labels have been placed across the terrain, highlighting features and regions of note. Be sure to click on these labels to explore the landscape in detail!
This image comprises data gathered by Mars Express’s High Resolution Stereo Camera (HRSC) on 1 January 2024 (orbit 25235). It was created using data from the nadir channel, the field of view aligned perpendicular to the surface of Mars, and the colour channels of the HRSC. North is to the right. The ground resolution is approximately 15 m/pixel and the image is centred at about 38°S/177°E.
[Image description: This tan-coloured slice of ground is smoother to the left and becomes covered in small hills and mounds to the right. Wriggly, uneven ridges cut horizontally across the frame, while two prominent fault lines cut down vertically on the left and right. Large and small craters are peppered across the terrain. The worn-away boundaries of a once-colossal lakebed can be seen curving up and away from the bottom-centre to the top right; this skirts around the largest crater seen here, which sits in the middle of the picture encircled by rough, irregular valleys and channels.]
Credits: ESA/DLR/FU Berlin; CC BY-SA 3.0 IGO
As the clouds broke for a few seconds over this ridge in the Brecon Beacons, I couldn't believe how much contrast was created between one side of the ridge and the other.
This light also made the greens on the bright side look desaturated and increased it on the dark side, even the contrast in the sky looks eerie!
I did try this in black and white but it didn't have the same feel as the colour version.
PA180637
Stabled at the disused fuel point in the shed yard at Leicester on the 11th July 2014 is 56038. Leicester depot has had a new lease of life over the last few months as a number of long term stored class 56 locomotives are being overhauled/repaired for future spot hire opportunities.
Locomotive History
56038 was built at Doncaster works and entered traffic in February 1978, allocated to Toton for Nottinghamshire, Leicestershire, and Derbyshire coalfield duties. The class 56 fleet eventually totalled one hundred and thirty five locomotives built over seven years (1976 – 1983). When introduced, the class displaced class 47s on MGR coal trains in the East Midlands and Yorkshire coalfields, along with heavy steel and iron ore duties originating in South Wales, Humberside and the North East of England and allowed the withdrawal of older locomotives of classes 25, 40, 45/0 and 46. Delivery of the class 60 locomotives in the late 1980’s in turn displaced the class 56 locomotives from a lot of these duties and made them available for other general freight work, again allowing withdrawal of older locomotives, this time from classes 20, 31 and 47. The class 56 fleet was hit very badly by the introduction of the class 66 locomotives from 1999 and by the end of 2003 the fleet was down to around twenty five in service including 56038. In February 2004 56038 was withdrawn and the last two locomotives of the fleet were withdrawn two months later. From late 2004 through to the end of 2006 a number of the class were used in France on infrastructure duties associated with the construction of new high speed lines. 56038 arrived in France on the 7th October 2004 and returned to the United Kingdom on the 27th December 2006. On its return it was stored at Crewe however over the last few years a number of the class have been overhauled/repaired and returned to main line service. 56038 has been removed from storage at Crewe and following by a period at Burton has moved to Leicester were it is waiting its turn for overhaul/repair.
...I completed my final photo for the 113 in 2013 challenge group, at Durley Chine beach, Bournemouth UK
This is my entry for the #53 - Long Exposure category in the 113 in 2013 Group.
As you may have seen on the news flooding in Yorkshire at the moment is quite bad I went for a ride around to see just how bad the damage was and I was shocked by the damage and destruction it had caused. Many roads were closed and also the river in the next village from ours (the photo here) had flooded. I hope everyone affected by the flood is safe and stay safe and I hope storm Frank doesn't make matters worse. You can find my other shots of the flooding on my profile jnrbrad.
© Leanne Boulton, All Rights Reserved
Street candid taken in Glasgow, Scotland. Now that the Commonwealth Games have moved onto the Gold Coast the city can get back to normal - like this guy who caught my attention with his huge striding gait as he crossed the road, his jacket swishing in the breeze.
As the current of the river carried my kayak swiftly by you can just imagine my face witnessing this rare event! I bet he was out looking for nests to rob. Poor birds don't stand a chance. He was lifting up his nose as if to sniff my scent in the air much like a bear. I am becoming quite the stealthy river rat when I can sneak up on a Mink.
this is actually a very old photo of my best friend chai which i saw from her "treasure box"... i just did some PP (with her permission of course) and added texture for a more dramatic effect! lol..
Explore #493 Feb. 22/08
A fellow flickrite (Linda 4 eyes) was experimenting by holding pieces of ice in front of her camera and offered to let me try too. These are the results taken through holes in the ice. Kind of fun!
The de Havilland DH.98 Mosquito was a British multi-role combat aircraft with a two-man crew that served during and after the Second World War. It was one of few operational front-line aircraft of the era constructed almost entirely of wood and was nicknamed "The Wooden Wonder". The Mosquito was also known affectionately as the "Mossie" to its crews. Originally conceived as an unarmed fast bomber, the Mosquito was adapted to roles including low to medium-altitude daytime tactical bomber, high-altitude night bomber, pathfinder, day or night fighter, fighter-bomber, intruder, maritime strike aircraft, and fast photo-reconnaissance aircraft. It was also used by the British Overseas Airways Corporation (BOAC) as a fast transport to carry small high-value cargoes to, and from, neutral countries, through enemy-controlled airspace.
When the Mosquito began production in 1941, it was one of the fastest operational aircraft in the world. Entering widespread service in 1942, the Mosquito was a high-speed, high-altitude photo-reconnaissance aircraft, continuing in this role throughout the war. From mid-1942 to mid-1943 Mosquito bombers flew high-speed, medium or low-altitude missions against factories, railways and other pinpoint targets in Germany and German-occupied Europe. From late 1943, Mosquito bombers were formed into the Light Night Strike Force and used as pathfinders for RAF Bomber Command's heavy-bomber raids. They were also used as "nuisance" bombers, often dropping Blockbuster bombs - 4,000 lb (1,812 kg) "cookies" - in high-altitude, high-speed raids that German night fighters were almost powerless to intercept.
As a night fighter, from mid-1942, the Mosquito intercepted Luftwaffe raids on the United Kingdom, notably defeating Operation Steinbock in 1944. Starting in July 1942, Mosquito night-fighter units raided Luftwaffe airfields. As part of 100 Group, it was a night fighter and intruder supporting RAF Bomber Command's heavy bombers and reduced bomber losses during 1944 and 1945. As a fighter-bomber in the Second Tactical Air Force, the Mosquito took part in "special raids", such as the attack on Amiens Prison in early 1944, and in precision attacks against Gestapo or German intelligence and security forces. Second Tactical Air Force Mosquitos supported the British Army during the 1944 Normandy Campaign. From 1943 Mosquitos with RAF Coastal Command strike squadrons attacked Kriegsmarine U-boats (particularly in the 1943 Bay of Biscay, where significant numbers were sunk or damaged) and intercepting transport ship concentrations.
The Mosquito flew with the Royal Air Force (RAF) and other air forces in the European theatre, and the Mediterranean and Italian theatres. The Mosquito was also used by the RAF in the South East Asian theatre, and by the Royal Australian Air Force (RAAF) based in the Halmaheras and Borneo during the Pacific War.
By the early-mid-1930s, de Havilland had a reputation for innovative high-speed aircraft with the DH.88 Comet racer. The later DH.91 Albatross airliner pioneered the composite wood construction that the Mosquito used. The 22-passenger Albatross could cruise at 210 miles per hour (340 km/h) at 11,000 feet (3,400 m), better than the 100 miles per hour (160 km/h) Handley Page H.P.42 and other biplanes it was replacing. The wooden monocoque construction not only saved weight and compensated for the low power of the de Havilland Gipsy Twelve engines used by this aircraft, but simplified production and reduced construction time.
Air Ministry bomber requirements and concepts:
On 8 September 1936, the British Air Ministry issued Specification P.13/36 which called for a twin-engined medium bomber capable of carrying a bomb load of 3,000 pounds (1,400 kg) for 3,000 miles (4,800 km) with a maximum speed of 275 miles per hour (443 km/h) at 15,000 feet (4,600 m); a maximum bomb load of 8,000 pounds (3,600 kg) which could be carried over shorter ranges was also specified. Aviation firms entered heavy designs with new high-powered engines and multiple defensive turrets, leading to the production of the Avro Manchester and Handley Page Halifax.
In May 1937, as a comparison to P.13/36, George Volkert, the chief designer of Handley Page, put forward the concept of a fast unarmed bomber. In 20 pages, Volkert planned an aerodynamically clean medium bomber to carry 3,000 pounds (1,400 kg) of bombs at a cruising speed of 300 miles per hour (480 km/h). There was support in the RAF and Air Ministry; Captain R N Liptrot, Research Director Aircraft 3 (RDA3), appraised Volkert's design, calculating that its top speed would exceed the new Supermarine Spitfire. There were, however, counter-arguments that, although such a design had merit, it would not necessarily be faster than enemy fighters for long. The ministry was also considering using non-strategic materials for aircraft production, which, in 1938, had led to specification B.9/38 and the Armstrong Whitworth Albemarle medium bomber, largely constructed from spruce and plywood attached to a steel-tube frame. The idea of a small, fast bomber gained support at a much earlier stage than sometimes acknowledged though it was unlikely that the Air Ministry envisaged it not using light alloy components.
Project Mosquito:
Once design of the DH.98 had started, de Havilland built mock-ups, the most detailed at Salisbury Hall, in the hangar where E0234 was being built. Initially, this was designed with the crew enclosed in the fuselage behind a transparent nose (similar to the Bristol Blenheim or Heinkel He 111H), but this was quickly altered to a more solid nose with a more conventional canopy.
The construction of the prototype began in March 1940, but work was cancelled again after the Battle of Dunkirk, when Lord Beaverbrook, as Minister of Aircraft Production, decided there was no production capacity for aircraft like the DH.98, which was not expected to be in service until early 1941. Although Lord Beaverbrook told Air Vice-Marshal Freeman that work on the project had better stop, he did not issue a specific instruction, and Freeman ignored the request. In June 1940, however, Lord Beaverbrook and the Air Staff ordered that production was to focus on five existing types, namely the Supermarine Spitfire, Hawker Hurricane, Vickers Wellington, Armstrong-Whitworth Whitley and the Bristol Blenheim. Work on the DH.98 prototype stopped, and it seemed that the project would be shut down when the design team were denied the materials with which to build their prototype.
The Mosquito was only reinstated as a priority in July 1940, after de Havilland's General Manager L.C.L Murray, promised Lord Beaverbrook 50 Mosquitoes by December 1941, and this, only after Beaverbrook was satisfied that Mosquito production would not hinder de Havilland's primary work of producing Tiger Moth and Oxford trainers and repairing Hurricanes as well as the licence manufacture of Merlin engines. In promising Beaverbrook 50 Mosquitoes by the end of 1941, de Havilland was taking a gamble, because it was unlikely that 50 Mosquitos could be built in such a limited time; as it transpired only 20 Mosquitos were built in 1941, but the other 30 were delivered by mid-March 1942.
During the Battle of Britain, nearly a third of de Havilland's factory time was lost because the workers took cover in the factory's bomb shelters. Nevertheless, work on the prototype went quickly, such that E0234 was rolled out on 19 November 1940.
In the aftermath of the Battle of Britain, the original order was changed to 20 bomber variants and 30 fighters. It was still uncertain whether the fighter version should have dual or single controls, or should carry a turret, so three prototypes were eventually built: W4052, W4053 and W4073. The latter, both turret armed, were later disarmed, to become the prototypes for the T.III trainer. This caused some delays as half-built wing components had to be strengthened for the expected higher combat load requirements. The nose sections also had to be altered, omitting the clear perspex bomb-aimer's position, to solid noses designed to house four .303 machine guns and their ammunition.
Overview:
The Mosquito was a fast, twin-engined aircraft with shoulder-mounted wings. The most-produced variant, designated the FB Mk VI (Fighter-bomber Mark 6), was powered by two Merlin Mk 23 or Mk 25 engines driving three-bladed de Havilland hydromatic propellers. The typical fixed armament for an FB Mk VI was four Browning .303 machine guns and four 20 mm Hispano cannon while the offensive load consisted of up to 2,000 pounds (910 kg) of bombs, or eight RP-3 unguided rockets.
Construction:
The oval-section fuselage was a frameless monocoque shell built in two halves being formed to shape by band clamps over a mahogany or concrete mould, each holding one half of the fuselage, split vertically. The shell halves were made of sheets of Ecuadorean balsawood sandwiched between sheets of Canadian birch, but in areas needing extra strength— such as along cut-outs— stronger woods replaced the balsa filler; the overall thickness of the birch and balsa sandwich skin was only 7⁄16 inch (11 mm). This sandwich skin was so stiff that no internal reinforcement was necessary from the wing's rear spar to the tail bearing bulkhead. The join was along the vertical centre line. This split construction greatly aided the assembly of the internal equipment as it allowed the technicians easy access to the fuselage interior. While the glue in the plywood skin dried, carpenters cut a sawtooth joint into the edges of the fuselage shells, while other workers installed the controls and cabling on the inside wall. When the glue completely dried, the two halves were glued and screwed together. The fuselage was strengthened internally by seven bulkheads made up of two plywood skins parted by spruce blocks, which formed the basis on each half for the outer shell. Each bulkhead was a repeat of the spruce design for the fuselage halves; a balsa sheet sandwich between two plywood sheets/skins. Bulkhead number seven carried the fittings and loads for the tailplane and rudder, The type of glue originally used was Casein, which was later replaced by "Aerolite", a synthetic urea-formaldehyde, which was more durable. Many other types of screws and flanges (made of various woods) also held the structure together.
The fuselage construction joints were made from balsa wood and plywood strips with the spruce multi-ply being connected by a balsa V joint, along with the interior frame. The spruce would be reinforced by plywood strips at the point where the two halves joined to form the V-joint. Located on top of the joint the plywood formed the outer skin. During the joining of the two halves ("boxing up"), two laminated wooden clamps would be used in the after portion of the fuselage to act as support. A covering of doped Madapolam (a fine plain woven cotton) fabric was stretched tightly over the shell and a coat of silver dope was applied, after which the exterior camouflage was applied. The fuselage had a large ventral section cut-out, which was braced during construction, to allow it to be lowered onto the wing centre-section. Once the wing was secured the lower panels were replaced, and the bomb bay or armament doors fitted.
The all-wood wing was built as a one-piece structure and was not divided into separate construction sections. It was made up of two main spars, spruce and plywood compression ribs, stringers, and a plywood covering. The outer plywood skin was covered and doped like the fuselage. The wing was installed into the roots by means of four large attachment points. The engine radiators were fitted in the inner wing, just outboard of the fuselage on either side. These gave less drag. The radiators themselves were split into three sections: an oil cooler section outboard, the middle section forming the coolant radiator and the inboard section serving the cabin heater. The wing contained metal framed and skinned ailerons, but the flaps were made of wood and were hydraulically controlled. The nacelles were mostly wood, although, for strength, the engine mounts were all metal as were the undercarriage parts. Engine mounts of welded steel tube were added, along with simple landing gear oleos filled with rubber blocks. Wood was used to carry only in-plane loads, with metal fittings used for all triaxially loaded components such as landing gear, engine mounts, control surface mounting brackets, and the wing-to-fuselage junction. The outer leading wing edge had to be brought 22 inches (56 cm) further forward to accommodate this design. The main tail unit was all wood built. The control surfaces, the rudder and elevator, were aluminium framed and fabric covered. The total weight of metal castings and forgings used in the aircraft was only 280 lb (130 kg).
In November 1944, several crashes occurred in the Far East. At first, it was thought these were as a result of wing structure failures. The casein glue, it was said, cracked when exposed to extreme heat and/or monsoon conditions. This caused the upper surfaces to "lift" from the main spar. An investigating team led by Major Hereward de Havilland travelled to India and produced a report in early December 1944 stating that "the accidents were not caused by the deterioration of the glue but by shrinkage of the airframe during the wet monsoon season". However a later inquiry by Cabot & Myers definitely attributed the accidents to faulty manufacture and this was confirmed by a further investigation team by the Ministry of Aircraft Production at Defford which found faults in six different Marks of Mosquito (all built at de Havilland's Hatfield and Leavesden plants) which showed similar defects, and none of the aircraft had been exposed to monsoon conditions or termite attack; thus it was concluded that there were construction defects found at the two plants. It was found that the "Standard of glueing...left much to be desired”. Records at the time showed that accidents caused by "loss of control" were three times more frequent on Mosquitoes than on any other type of aircraft. The Air Ministry forestalled any loss of confidence in the Mosquito by holding to Major de Havilland's initial investigation in India that the accidents were caused "largely by climate" To solve the problem, a sheet of plywood was set along the span of the wing to seal the entire length of the skin joint along the main spar.
Information regarding the de Havilland DH98 Mosquito has been taken from excerpts contained on Wikipedia
Aston Martin Ulster Roadster (1936)
In 1927 Aston Martin was taken over by race driver A. C. Bertelli. He designed a 1.5-litre, SOHC engine which would eventually power the LeMans-racing Ulster. Thoughout the years the engine was devloped to include dry sump lubrication.
The Aston Martin Ulster stands as one of the most respected pre-war racecars. It was largely based on the Mark II which came before it.
The Ulster had a breif two year race program. During this time they dominated the British Tourist Trophy at Goodwood. In 1934, Ulsters took first, second and third place. The best LeMans result was achieved in 1935. Chassis LM20 raced to third overall which put it first in the 1101 to 1500cc class.
After the race efforts, Aston Martin readied a production version of the LeMans cars. Twenty-One of these cars were built of which all are accounted for today.
Aston Martin Ulster information used from:
www.supercars.net/cars/2084.html
In the 1980's a small number (7) replicas of the Aston Martin Ulster Roadster were manufactured as a kit car:
Fergus Mosquito (Aston Martin Ulster replica)
Kop Hill Climb - 25th September 2011
Fergus Mosquito - an Aston Martin Ulster replica.
Only seven were made in Kingsbridge, Devon, in the 1980s, using donor Morris Marina B-series engines and other parts.
UIJ233 is the best of the 7 replicas.
These two models, the de Havilland DH98 Mosquito aircraft and the Aston Martin Ulster Roadster of 1936 have been created in Lego miniland scale for Flickr LUGNuts' 79th Build Challenge, - 'LUGNuts goes Wingnuts" - featuring automotive vehicles named after, inspired by or related to aircraft.
Cupid came during meal time to give Adelaide and I each a rose. Adelaide was so embarrassed that her rose to me was given right in front of her, and she took off running . Aiden wasn't for sure what to do other than sit there in fear. His rose to her had some very important questions. He was afraid that this very moment would cause him to lose her as a friend.
As we waited for the 40 to brings the train down the loop to Georgetown, this center cab came down ahead of it.
As a non-regular to the area, I was surprised to see something as vibrant as this at Crystal Peaks this morning, a former Kinch-liveried Solo!!
451, now under TM ownership, departs Crystal Peaks Bus Station in the freezing fog on a 55 to Plumbley via Westfield and Mosborough.
As I descended, the view over Muker meadows disappeared and the two barns "rose up" against the background of Ivelet Side.
As we close today, I'd like to thank everyone for the support this year! It's been a heck of a year, and 2017 has already got a lot going for it! There's lots in store for 2017. Here's a clipped shot of the lounge in the TMC shop.
Another version of this majestic ruin for you to enjoy. The left wing, bombed and burned in 1939, is missing. Some portions of the walls, along with a massive foundation (not visible on the photo) still remain and while heavily overgrown with bushes can provide a great vantage point from which converging Vistula and Narew rivers are perfectly visible.
In fact, Narew river flows just behind the granary, the walls seem to rise straight from the water, while Vistula river is maybe 100 meters in front of the main entrance. Both rivers are not really “regulated” here and they both run beautifully wild.
The building proved to be a relatively easy target for the German bombers in 1939. It was huge and aligned so perfectly in a place where the two rivers converged that the smart pilots almost “flew by the wire”. At that time it was used as a storage for the army engineers' material time so it made an inviting target.
It was said that the architect Jan Jakub Gaya made the main gate (or antrance) too beautiful, making it look like “arc de triomphe” for the hated tsar Nicolas I Romanov who, in 1844, was both the Emperor of Russia and the King of Poland (and the Grand Duke of Finland for that matter).
Today we can only be thankful to Gaya since what he had designed, despite heavy damage and merciless passage of time, is still a majestic and beautiful construction, a true sight to behold.
This photo is Best on black at Fluidr
See more at: www.visualmanuscripts.com or connect with me on Google+, Facebook or Twitter.
Well I am only saying that but don't really think that. There are certain limitations one must come to terms with such as body size and characteristics from fully passing. But I can tell you that fashion, spirituality, and attitude count a lot towards presenting yourself as a female. It's a really cool feeing for one self and I think it goes a long way in how others perceive you too! Here is a chronological photo collage example from me, clockwise from top left.;
1- Although I had gone shopping plenty of times in girl mode, this was the first time I entered a store and went directly up to a sales woman asking for her help and input in selecting outfits for me. She was enthusiastic and very helpful and I bought one dress and 2 tops there!
2- Years ago I had attended a holiday work party (male mode) on a Friday evening at a rather fancy hotel. I noticed on the hotel schedule that the next evening there were multiple company holiday parties for the next evening. My mind raced a bit and got the courage to dress up nicely and head back to the hotel. There were lot's of people partying dressed to the hilt. So I wondered back and forth to the few cocktail lounge areas and the beautifully decorated lobby. I talked and interacted with so many nice people! The topper of the evening is that while chatting with a group of 3 women at one of the bars they encouraged me to join them in the main (and huge) club, which I had previously shied away from going into. I had a blast with those women partying and dancing with them and they treated me as part of their group the whole time!
3- I took a personal day off of work to live out a fantasy. I decided to go out and try to find a place to try on a wedding gown! It went better than I could ever have imagined visiting 3 different bridal stores and trying on about 14 wedding dresses. This was one of most memorable days as a female and the burst of feminine feelings and emotions I had inside me after slipping into the first wedding gown was truly AMAZING!!
4- My first bra fitting at Victoria's Secret! I wasn't planning on getting fitted for bras but while looking at all the different bra styles I was approached by a very nice sales girl and we started talking about what I was looking for. I was completely honest with her that I use breast forms for my boobs and I believe it was then she realized I wasn't a genuine female ( which she admitted to later before I left). It was at her insistence that we pick out some styles that I liked that she set me up with a dressing room and she would be right back to see how they fit! I nervously opened the door for her when she knocked, me standing there in a skirt with the first bra I tried on. She was professional and informative and even helpful as she helped me in and out of several different bras until we found 2 that worked well for me!
5- After a day of shopping at a mall I decided to stop into the popular bar for their happy hour. I was one of the first patrons in and took a seat at the bar and was able to chat with the very attractive female bar tender since it wasn't busy yet. We talked about the mall and our favorite stores and I just kind of blurted out that I was a crossdresser out having a really fun day so I might not stay long if it got really busy in the bar. She said it will get busy soon as it was Friday but I should stay and have a good time and told me I looked totally cute and not to worry about anything! Next thing I know it was pretty crowded but I felt good and decided to stay and enjoy myself. A rather good looking guy in a suit sat next me and we chatted a for a little while and was totally surprised when he said he was really hungry and asked if I would like to join him for dinner at a nice restaurant across the street! I carefully explained to him who I was and thanked him but I was really wasn't into men. He was surprised and said I looked fabulous and did a really good job of looking the part and he had noticed me as soon as he had entered the bar. That was an ego thing for me because I thought the place was loaded with extremely attractive women!
6- I had visited Florida so many times and had been living here for about a year but had never been to Miami's South Beach area. A close GG friend of mine wanted to show me around so we first went to do a little shopping. I'll tell you that trying on dresses and outfits with a woman is even more fun than doing it by yourself! We went down to the cosmetic counters where she had a girl do a makeup make over on her which was really fun. Then we went to a very posh and crowded restaurant for a bite to eat before heading to the famous beach area. We walked around checking out the sights and it was thrilling being attractive women getting attention from so many people! We ended up going into a few clubs, drinking and dancing to end a totally fantastic girl's day and night out!
As the days have gradually become warmer, ladybirds have been emerging in ever increasing numbers from winter shelter. It was late afternoon and getting significantly cooler, when I spotted this pair settling down for the night.
These palm trees stand tall as they mingle with the sunshine. . .
. . .
Please!! NO Awards or Large Graphics...Group Buddy Icons are OK. Also, please do not insert your own pictures in your comments on my stream unless specifically requested. Thank You!
© CPMcGann. All rights reserved. If you are interested in using my images, please contact me first.
Carrying on in the theme of flying shots this evening , this time here is a member of the " Squabble Squad the 2017 Chapter " , looking all posing and photogenic . Yet moments ago it was feathers at dawn with some of the youngsters and between them I can't keep up with the feeders emptying .
As this Kathy Temin installation at the Gallery of Modern Art is its final days I decided to pay it another visit and take some more images. So surreal!
"The very winds whispered in soothing accents,"My heart was fashioned to be susceptible of love and sympathy, and when wrenched by misery to vice and hatred, it did not endure the violence of the change without torture such as you cannot even imagine."
Mary Shelley
As a photographer we are painting the images that soon will be disappear
Searching the new images of beauty one after another and leave it forever
As they twist their heads from side to side while looking up, these Eared Grebes (Podiceps nigricollis) dance in unison during the breeding season as they display courtship behavior. Image take on a pond i Northern Colorado.
Information as per the Pamlin Print post card.
As Tony Seal correctly points out, there were double deckers "omo"s before, but those were experimental, whereas this was a definite policy meant to last. See more in comments by Tony. It appears that this was the first bus to start the programme.
XA22 / CUV22C Leyland Atlantean. New 1965, Became omo in 1969. Sold on to Hong Kong in 1973.
Ref: www.countrybus.org/XAXF/XAa.htm#fleet
I remember going to work on RMs on the 253 route, it took me about 20 minutes to get there. When the route was changed to omo it took about 30+ minutes. How many other people were similarly affected?? Fortunately things have improved now that drivers are generally excused the task of money collection.
Photo Pamlin Prints.