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此為作品「紋：期待 Expectation」 之形像照。
Image of "紋：期待 Expectation."
模特兒：游一娟
攝影師：楊尊喆
彩妝師：洪明秀
整體造型：楊懿紋
Model: You,Yi-Juan
Photographer: Yang,Zun-Zhe
Visagiste: Hung, Ming-Xiu
Shape designer: Yang ,Yi-wen
An expectationally fine example of embossed 10d brown [SG57] cancelled with the barred Hull numeral 383.
The total number of sheets [of 24] issued to the public was 116,915 [2,805,960 stamps].
The first registration sheet is dated 23rd May 1848 and the earliest known usage is 23rd Nov 1848.
It was cloudy all day and I had no expectation of painting after work. When I left the sky had cleared and there was a little bit of light left. I saw this view but then told myself there wasn’t enough time and it would be good to go home. I got in the car and went about a hundred feet down the street, all the while fighting the urge to go back. Finally good sense and desire won out and I went back. There was just enough time to do this quick 3x5 sketch. I’m very happy I took advantage of the opportunity.
A return.
This wall painting was last engaged with in 2015. Since that time the local council has contributed to the composition via layers of their own exterior acrylic paint. Their decisions have been informed by the 2015 work as well as the desire to omit the names of general members of the public who have contributed by adding their names with various colours of aerosol paint. With one action following the other, the layers continue to build, like the clouds moving across the sky. The particular details that comprise the current work are parts, rendered in an aesthetic attempt to acknowledge the sites surroundings.
Grumman P-50K Spitfire
a/c 47, 1st Expeditionary Squadron, 2nd Latin American Fighter Group, Venezuelan Air Force
Taegu, UN-occupied southern Korea, 27 February 1946
Personal mount of Captain Josef Martínez
Disbanded at San Angelo, Italy, in November 1944, the Venezuelan Air Force’s 1st Expeditionary Squadron was re-established at Majors Army Airfield, Texas, USA, on 26 March 1945. Having previously flown the Canadian-built Federal Aircraft A-36B version of the Mustang, there was a high expectation among the Venezuelan personnel that they would be issued new Mustangs. Arriving on busses, they saw Venezuelan-marked Spitfires across the airfield. Muttering followed and there was the hope expressed that these were just for training. Maybe, someone suggested, like their colleagues from Argentina, Brazil and Mexico, they would soon be issued with P-47D Thunderbolts? Surely, they wouldn’t be flying Spitfires over Japan?
With time, they would learn how to fight with the Grumman P-50K Spitfire over Japan.
In April, the Venezuelan 1st Expeditionary Squadron would be joined by two other units. The men of the Columbian 101st Fighter Squadron arrived on the 9th and those of the Ecuadorean 21st Squadron on the 15th. Together, they would form the 2nd Latin American Fighter Group (2LAFG). After training at Major, the personnel of the 2LAFG were deployed to Clark Field, Philippines, where they picked up new P-50Ks and flew local combat missions during October. Here, they painted their Spitfires with high-visibility yellow, blue and red trims, to symbolise the colours shared by their national flags; only the red had to be minimised and the red centre of the Venezuelan national markings was replaced with white.
Built by Kaiser, the P-50K was the US equivalent to the UK-built Spitfire XVI. The type featured a bubble canopy, was powered by the V-1650-9 Packard Merlin, and were armed with either four 20mm Hispano cannon or two Hispano and two .50 cal Brownings (depending on the production block). With the RAF choosing to skip the P-50K for the Packard V-2240 Griffin powered P-50L (Spritire 35) and P-50N (Spitfire 36), the US Government offloaded the mass-produced P-50Ks onto other export customers.
Slower than the P-47D or P-51D, and shorter ranged too, the P-50K was passé by the time 2LAFG was formed. Realising that they were likely to be relegated to less glamorous ground attack duties, the 2LAFG focused on honing their air-to-surface combat skills. However, early training demonstrated that the P-50K was less accurate as a bombing platform than the A-36B the Venezuelans had previously flown. Fortunately, the type could be armed with six 5 inch HVAR, which in combat became the staple offensive loadout. To overcome the type’s range deficiency (compared to the P-47 and P-51), reusable 65 gal aluminium and single-use 90 gal plastic impregnated press paper drop tanks were carried on most combat sorties. Operating from Taegu on the Korean Peninsula, the external fuel tanks gave the P-50K sufficient combat radius with six HVARs to attack targets on Kyushu, Shikoku and most of Honshu. Critically, they could mount Watermelon cab-rank CAS missions in support of Operation Downfall, the Allied invasion of Honshu. Another loadout used was two 65 gal fuel tanks, six HVARs and a 65 gal napalm tank on the centreline. The 2LAFG left bombing with actual bombs to 1LAFG.
2LAFG joined 1LAFG at Taegu in November 1945 and participated in a range of operations. Code named mission types included Watermelons (providing cab-rank CAS), Strawberries (seek and destroy armed recce against targets of opportunity), Pumpkins (pre-planned strikes against fixed targets) and Shallots (as Pumpkins, but specifically against targets associated with ramp-launched, pulse-jet powered Yokosuka MXY-7 Ohka Model 43B Otsu). No 2LAFG pilots were credited with the destruction of Japanese aircraft in aerial combat until the invasion of Honshu. Tasked with Watermelons in support of Downfall’s Wakasa Bay landings, they inevitably encountered the kamikaze onslaught and shot down seven Japanese planes, including four Ki-115, two Ki-100 To-Gō and a Ki-61-II. By VJ Day, their air kill tally stood at just 11. Two of these kills were credited to Captain Josef Martínez: a Ki-115 on 1 March and another the next day.
The Spitfires flown at Major were of the P-50K-1-KA variety. At Clark, they were issued aircraft from the P-50-2-KA and P--50-3-KA blocks. The -1s and -2s were armed with a pair of 20mm Hispano cannon and two .50 cal Browning machine guns, while the -3s differed only from the -2s in having four cannon at the expense of the machine guns. However, as all P-50Ks were built with the “American Universal” wing, the Brownings could be replaced in service by a second pair of cannon. This appears to be the case with this aircraft, which is notable for having field produced aerodynamic sleeves for the inner pair of cannon (there having been a temporary shortage of genuine cannon sleeve parts when it was converted to an all cannon armament). Later photographs of this plane in Operation Downfall invasion stripes show standard, factory-supplied sleeves on all four cannon. Many of 2LAFG’s P-50-2-KA Spitfires had their machines guns replaced by cannons during December 1945 and January 1946.
During these winter months of reduced operations, all of the Group’s Spitfires also had their undercarriage modified to reduce tyre wear. In November, Taegu’s second runway was completed with a concrete surface, with the original runway being rebuilt in concrete during December and January. Using undercarriage and tyres designed for grass and dirt runways, the concrete runways produced excessive tyre wear on the Spitfires. The solution was to change the angle of the tyres relative to the undercarriage legs, which in turn required additional space in the wings when the undercarriage was retracted. To make room, a portion of the upper wing was cut open and faired over with a factory-supplied blister.
Captain Josef Martínez had flown 17 combat missions in the 1st Expeditionary Squadron’s A-36B Mustangs in Italy before rejoining the unit as it reformed on the P-50K. His P-50-1-KA Spitfire, a/c 47, is depicted here as photographed (with 30 mission markings) before his 31st Spitfire combat mission at Taegu on 27 February 1946. By VJ Day, 6 May 1946, he had flown 97 missions, 64 in a/c 47 (withdrawn after another Spitfire crashed into it whilst taxiing) and another 33 in a/c 87.
This week I've been busy at work, finishing a project that's been dragging on for more than a year. We started on it in January 2020, with the expectation of completion in April or May last year. Then Covid happened. Our work (environmental assessment of air quality and noise) needs traffic data and typical industrial activity, so everything was put on hold. My expectation of completion today did take a wee bit of a wobble due to the 3" of snow which appeared overnight. You've got to seize these chances as they arise, so let's just say this resulted in some radical changes in today's work programme. A quick bit of work, then out on the skis for a couple of hours. Hil's filling parsnip soup for lunch, then back in the shed in the afternoon, slam some more model Scenarios, trying always to concentrate, but the thought of powder nagging away in the background - and getting back out there before it all thaws. Fortunately, it had been snowing intermittently all afternoon, which meant deeper snow and to discover that my tracks had mostly been covered by the time I was able to head out again in the evening. I figured that I'd better stick to terrain I was familiar with as we were descending into dusk and full darkness, so I more or less repeated the same trip as the morning. The only bit where I needed to kick off my skis was the path down to the bridge at Hailes, which was running a stream. I've taken a few photos in this spot in the summer. I like the wiggly dead branch the sticks out over the meander which only runs when the rive is up. I've got a great headlight light which fits on my bike helmet, so I can cycle (or as it turns out) ski in full darkness. I'd headed along the fields towards Hailes Castle, down across the Tyne, up to Overhailes and Pencraig Hill. Skiing through the wood on Pencraig Hill and down the big open field in the starlight down to East Linton in the dark was a great experience. Back home for Hil's tasty prawn risotto. This second outing inevitably meant working late to get the job done. Note to self, taking photos while skiing is a total pain. Everywhere you look is different and presents a new feast of visual opportunity. Trouble is, you need to stop, wriggle out of your gloves and ski pole straps, remove ski's then dig camera out of rucksack. Then you can take your photo. Then reverse the process (sometimes fitting frozen bindings back on is a trial). I think this explains why I was mostly disappointed with today's efforts. I saw so many great views, but neglected to snap them due to the huge fucking effort involved.
Wall memorial with winged cherub & coat of arms - "Here sleeps Abraham Clark, esquire, in expectation of a glorious resurrection in omni vita modestus ac fobrius, justitiae et aequitatis cultor eximius, summa in amicos fide, veraque in Deum. Egenorum fautor ac patrenus, orpanorum pater,
liberalitatem exercere maluit quam ostentare aliis, munificentiae testes praetor Deum aegre admisit. Satis ei magnum ad virtutem invitamentum recte factorum conscientia. Died December 4 AD 1683 aged 61 "
(Abraham was lord of the manor and abbey of Flaxley;
He was the son of Abraham & Joanna Clarke 1664 www.flickr.com/gp/52219527@N00/0o6250
Dying without surviving issue, his heir was his cousin William Boevey 1692 www.flickr.com/gp/52219527@N00/2p5xE6 who after a short life of "excesses, both in debauch and ill-humour," left the estates to his long suffering wife Catherina Riches www.flickr.com/gp/52219527@N00/83x7Ed who never remarried and after a long philanthropic life died in 1726
The estate was sold by William Kingston in 1648 to merchants William and James Boeve (later Boevey), members of London's Dutch community. In 1654 James conveyed his interest to William, his half brother, and the latter assigned a moiety of the estate to his half sister Joanna +++ , widow of Abraham Clarke. Joanna, who bought the other moiety after William's death in 1661, died in 1664 leaving Flaxley to her son Abraham Clarke (d. 1683) and he left the estate to his cousin William, son of James Boevey. William Boevey died in 1692 and under his will the estate passed in turn to his wife Catharine Riches 1727 === www.flickr.com/gp/52219527@N00/mWP8c6 and a kinsman Thomas Crawley who assumed the name Crawley-Boevey. Thomas died in 1741 www.flickr.com/gp/52219527@N00/v44poL and his son and heir Thomas Crawley-Boevey enlarged the estate in the 1760s by purchasing land in Westbury-on-Severn adjoining the main part of Flaxley. Thomas (d. 1769) was succeeded by his son Thomas Crawley-Boevey, heir in 1789 to a baronetcy, and from Sir Thomas (d. 1818) the estate descended with the baronetcy from father to son, through Thomas (d. 1847), Martin (d. 1862), Thomas (d. 1912), and Francis (d. 1928), to Lancelot. www.flickr.com/gp/52219527@N00/33EYte who sold the family home Flaxley Abbey in 1960 )) - Church of St Mary the Virgin Flaxley Gloucestershire
I arrived home to find a large box on my porch. This photo shows the complete contents. At least it was easy to carry inside.
“The universe is full of magical things, patiently waiting for our wits to grow sharper.”
~ Eden Phillpotts
My expectation to see the illuminated Mesa arch was very high. It was one of the landscapes I always wanted to capture. Despite my high hopes, the weather unfortunately didn't turn to my side. Also when I've arrived at the arch, there were so many photographers already standing by. I've arrived at 6:30 and I thought that was early enough.
Right before the sunrise, the rain started to fall. You can see the train falling in the background approaching towards the arch.
Even with this weather condition the landscape in Canyonlands National Park was amazing. The ragged lines and the dark bottom of the canyon below the arch looked like the hell.
This panorama picture comprises of 10 pictures.
Commemoration of Liberation of Sillans- la-Cascade (Var France) by the allied troops WW2
People and vehicles by Association Memories 44
Muffins? Riche en calories? Laissons ça advenir! 😀 Chehya tayba #dinner#gymlife#fitspo#eatforabs#eatclean#healthy#gymaddict#bodybuilding#allnatural #expectation#determination#fitness #fitnessaddict#lifestyle
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they say with age comes wisdom. it may be that i am growing old in this world and have used up more than my share of allotted words and eager audiences, but even though the stream of thought flows on, most of its segments fall into the bottomless abyss of oblivion. of some, no memory survives the instant of their passage. of others, it is confined to a few moments, hours or days. others, again, leave vestiges which are indestructible, and by means of which they may be recalled as long as life endures.
[title by william shakespeare]
First flying on August 22, 1931, the Gee Bee Z quickly proved to be tricky to fly, but fulfilled every expectation with regards to its speed. Flown by pilot Lowell Bayles, the Gee Bee Z established a world speed record for landplanes of 267.342 miles per hour (430.245 km/h) at the National Air Races during the Shell Speed Dash qualifying on September 1, then went on to win the Goodyear Trophy race, run over a course of 50 miles (80 km), the next day at an average speed of 205 miles per hour (330 km/h). On the 5th, the aircraft's engineer, Bob Hall, flew the Gee Bee Z to victory in the General Tire and Rubber Trophy race, then won again the next day in a free-for-all event.
In the Thompson Trophy Race on September 7, Bayles was triumphant, winning with an average speed of 236.24 miles per hour (380.19 km/h), winning over competitors including Jimmy Doolittle, James Wedell, Ben Howard, Dale Jackson, Bill Ong, Ira Eaker, and Hall, who finished fourth in a Gee Bee Model Y.
Following the Thompson Trophy race, the Gee Bee Z was re-engined with a larger, 750-horsepower (560 kW) Wasp Senior radial, in preparation for an attempt at establishing another world speed record at Wayne County Airport in Detroit, Michigan. Unofficially clocked at 314 miles per hour (505 km/h) in early trials, the record attempt on December 5, 1931, would end in tragedy, the aircraft suffering a wing failure and rolling into the ground, killing Bayles.
Analysis of the crash, based on motion picture film of the event examined frame-by-frame, showed that the aircraft's fuel cap had come loose and crashed through the Gee Bee Z's windscreen. It struck the pilot and incapacitated him, causing a sudden upset in pitch that led to the structural failure of the wing.] In addition, tests of a reproduction aircraft have shown that the Gee Bee Z was susceptible to aerodynamic flutter at high speed.
Grumman P-50K Spitfire
a/c 47, 1st Expeditionary Squadron, 2nd Latin American Fighter Group, Venezuelan Air Force
Taegu, UN-occupied southern Korea, 27 February 1946
Personal mount of Captain Josef Martínez
Disbanded at San Angelo, Italy, in November 1944, the Venezuelan Air Force’s 1st Expeditionary Squadron was re-established at Majors Army Airfield, Texas, USA, on 26 March 1945. Having previously flown the Canadian-built Federal Aircraft A-36B version of the Mustang, there was a high expectation among the Venezuelan personnel that they would be issued new Mustangs. Arriving on busses, they saw Venezuelan-marked Spitfires across the airfield. Muttering followed and there was the hope expressed that these were just for training. Maybe, someone suggested, like their colleagues from Argentina, Brazil and Mexico, they would soon be issued with P-47D Thunderbolts? Surely, they wouldn’t be flying Spitfires over Japan?
With time, they would learn how to fight with the Grumman P-50K Spitfire over Japan.
In April, the Venezuelan 1st Expeditionary Squadron would be joined by two other units. The men of the Columbian 101st Fighter Squadron arrived on the 9th and those of the Ecuadorean 21st Squadron on the 15th. Together, they would form the 2nd Latin American Fighter Group (2LAFG). After training at Major, the personnel of the 2LAFG were deployed to Clark Field, Philippines, where they picked up new P-50Ks and flew local combat missions during October. Here, they painted their Spitfires with high-visibility yellow, blue and red trims, to symbolise the colours shared by their national flags; only the red had to be minimised and the red centre of the Venezuelan national markings was replaced with white.
Built by Kaiser, the P-50K was the US equivalent to the UK-built Spitfire XVI. The type featured a bubble canopy, was powered by the V-1650-9 Packard Merlin, and were armed with either four 20mm Hispano cannon or two Hispano and two .50 cal Brownings (depending on the production block). With the RAF choosing to skip the P-50K for the Packard V-2240 Griffin powered P-50L (Spritire 35) and P-50N (Spitfire 36), the US Government offloaded the mass-produced P-50Ks onto other export customers.
Slower than the P-47D or P-51D, and shorter ranged too, the P-50K was passé by the time 2LAFG was formed. Realising that they were likely to be relegated to less glamorous ground attack duties, the 2LAFG focused on honing their air-to-surface combat skills. However, early training demonstrated that the P-50K was less accurate as a bombing platform than the A-36B the Venezuelans had previously flown. Fortunately, the type could be armed with six 5 inch HVAR, which in combat became the staple offensive loadout. To overcome the type’s range deficiency (compared to the P-47 and P-51), reusable 65 gal aluminium and single-use 90 gal plastic impregnated press paper drop tanks were carried on most combat sorties. Operating from Taegu on the Korean Peninsula, the external fuel tanks gave the P-50K sufficient combat radius with six HVARs to attack targets on Kyushu, Shikoku and most of Honshu. Critically, they could mount Watermelon cab-rank CAS missions in support of Operation Downfall, the Allied invasion of Honshu. Another loadout used was two 65 gal fuel tanks, six HVARs and a 65 gal napalm tank on the centreline. The 2LAFG left bombing with actual bombs to 1LAFG.
2LAFG joined 1LAFG at Taegu in November 1945 and participated in a range of operations. Code named mission types included Watermelons (providing cab-rank CAS), Strawberries (seek and destroy armed recce against targets of opportunity), Pumpkins (pre-planned strikes against fixed targets) and Shallots (as Pumpkins, but specifically against targets associated with ramp-launched, pulse-jet powered Yokosuka MXY-7 Ohka Model 43B Otsu). No 2LAFG pilots were credited with the destruction of Japanese aircraft in aerial combat until the invasion of Honshu. Tasked with Watermelons in support of Downfall’s Wakasa Bay landings, they inevitably encountered the kamikaze onslaught and shot down seven Japanese planes, including four Ki-115, two Ki-100 To-Gō and a Ki-61-II. By VJ Day, their air kill tally stood at just 11. Two of these kills were credited to Captain Josef Martínez: a Ki-115 on 1 March and another the next day.
The Spitfires flown at Major were of the P-50K-1-KA variety. At Clark, they were issued aircraft from the P-50-2-KA and P--50-3-KA blocks. The -1s and -2s were armed with a pair of 20mm Hispano cannon and two .50 cal Browning machine guns, while the -3s differed only from the -2s in having four cannon at the expense of the machine guns. However, as all P-50Ks were built with the “American Universal” wing, the Brownings could be replaced in service by a second pair of cannon. This appears to be the case with this aircraft, which is notable for having field produced aerodynamic sleeves for the inner pair of cannon (there having been a temporary shortage of genuine cannon sleeve parts when it was converted to an all cannon armament). Later photographs of this plane in Operation Downfall invasion stripes show standard, factory-supplied sleeves on all four cannon. Many of 2LAFG’s P-50-2-KA Spitfires had their machines guns replaced by cannons during December 1945 and January 1946.
During these winter months of reduced operations, all of the Group’s Spitfires also had their undercarriage modified to reduce tyre wear. In November, Taegu’s second runway was completed with a concrete surface, with the original runway being rebuilt in concrete during December and January. Using undercarriage and tyres designed for grass and dirt runways, the concrete runways produced excessive tyre wear on the Spitfires. The solution was to change the angle of the tyres relative to the undercarriage legs, which in turn required additional space in the wings when the undercarriage was retracted. To make room, a portion of the upper wing was cut open and faired over with a factory-supplied blister.
Captain Josef Martínez had flown 17 combat missions in the 1st Expeditionary Squadron’s A-36B Mustangs in Italy before rejoining the unit as it reformed on the P-50K. His P-50-1-KA Spitfire, a/c 47, is depicted here as photographed (with 30 mission markings) before his 31st Spitfire combat mission at Taegu on 27 February 1946. By VJ Day, 6 May 1946, he had flown 97 missions, 64 in a/c 47 (withdrawn after another Spitfire crashed into it whilst taxiing) and another 33 in a/c 87.
Thursday started at oh dark thirty. Today I was going early with Dad to observe how he started everyday.
To get the behemoth that is a steam engine to pull a train takes hours of preparation. Most critically, there needs to be a big fire in the firebox, this has to heat a lot of water to make steam and you need a good head of steam to move. This takes time.
Despite the boiler still being at 70psi from the day before's action, when we arrived at 7am the first thing to do was to light the fire - 200psi was a long way off. The first job is to dump all the ash from the previous day's fire and then set a new fire. Intriguingly there are many methods used, but we had a layer of coal, a layer of paraffin soaked rags and a layer of wood. Light it and wait. Then more coal. A lot more coal.
With any mechanical device there is a huge amount of routine, ongoing maintenance that needs doing, engines have more than most. There are a huge number of things that need checking, clearing, oiling, tightening, loosening and all manor of little jobs that clearly elucidate why these amazing machines needed a full time crew of three.
Then of course there is a lot of cleaning to do. Coal, steam and the odd bit of oil plus smoke, smuts, ash and just using the thing generates the most amazing amount of grime. Of course, the engine is lavished with brass, steel and the most amazing paintwork. It needs a lot of cleaning. And clean it they do.
I stayed well out of the way. And took pictures, over 500 during the course of the day. After all the preparation, I also was extremely fortunate to be able to run up and down the entire length of the line on the footplate. The main shot is from a point during that run. SOOC. There was just something I loved about it, despite the dodgy colours, focus and ISO 1600. Captured the nostalgic feel for me. It's Ian Wright, the driver of the train. He's Dad's very good friend. Tells horrifically cheesy, corny, non-PC and some downright pathetic jokes. You'll also notice he's in his 'dress' overalls rather than the mucky ones he uses to prep.
Here's some of the better ones from early on - all clickable, if you'd like to look larger. Part 2 will have more from later in the day.
AI: Holiday snaps.
AI Images:
Thank you for group invites, I'm flattered. But I'm not going to submit my AI images to regular groups, where they could be mistaken for real images, as that may create an unrealistic expectation for other people.
However, I have started a new group, specifically for trans-AI images. Feel free to join and post. Unlike my original group ' A Celebration of Trans', which is a 'Safe' only group, and strictly moderated, the AI group will accept 'Restricted', or 'Not Safe For Work' images.
I will also consider posting to other AI themed groups if invited.
Grumman P-50K Spitfire
a/c 47, 1st Expeditionary Squadron, 2nd Latin American Fighter Group, Venezuelan Air Force
Taegu, UN-occupied southern Korea, 27 February 1946
Personal mount of Captain Josef Martínez
Disbanded at San Angelo, Italy, in November 1944, the Venezuelan Air Force’s 1st Expeditionary Squadron was re-established at Majors Army Airfield, Texas, USA, on 26 March 1945. Having previously flown the Canadian-built Federal Aircraft A-36B version of the Mustang, there was a high expectation among the Venezuelan personnel that they would be issued new Mustangs. Arriving on busses, they saw Venezuelan-marked Spitfires across the airfield. Muttering followed and there was the hope expressed that these were just for training. Maybe, someone suggested, like their colleagues from Argentina, Brazil and Mexico, they would soon be issued with P-47D Thunderbolts? Surely, they wouldn’t be flying Spitfires over Japan?
With time, they would learn how to fight with the Grumman P-50K Spitfire over Japan.
In April, the Venezuelan 1st Expeditionary Squadron would be joined by two other units. The men of the Columbian 101st Fighter Squadron arrived on the 9th and those of the Ecuadorean 21st Squadron on the 15th. Together, they would form the 2nd Latin American Fighter Group (2LAFG). After training at Major, the personnel of the 2LAFG were deployed to Clark Field, Philippines, where they picked up new P-50Ks and flew local combat missions during October. Here, they painted their Spitfires with high-visibility yellow, blue and red trims, to symbolise the colours shared by their national flags; only the red had to be minimised and the red centre of the Venezuelan national markings was replaced with white.
Built by Kaiser, the P-50K was the US equivalent to the UK-built Spitfire XVI. The type featured a bubble canopy, was powered by the V-1650-9 Packard Merlin, and were armed with either four 20mm Hispano cannon or two Hispano and two .50 cal Brownings (depending on the production block). With the RAF choosing to skip the P-50K for the Packard V-2240 Griffin powered P-50L (Spritire 35) and P-50N (Spitfire 36), the US Government offloaded the mass-produced P-50Ks onto other export customers.
Slower than the P-47D or P-51D, and shorter ranged too, the P-50K was passé by the time 2LAFG was formed. Realising that they were likely to be relegated to less glamorous ground attack duties, the 2LAFG focused on honing their air-to-surface combat skills. However, early training demonstrated that the P-50K was less accurate as a bombing platform than the A-36B the Venezuelans had previously flown. Fortunately, the type could be armed with six 5 inch HVAR, which in combat became the staple offensive loadout. To overcome the type’s range deficiency (compared to the P-47 and P-51), reusable 65 gal aluminium and single-use 90 gal plastic impregnated press paper drop tanks were carried on most combat sorties. Operating from Taegu on the Korean Peninsula, the external fuel tanks gave the P-50K sufficient combat radius with six HVARs to attack targets on Kyushu, Shikoku and most of Honshu. Critically, they could mount Watermelon cab-rank CAS missions in support of Operation Downfall, the Allied invasion of Honshu. Another loadout used was two 65 gal fuel tanks, six HVARs and a 65 gal napalm tank on the centreline. The 2LAFG left bombing with actual bombs to 1LAFG.
2LAFG joined 1LAFG at Taegu in November 1945 and participated in a range of operations. Code named mission types included Watermelons (providing cab-rank CAS), Strawberries (seek and destroy armed recce against targets of opportunity), Pumpkins (pre-planned strikes against fixed targets) and Shallots (as Pumpkins, but specifically against targets associated with ramp-launched, pulse-jet powered Yokosuka MXY-7 Ohka Model 43B Otsu). No 2LAFG pilots were credited with the destruction of Japanese aircraft in aerial combat until the invasion of Honshu. Tasked with Watermelons in support of Downfall’s Wakasa Bay landings, they inevitably encountered the kamikaze onslaught and shot down seven Japanese planes, including four Ki-115, two Ki-100 To-Gō and a Ki-61-II. By VJ Day, their air kill tally stood at just 11. Two of these kills were credited to Captain Josef Martínez: a Ki-115 on 1 March and another the next day.
The Spitfires flown at Major were of the P-50K-1-KA variety. At Clark, they were issued aircraft from the P-50-2-KA and P--50-3-KA blocks. The -1s and -2s were armed with a pair of 20mm Hispano cannon and two .50 cal Browning machine guns, while the -3s differed only from the -2s in having four cannon at the expense of the machine guns. However, as all P-50Ks were built with the “American Universal” wing, the Brownings could be replaced in service by a second pair of cannon. This appears to be the case with this aircraft, which is notable for having field produced aerodynamic sleeves for the inner pair of cannon (there having been a temporary shortage of genuine cannon sleeve parts when it was converted to an all cannon armament). Later photographs of this plane in Operation Downfall invasion stripes show standard, factory-supplied sleeves on all four cannon. Many of 2LAFG’s P-50-2-KA Spitfires had their machines guns replaced by cannons during December 1945 and January 1946.
During these winter months of reduced operations, all of the Group’s Spitfires also had their undercarriage modified to reduce tyre wear. In November, Taegu’s second runway was completed with a concrete surface, with the original runway being rebuilt in concrete during December and January. Using undercarriage and tyres designed for grass and dirt runways, the concrete runways produced excessive tyre wear on the Spitfires. The solution was to change the angle of the tyres relative to the undercarriage legs, which in turn required additional space in the wings when the undercarriage was retracted. To make room, a portion of the upper wing was cut open and faired over with a factory-supplied blister.
Captain Josef Martínez had flown 17 combat missions in the 1st Expeditionary Squadron’s A-36B Mustangs in Italy before rejoining the unit as it reformed on the P-50K. His P-50-1-KA Spitfire, a/c 47, is depicted here as photographed (with 30 mission markings) before his 31st Spitfire combat mission at Taegu on 27 February 1946. By VJ Day, 6 May 1946, he had flown 97 missions, 64 in a/c 47 (withdrawn after another Spitfire crashed into it whilst taxiing) and another 33 in a/c 87.
Grumman P-50K Spitfire
a/c 47, 1st Expeditionary Squadron, 2nd Latin American Fighter Group, Venezuelan Air Force
Taegu, UN-occupied southern Korea, 27 February 1946
Personal mount of Captain Josef Martínez
Disbanded at San Angelo, Italy, in November 1944, the Venezuelan Air Force’s 1st Expeditionary Squadron was re-established at Majors Army Airfield, Texas, USA, on 26 March 1945. Having previously flown the Canadian-built Federal Aircraft A-36B version of the Mustang, there was a high expectation among the Venezuelan personnel that they would be issued new Mustangs. Arriving on busses, they saw Venezuelan-marked Spitfires across the airfield. Muttering followed and there was the hope expressed that these were just for training. Maybe, someone suggested, like their colleagues from Argentina, Brazil and Mexico, they would soon be issued with P-47D Thunderbolts? Surely, they wouldn’t be flying Spitfires over Japan?
With time, they would learn how to fight with the Grumman P-50K Spitfire over Japan.
In April, the Venezuelan 1st Expeditionary Squadron would be joined by two other units. The men of the Columbian 101st Fighter Squadron arrived on the 9th and those of the Ecuadorean 21st Squadron on the 15th. Together, they would form the 2nd Latin American Fighter Group (2LAFG). After training at Major, the personnel of the 2LAFG were deployed to Clark Field, Philippines, where they picked up new P-50Ks and flew local combat missions during October. Here, they painted their Spitfires with high-visibility yellow, blue and red trims, to symbolise the colours shared by their national flags; only the red had to be minimised and the red centre of the Venezuelan national markings was replaced with white.
Built by Kaiser, the P-50K was the US equivalent to the UK-built Spitfire XVI. The type featured a bubble canopy, was powered by the V-1650-9 Packard Merlin, and were armed with either four 20mm Hispano cannon or two Hispano and two .50 cal Brownings (depending on the production block). With the RAF choosing to skip the P-50K for the Packard V-2240 Griffin powered P-50L (Spritire 35) and P-50N (Spitfire 36), the US Government offloaded the mass-produced P-50Ks onto other export customers.
Slower than the P-47D or P-51D, and shorter ranged too, the P-50K was passé by the time 2LAFG was formed. Realising that they were likely to be relegated to less glamorous ground attack duties, the 2LAFG focused on honing their air-to-surface combat skills. However, early training demonstrated that the P-50K was less accurate as a bombing platform than the A-36B the Venezuelans had previously flown. Fortunately, the type could be armed with six 5 inch HVAR, which in combat became the staple offensive loadout. To overcome the type’s range deficiency (compared to the P-47 and P-51), reusable 65 gal aluminium and single-use 90 gal plastic impregnated press paper drop tanks were carried on most combat sorties. Operating from Taegu on the Korean Peninsula, the external fuel tanks gave the P-50K sufficient combat radius with six HVARs to attack targets on Kyushu, Shikoku and most of Honshu. Critically, they could mount Watermelon cab-rank CAS missions in support of Operation Downfall, the Allied invasion of Honshu. Another loadout used was two 65 gal fuel tanks, six HVARs and a 65 gal napalm tank on the centreline. The 2LAFG left bombing with actual bombs to 1LAFG.
2LAFG joined 1LAFG at Taegu in November 1945 and participated in a range of operations. Code named mission types included Watermelons (providing cab-rank CAS), Strawberries (seek and destroy armed recce against targets of opportunity), Pumpkins (pre-planned strikes against fixed targets) and Shallots (as Pumpkins, but specifically against targets associated with ramp-launched, pulse-jet powered Yokosuka MXY-7 Ohka Model 43B Otsu). No 2LAFG pilots were credited with the destruction of Japanese aircraft in aerial combat until the invasion of Honshu. Tasked with Watermelons in support of Downfall’s Wakasa Bay landings, they inevitably encountered the kamikaze onslaught and shot down seven Japanese planes, including four Ki-115, two Ki-100 To-Gō and a Ki-61-II. By VJ Day, their air kill tally stood at just 11. Two of these kills were credited to Captain Josef Martínez: a Ki-115 on 1 March and another the next day.
The Spitfires flown at Major were of the P-50K-1-KA variety. At Clark, they were issued aircraft from the P-50-2-KA and P--50-3-KA blocks. The -1s and -2s were armed with a pair of 20mm Hispano cannon and two .50 cal Browning machine guns, while the -3s differed only from the -2s in having four cannon at the expense of the machine guns. However, as all P-50Ks were built with the “American Universal” wing, the Brownings could be replaced in service by a second pair of cannon. This appears to be the case with this aircraft, which is notable for having field produced aerodynamic sleeves for the inner pair of cannon (there having been a temporary shortage of genuine cannon sleeve parts when it was converted to an all cannon armament). Later photographs of this plane in Operation Downfall invasion stripes show standard, factory-supplied sleeves on all four cannon. Many of 2LAFG’s P-50-2-KA Spitfires had their machines guns replaced by cannons during December 1945 and January 1946.
During these winter months of reduced operations, all of the Group’s Spitfires also had their undercarriage modified to reduce tyre wear. In November, Taegu’s second runway was completed with a concrete surface, with the original runway being rebuilt in concrete during December and January. Using undercarriage and tyres designed for grass and dirt runways, the concrete runways produced excessive tyre wear on the Spitfires. The solution was to change the angle of the tyres relative to the undercarriage legs, which in turn required additional space in the wings when the undercarriage was retracted. To make room, a portion of the upper wing was cut open and faired over with a factory-supplied blister.
Captain Josef Martínez had flown 17 combat missions in the 1st Expeditionary Squadron’s A-36B Mustangs in Italy before rejoining the unit as it reformed on the P-50K. His P-50-1-KA Spitfire, a/c 47, is depicted here as photographed (with 30 mission markings) before his 31st Spitfire combat mission at Taegu on 27 February 1946. By VJ Day, 6 May 1946, he had flown 97 missions, 64 in a/c 47 (withdrawn after another Spitfire crashed into it whilst taxiing) and another 33 in a/c 87.
With all the expectation and controversy about the new Dunny azteca 2 series inspired me to make my own piece and interpretation, I wanted to take a mexican icon that all of we know and that haven't done yet for that series.
In this custom I tried to stick to what is more usual in that series, paint work and less sculpting, to respect the main shape of the Dunny, the only things sculpted are the hair and hat, in addition of the accessories such as cigar, earrings, and hair golden snake, equally I tried to maintain something simple within the particular style of María Felix.
www.fanpix.net/picture-gallery/maria-felix-picture-128328...
www.cigarrosmanrique.com.ar/images/newss/maria%20felix%20...
Con toda la expectativa y polémica que causó la recién salida de la serie azteca 2 de dunnys me inspiró a hacer una pieza, quise tomar un ícono que todos los mexicanos conocemos y que aun no se ha realizado para dicha serie.
En este custom traté de apegarme a lo que se hace mas en este tipo de series, mas diseño de pintura y menos volumen fuera de la forma principal del Dunny, lo unico esculpido en esta figura es el cabello y el sombrero, aparte de los accesorios como el puro, aretes y la serpiente dorada en el cabello, igualmente traté de mantener algo sencillo pero apegado al estilo particular de María Felix.
www.fanpix.net/picture-gallery/maria-felix-picture-128328...
www.cigarrosmanrique.com.ar/images/newss/maria%20felix%20...
In 1900, the railroad was extended to Spring Grove affording both passenger travel and freight service to the community along with the expectation of new growth and prosperity. The Village was incorporated on October 6, 1902 and was, by this time, a thriving agricultural community with working farms that concentrated on dairy production. In the early 1900s the downtown area held a bank, three general stores, a meat market, three taverns, a livery stable, a hotel, a barbershop, a blacksmith shop, and a shoe repair shop. Also opened in 1904, was Wieland Dairy, which employed about 20 men and produced two train carloads of milk, butter and cottage cheese per day destined for Chicago. It remained in Spring Grove until the mid-1920s, when it moved to Chicago and eventually became Borden Dairy. A State Fish Hatchery was established in 1915.
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ginodiamonds23: Nice page. My other @mikediamonds23 Fitness and Lifestyle page has heaps of photos on there that I think you will love have a look if you have time 😃
Orange Tree Travel Services(www.orangetreetravel.com) is a Domestic , Inbound and Outbound travel ,Company that helps travelers by providing various travel solutions right from the planning stage till the execution of the actual travel. The product offering of Orange Tree consists of customized vacation packages, hotel bookings, airline tickets, railway tickets and car rentals Our specialization however lies in custom made travel programs right from the planning stage till the execution of the travel plan, with the aim to meet the expectation of the clients in terms of time, convenience, budget and travel experience. In just few years of our existence, we have created a unique niche for ourselves as one of the leading travel company in India. We offer personalized services to our clients, so as to ensure them complete satisfaction. The long list of our repeated client bears testimony to the fact that we walk extra mile to ensure a happy and roller coaster stay for our guests.
MELIA CABO REAL, LOS CABOS, MEXICO - M EXPERIENCE, JUNIOR & MASTER SUITE PROMOTION 2011!
Experience the M Experience! A new addition to Meliá Cabo Real, these rooms are sure to meet your every expectation with spectacular views, amenities and services.
Take your vacation to the next level and stay on the M Experience! A step above the rest, our M Experience rooms are equipped with several extras that will surely make your vacation unforgettable. These rooms are located in a privileged location in the resort and feature spectacular ocean views. They are conditioned with the very best amenities and feature several unique privileges, exclusive to M Experience guests.
Exclusive services unique to M Experience guests include:
- Twice a day maid service and daily turn down service
- Vacation assistance
M Experience guests enjoy these additional amenities in their rooms:
- A cozy King size or two double beds including a duvet and extra pillows
- Hydro-massage showerhead
- Deluxe bath amenities
- Bathrobe and slippers
- Coffeemaker with premium brand coffee
- Iron with ironing board
- Rain shower head
- 32" LCD TV
- Deluxe bath amenities
- Free Wireless Internet Access
JUNIOR SUITE OCEAN FRONT
460 sq. ft. spacious and comfortable suites with panoramic views of the Sea of Cortes. These suites are conditioned with a private balcony and King size bed. As part of the "M" Experience all guests staying at a Junior Suite enjoy the standard amenities that we offer in our Deluxe Rooms plus 24/7 vacation assistance service, 32" LCD TV, bathrobe and slippers, daily turndown service, upgraded bath amenities and personalized refreshment center.
Amenities Include:
- Cable TV
- Mini bar
- Digital safe deposit box
- Telephone (with outside line)
- Coffeemaker
- Alarm clock
- Iron with ironing board
- Individually controlled A/C
- Hair dryer in the bathroom
- Deluxe bath amenities
- Daily maid service
- Daily stocked mini-bar
- Bathrobes & slippers
- 32" LCD TV
- 24/7 vacation assistance service
- International direct dial telephone
- Connecting rooms
- Free Wi-Fi available in rooms
MASTER SUITE OCEAN FRONT
1250 sq. ft. completely revamped spectacular ocean front oversized suites tastefully appointed with contemporary decore and furniture. The Master Suite offers two private balconies (one with jacuzzi), separate dining and living room areas, one bedroom with a King size bed and a large bathroom. As part of the "M" Experience all guests staying at a Junior Suite enjoy the standard amenities that we offer in our Deluxe Rooms plus 24/7 vacation assistance service, two 32" LCD TV's, bathrobe and slippers, daily turndown service, upgraded bath amenities and personalized refreshment center.
Click here for picture.
Amenities Include:
- Cable TV
- Mini bar
- Digital safe deposit box
- Telephone (with outside line)
- Coffeemaker
- Alarm clock
- Iron with ironing board
- Individually controlled A/C
- Hair dryer in the bathroom
- Deluxe bath amenities
- Daily maid service
- Two 32" LCD TVs
- 24/7 vacation assistance service
- Daily stocked mini-bar
- Bathrobes & slippers
- International direct dial telephone
- Connecting rooms
- Free Wi-Fi available in rooms
Nestled by the Sea of Cortes and the exotic desert sands, Melia Cabo Real offers true comfort and style with rooms that feature breathtaking views of the resort's desert gardens, expansive coastline or championship golf course and conditioned with amenities that are designed to provide you with everything you could possibly need during your stay with us.
BOOK NOW - TRAVEL WITH US!
BOOK: eetmexico@bigmir.net
MSN: eetmexico@hotmail.com
ICQ: 499 541 467
SKYPE: aivaras.cancun