View allAll Photos Tagged Loading
Women from the Keyo Pottery Women’s Group place mud and straw in a kiln prior to firing a load of cook stoves. Founded in 1984 in Kisumu, Kenya, the group is the premiere stove production facility in the region, producing 1,500 jiko kisasa (firewood stove) stoves, 5,000 ceramic jikos (charcoal stove), and 500 rocket stoves (firewood stove) inserts on a monthly basis. Photo: Peter Kapuscinski / World Bank
Zion National Park East Side Winter Snow Autumn Colors Fuji GFX100 Fine Art Utah Landscape Nature Photography! Elliot McGucken Landscape Nature Photography! Master Medium Format Fine Art Photographer! Fujifilm GFX 100 & Fujifilm FUJINON Lens!
Dr. Elliot McGucken Fine Art Spacetime Sculpture dx4//dt=ic:
Epic Fine Art Photography Prints & Luxury Wall Art:
Support epic, stoic fine art: Hero's Odyssey Gear!
Follow me on Instagram!
Facebook:
All my photography celebrates the physics of light! The McGucken Principle of the fourth expanding dimension: The fourth dimension is expanding at the rate of c relative to the three spatial dimensions: dx4/dt=ic .
Lao Tzu--The Tao: Nature does not hurry, yet everything is accomplished.
Light Time Dimension Theory: The Foundational Physics Unifying Einstein's Relativity and Quantum Mechanics: A Simple, Illustrated Introduction to the Unifying Physical Reality of the Fourth Expanding Dimensionsion dx4/dt=ic !: geni.us/Fa1Q
"Between every two pine trees there is a door leading to a new way of life." --John Muir
Epic Stoicism guides my fine art odyssey and photography: geni.us/epicstoicism
“The clearest way into the Universe is through a forest wilderness.” --John Muir
Epic Poetry inspires all my photography: geni.us/9K0Ki Epic Poetry for Epic Landscape Photography: Exalt Fine Art Nature Photography with the Poetic Wisdom of John Muir, Emerson, Thoreau, Homer's Iliad, Milton's Paradise Lost & Dante's Inferno Odyssey
“The mountains are calling and I must go.” --John Muir
Epic Art & 45EPIC Gear exalting golden ratio designs for your Hero's Odyssey:
Support epic fine art! 45surf ! Bitcoin: 1FMBZJeeHVMu35uegrYUfEkHfPj5pe9WNz
Exalt the goddess archetype in the fine art of photography! My Epic Book: Photographing Women Models!
Portrait, Swimsuit, Lingerie, Boudoir, Fine Art, & Fashion Photography Exalting the Venus Goddess Archetype: How to Shoot Epic ... Epic! Beautiful Surf Fine Art Portrait Swimsuit Bikini Models!
Some of my epic books, prints, & more!
Exalt your photography with Golden Ratio Compositions!
Golden Ratio Compositions & Secret Sacred Geometry for Photography, Fine Art, & Landscape Photographers: How to Exalt Art with Leonardo da Vinci's, Michelangelo's!
Epic Landscape Photography:
A Simple Guide to the Principles of Fine Art Nature Photography: Master Composition, Lenses, Camera Settings, Aperture, ISO, ... Hero's Odyssey Mythology Photography)
All art is but imitation of nature.-- Seneca (Letters from a Stoic - Letter LXV: On the First Cause)
The universe itself is God and the universal outpouring of its soul. --Chrysippus (Quoted by Cicero in De Natura Deorum)
Season of mists and mellow fruitfulness
Close bosom-friend of the maturing sun
Conspiring with him how to load and bless
With fruit the vines that round the thatch-eves run;
To bend with apples the moss'd cottage-trees,
And fill all fruit with ripeness to the core;
To swell the gourd, and plump the hazel shells
With a sweet kernel; to set budding more,
And still more, later flowers for the bees,
Until they think warm days will never cease,
For Summer has o'er-brimm'd their clammy cells. --To Autumn. by John Keats
Photographs available as epic fine art luxury prints. For prints and licensing information, please send me a flickr mail or contact drelliot@gmail.com with your queries! All the best on your Epic Hero's Odyssey!
Bow lifted to rear roller, winch strap attached/locked and ready to winch. All this is done with one person with very little lifting involved. Winch allows safe loading of boat with no danger of boat falling off. For offloading, it also stops at this preset location as so you can walk to the rear of the boat with no danger of it falling. It will allow you to disconnect the strap, then manually lift the bow off the roller and settle to the ground.
Loading box lunches before departure, Detroit Light Guard Armory, July 13, 1960, a.m.
* * * * *
July 13, 1960, by Paul Magley
After arising about 5:30 AM, on Wednesday, sleeping bags and air-mattresses were quickly packed, Beginning at 6:30 AM, a breakfast of sausages, eggs, buns, potatoes, cupcakes, and milk was served.
At 7~30 AM, the last scout left the basement dining room as buses were loaded with gear and box lunches.
The contingent leaders called for the police escort and decided to alter the departure time to one slightly ahead of schedule.
After leaving the grounds of the Light Guard Armory, where we had remained overnight, our group proceeded along 8 mile road. Along the departure route we noticed the Detroit Artillery Armory and a large fiberglass factory at approximately
8: 15 AM.
A light rain in the morning had been sandwiched between a downpour during the night and heavy rainfall in the early afternoon, which cleared by 2:00 PM.
We went south on route 24. which for some distance is known as Telegraph Road, and passed over the small Rouge River three times.
The buses entered Dearborn, Michigan, at 8:50 AM, = by 10:00 AM, northwestern Ohio - at 10:10 AM began rolling on the Ohio Turnpike - 11:40 AM, passed double toll gates and entered Indiana on the Indiana Toll Road.
At 12~00 noon our bus met and passed a troop of scouts from Troy, New York, who were also going to the Jamboree.
When we stopped from 1:07 to 2:00 PM, at a service area in northwestern Indiana for a box lunch outside a restaurant called the Glass House (also a Cities Service Station) Mr, Kohnken, ASM" met Dave Mayer of Watervliet, New York, a leader of a
Troy, New York Jamboree bound troop. They had met at philmont Scout Ranch in 1959.
We also learned that this contingent from Troy prepared their own food enroute instead of having their meals catered along the way.
Somewhat later we were obliged to halt for a short while because one of the buses had minor engine difficulties, However, it was quickly fixed by our driver-mechanic.
At 3:45 PM, we observed a mass of transmission lines and electrical transformers that enveloped us for several minutes.
Illinois was then entered at 3:50, Lake Michigan was on our right side and, at 4:00 the Calumet Skyway Toll Bridge brought us into Chicago's variation of a traffic congestion problem.
We arrived at the Navy pier at 5:00 PM, Between 5:45 and 6:30 PM, we enjoyed an excellent dinner at one of Harvey's Restaurants in Union Railway Station.
After by-passing the rush hour, travellers waiting for trains, we filed by troops up to the mezzanine for an excellent dinner of fried chicken, peas, potatoes, rolls and butter, apple pie, and milk.
When Casey returned to the bus he was given a double round of cheering, A sign reading "Cannonball Casey at the Wheel" was attached to the front of the bus by the troop scribe.
On our sightseeing trip away from Union Station, we observed the outward evidence of a subway system, empty lots of junk" a fire department academy under construction, slums, railroad tracks and cars beyond count, piles of graphite, ship canals, the home of the Spiegel catalogue, Comiskey Park of the White Sox, long railroad underpasses, an annex of the University of Chicago, Chinatown, combined police and fire department buildings, and the Chicago Coliseum, (where the Republican Party will hold its 1960 convention) passed in an array of rapidly appearing attractions.
We saw the art institute, Grant Park" five story high layered parking lots, orchestral music hall, public library, Prudential Insurance Company Building, and the exquisitely modern Chicago Sun Times Building.
By the time the street lights were turned on we became slightly confused as to where we were. However, we continued on and saw the "highest church in the world" located in a tall office building.
Suddenly finding ourselves along the shores of Lake Michigan, we witnessed the fury of one of the Great Lakes. Unusually low
temperature and tall white breakers drove everyone off the beaches. Angry waves lashed against retaining walls causing spray to shoot several feet skyward.
From there we went on through Lincoln Park" past the Central Park Lake and the Chicago Zoo. The famous monument of Lincoln is also found in the aptly named "windy" city.
The Chicago Federal Court of Appeals had a perfect view of the gale swept shore line. Steve Horlitz and others almost lost their neckerchiefs as they hung from the open windows.
We returned to the Navy Pier at 9:00 PM, took a shower and retired at 10:15 PM.
During the night a frost was deposited on the grass outside.
Note: We didn't have to set our watches back one hour for Central Daylight Savings Time zone near Elkhart, Indiana» since we already had set our watches back for standard time in Detroit.
* * * * *
While a day with no boats at the dock to be loaded typically means a slow day on the LS&I with fewer trains running, these days it also means a chance to see a pair of the railroad's old GEs venture out on the road when the Dock and Hill jobs are combined.
With the arrival of leased AC4400s taking over most hauling duties, the few remaining active U30Cs have been kept in service shuttling cars from West yard onto the Preque Isle ore dock, mostly out of public view.
With air charged and a track warrant secured to descend the hill to Marquette, the 3011 & 3003 go to work getting 121 ore loads moving at Eagle Mills east.
I'm just a guy that loves gaming and music, you will find unique gaming videos and soundtracks on my channel! My channel is all about Gaming Trailers, Gaming Videos. Trophy Walkthroughs and Soundtracks. Subscribe to support my YouTube videos, Thank you everyone! :) Videos in here Live in bit.ly/2F9gulM NO-SCOPE APPAREL bit.ly/2EE6uke (Use : SYNKATEYT) Patreon - bit.ly/2Fax3xv TIP (PayPal) - bit.ly/2F9mBai
First day of Christmas/New Year holiday.
And, what with the cold, sore shoulder, allergies and the rest, I would rather just curl up in bed, at least for the first day off, seeing as I was away the first three days of the week. But no.
All the stuff we do, the places we visit, the plants and butterflies, churches and trains are pretty much always my idea.
Yeah, I know, hard to believe, huh?
Jools sometimes likes to do things, sometimes I don't want to tag along for, sometimes I do. But back in November, the original plan when we visited the Blake exhibition was to go to Greenwich for the Moon exhibition. Circumstances meant that we didn't leave the pub until it was nearly time to go home.
I know, how could that happen?
Well, with both of us off on Thursday, we booked tickets for Moon, and planned our trip up to that London.
I didn't much feel like it, but I knew there was always a photographic opportunity and double so as near to the exhibition there is The Queen's house and the very photogenic Tulip Stairs.
OK, I'm in.
Our initial plan was to catch an early train, but study of the ticket prices showed that if we waited until arriving in London after ten, halved the ticket price. It would have cost £144 for the two of us, a hundred of that on the outward trip alone.
So we have to wait, and fritter away the morning and daylight at home, having breakfast, coffee, more coffee and taking a shower.
So, at quarter past nine we load the car with ourselves, and for me a single camera(!), well, the compact doesn't really count as I always carry that, but one DSLR with the nifty fifty attached, drive down Station Road to the, er, station.
We get our tickets, and wait on the platform, while other passengers arrived, meaning there was a good 20 of us by the time the train arrived.
It was always going to be busy, but it seems that Thursday was also the first day of the school holidays, so the train would be packed. And it was, packed, by the time we left Folkestone, standing room only. We had seats, mind.
We get off at Stratford, then walk through the gaudy glitz that is Westfield, marvelling at the glittery crap that was in the windows: who buys this tat? Well, most of the people around us, already laden down with armfuls of shopping bags.
We travel light.
At Statford Regional, we stop for a mid-morning snack of lamb samaosas from the small kiosk, then take the warm delicacies to the DLR train waiting to take us to the ultra-modern dystopia that is Canary Wharf.
Running out of Stratford, we see the Crossrail tracks dive into the ground marking where the central section begins in the east of London. Pudding Mill Lane station has been moved to allow the tunnel to be built, so we can no longer use it to snap railtours heading to East Anglia.
More's the pity.
We have front seats of the driverless train, meaning we see the tracks stretching along to the old Bryant and May match factory, before the line turns south to Poplar and Canary Wharf.
We change trains for one going to Lewisham, again taking front seats so we could enjoy the view as the tracks weave their way through massive skyscrapers, before dropping to street level for the run to the river, along which, normal people live, rather than where the super-rich work.
Through my favourite named station, Mudchute, and itno the tunnel under the river to Greenwich.
Greenwich is another world. dominated by the old hospital, observatory and other magnificent buildings, it is a tourist trap, but spacious too, and not many people sunbathing in Greenwich Park on a mild but damp Thursday morning in December.
We walk along the main road, then along to the Maritime Museum, then down steps to the exhibition area. Jools has the tickets on her phone scanned, and we're in.
The exhibition was rather good, as it examined our relationship through art and science with the moon, not just about the moon landings. It was rather fascinating, as we knew it would be.
Lots to see and enjoy, works of art, scientific documents and tools. And videos to watch and learn yet more stuff.
And it was pretty quiet, with just a few other visitors who were quiet too, and took time in looking at each piece.
After an hour, we were done, and from the museum it is a short walk to the Queen's House.
It was built by Charles 1st, before he lost his head, and designed by Indigo Jones. I mean, the King didn't build it, he paid for it. Or the country paid for it. You know what I mean.
And part of the orginal building was the fabulous "Tulip Stairs", which might not actually tulips, but are stairs. When I say not tulips, I mean representation of tulips.
You know.
We walk past the ice skating rink, which is blaring out Christmas songs, nearly downed out by the screaming of children and teens as they fall over and over.
We walk by to the basement entrance to the house. We are greeted, told where to go, and there is no charge, just a voluntary contribution.
I rush on hoping to see the stairs, but the modern stairs we climb up open onto a large entrance hall with a stunning black and white tiled floor.
But through the arch to the right, I saw the risers of te Tulip Stairs. I walk towards the stairwell and find I am the only one there, so I can snap away to my hearts content.
Mwah ha ha.
I snap it from the bottom, middle, with both the DSLR and compact.
Then out onto the balcony to snap the floor of the reception room from abaove.
We explored the ajoining rooms, all lavishly decorated and filled with paintings, including the "Armada" portrait of Elizabeth I.
I snap that too.
By now it was raining outside, so we beat retrat to a pie and mash shop we had spotted near to the station. We go in an I have beef pie and mash, Jools has chicken and mushroom pie and mash, bit covered in liquor, a sauce flavoured with parsley.
I have wanted to try proper pie and mash for ages, now I have, and well. Pie and mash was once a staple of tradition London food, with shops all over the East End, most have closed, but this one remains, and worth a visit.
Outside, it was raining harder than ever.
So we rush to the station and get a train to Bank Station in the City.
From there we catch another train to Embankment, as we were to check on whether my Granddad's medals have been mounted. We had dropped them off back in November, and heard nothing.
In among the theatres is the London Medal Centre, and after some searching, they bring out the frame, and it looks fabulous. I mean, really good.
The medals have been remounted with new ribbons, the medals polished and the photograph trimmed so it is now straight.
We were going to head to Regent Street to see the Christmas lights, but it would be even more corwded than here. So, I make an executive decision that we would head home.
Now.
Jools didn't argue.
Back to the underground, north one stop to Leicester Square and change onto the Piccadilly Line to Kings Cross.
There was time to get a snack from M&S before we go up to the platform to wait for the Dover train to pull i so we could nab a seat.
-----------------------------------------
Queen's House is a former royal residence built between 1616 and 1635 in Greenwich, a few miles down-river from the then City of London and now a London Borough. Its architect was Inigo Jones, for whom it was a crucial early commission, for Anne of Denmark, the queen of King James I. Queen's House is one of the most important buildings in British architectural history, being the first consciously classical building to have been constructed in the country. It was Jones's first major commission after returning from his 1613–1615 grand tour[1] of Roman, Renaissance, and Palladian architecture in Italy.
Some earlier English buildings, such as Longleat and Burghley House, had made borrowings from the classical style, but these were restricted to small details not applied in a systematic way, or the building may be a mix of different styles.[2] Furthermore, the form of these buildings was not informed by an understanding of classical precedents. Queen's House would have appeared revolutionary to English eyes in its day. Jones is credited with the introduction of Palladianism with the construction of Queen's House, although it diverges from the mathematical constraints of Palladio, and it is likely that the immediate precedent for the H-shaped plan straddling a road is the Villa Medici at Poggio a Caiano by Giuliano da Sangallo.
Today the building is both a Grade I listed building and a scheduled ancient monument, a status that includes the 115-foot-wide (35 m), axial vista to the River Thames. The house now forms part of the National Maritime Museum and is used to display parts of their substantial collection of maritime paintings and portraits.
46 years have passed since Naval Station Puget Sound was decommissioned at what is now known as Magnuson Park. Dozens of buildings originally used for military purposes remain at the park. Some have been repurposed, while others - such as this one - have been left in a state of disrepair. This was once the glorious Sewage Sludge Bed Building, which could explain the decision to leave it vacant.
Amtrak P42 191 spews exhaust while undergoing a load test at the Amtrak shop in Chicago, July 14, 2011.
Disneyland Resort.
April 2015.
Visit our website www.charactercentral.net for loads of Disney Character pictures and information!
+++ 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 Gudkov Gu-1 was a Soviet fighter aircraft produced shortly after World War II in small numbers at the start of the jet age, but work on the Gudkov Gu-1 already started in 1944. Towards the end of World War II the Soviet Union saw the need for a strategic bombing capability similar to that of the United States Army Air Forces. The Soviet VVS air arm had the locally designed Petlyakov Pe-8 four-engined heavy bomber in service at the start of the war, but only 93 had been built by the end of the war and the type had become obsolete. By that time the U.S. regularly conducted bombing raids on Japan from distant Pacific forward bases using B-29 Superfortresses, and the Soviet Air Force lacked this capability.
Joseph Stalin ordered the development of a comparable bomber, and the U.S. twice refused to supply the Soviet Union with B-29s under Lend Lease. However, on four occasions during 1944, individual B-29s made emergency landings in Soviet territory and one crashed after the crew bailed out. In accordance with the Soviet–Japanese Neutrality Pact, the Soviets were neutral in the Pacific War and the bombers were therefore interned and kept by the Soviets. Despite Soviet neutrality, America demanded the return of the bombers, but the Soviets refused. Three repairable B-29s were flown to Moscow and delivered to the Tupolev OKB. One B-29 was dismantled, the second was used for flight tests and training, and the third one was left as a standard for cross-reference.
Stalin told Tupolev to clone the Superfortress in as short a time as possible. The reverse-engineering effort involved 900 factories and research institutes, who finished the design work during the first year. 105,000 drawings were made, and the American technology had to be adapted to local material and manufacturing standards – and ended in a thorough re-design of the B-29 “under the hood”. By the end of the second year, the Soviet industry was to produce 20 copies of the aircraft ready for State acceptance trials.
While work on what would become the Tupolev Tu-4 was on the way, the need for a long range escort fighter arose, too. Soviet officials were keen on the P-51 Mustang, but, again, the USA denied deliveries, so that an indigenous solution had to be developed. With the rising tension of international relationships, this became eventually the preferred solution, too.
While the design bureau Lavochkin had already started with work on the La-9 fighter (which entered service after WWII) and the jet age was about to begin, the task of designing a long range escort fighter for the Tu-4 was relegated to Mikhail I. Gudkov who had been designing early WWII fighters like the LaGG-1 and -3 together with Lavochkin. Internally, the new fighter received the project handle "DIS" (Dalnij Istrebitel' Soprovozhdenya ="long-range escort fighter").
In order to offer an appropriate range and performance that could engage enemy interceptors in the bombers’ target area it was soon clear that neither a pure jet nor a pure piston-engine fighter was a viable solution – a dilemma the USAAF was trying to solve towards 1945, too. The jet engine alone did not offer sufficient power, and fuel consumption was high, so that the necessary range could never be achieved with an agile fighter. Late war radials had sufficient power and offered good range, but the Soviet designers were certain that the piston engine fighter had no future – especially when fast jet fighters had to be expected over enemy territory.
Another problem arose through the fact that the Soviet Union did not have an indigenous jet engine at hand at all in late 1945. War booty from Germany in the form of Junkers Jumo 004 axial jet engines and blueprints of the more powerful HeS 011 were still under evaluation, and these powerplants alone did neither promise enough range nor power for a long range fighter aircraft. Even for short range fighters their performance was rather limited – even though fighters like the Yak-15 and the MiG-9 were designed around them.
After many layout experiments and calculation, Gudkov eventually came up with a mixed powerplant solution for the DIS project. But unlike the contemporary, relatively light I-250 (also known as MiG-13) interceptor, which added a mechanical compressor with a primitive afterburner (called VRDK) to a Klimov VK-107R inline piston engine, the DIS fighter was equipped with a powerful radial engine and carried a jet booster – similar to the US Navy’s Ryan FR-1 “Fireball”. Unlike the FR-1, though, the DIS kept a conservative tail-sitter layout and was a much bigger aircraft.
The choice for the main powerplant fell on the Shvetsov ASh-82TKF engine, driving a large four blade propeller. This was a boosted version of the same 18 cylinder twin row radial that powered the Tu-4, the ASh-73. The ASh-82TKF for the escort fighter project had a rating of 2,720 hp (2,030 kW) while the Tu-4's ASh-73TK had "only" a temporary 2,400 hp (1,800 kW) output during take-off. The airframe was designed around this massive and powerful engine, and the aircraft’s sheer size was also a result of the large fuel capacity which was necessary to meet the range target of at least 3.000 km (1.860 mi, 1.612 nmi).
The ASh-82TKF alone offered enough power for a decent performance, but in order to take on enemy jet fighters and lighter, more agile propeller-driven fighters, a single RD-20 axial-flow turbojet with 7.8 kN (1,754 lbf) thrust was added in the rear-fuselage. It was to add power for take-off and in combat situations only. Its fixed air intakes were placed on the fuselage flanks, right behind the cockpit, and the jet pipe was placed under the fin and the stabilizers.
Outwardly, Gudkov’s DIS resembled the late American P-47D or the A-1 Skyraider a lot, and the beefy aircraft was comparable in size and weight, too. But the Soviet all-metal aircraft was a completely new construction and featured relatively small and slender laminar flow wings. The wide-track landing gear retracted inwards into the inner wings while the tail wheel retracted fully into a shallow compartment under the jet pipe.
The pilot sat in a spacious cockpit under a frameless bubble canopy with very good all-round visibility and enjoyed amenities for long flights such as increased padding in the seat, armrests, and even a urinal. In addition, a full radio navigation suite was installed for the expected long range duties over long stretches of featureless landscape like the open sea.
Armament consisted of four 23 mm Nudelman-Suranov NS-23 cannons with 100 RPG in the wings, outside of the propeller arc. The guns were good for a weight of fire of 6kg (13.2 lb)/sec, a very good value. Five wet hardpoints under the fuselage, the wings outside of the landing gear well and under the wing tips could primarily carry auxiliary drop tanks or an external ordnance of up to 1.500 kg (3.300 lb).
Alternatively, iron bombs of up to 500 kg (1.100 lb) caliber could be carried on the centerline pylon, and a pair of 250 kg (550 lb) bombs under the wings, but a fighter bomber role was never seriously considered for the highly specialized and complex aircraft.
The first DIS prototype, still without the jet booster, flew in May 1947. The second prototype, with both engines installed, had its fuel capacity increased by an additional 275 l (73 US gal) in an additional fuel tank behind the cockpit. The aircraft was also fitted with larger tires to accommodate the increased all-up weight, esp. with all five 300 l drop tanks fitted for maximum range and endurance.
Flight testing continued until 1948 and the DIS concept proved to be satisfactory, even though the complicated ASh-82TKF hampered the DIS’ reliability - to the point that fitting the ASh-73TK from the Tu-4 was considered for serial production, even if this would have meant a significant reduction in performance. The RD-20 caused lots of trouble, too. Engine reliability was generally poor, and re-starting the engine in flight did not work satisfactorily – a problem that, despite several changes to the starter and ignition system, could never be fully cured. The jet engine’s placement in the tail, together with the small tail wheel, also caused problems because the pilots had to take care that the tail would not aggressively hit the ground upon landings, because the RD-20 and its attachments were easily damaged.
Nevertheless, the DIS basically fulfilled the requested performance specifications and was, despite many shortcomings, eventually cleared for production in mid 1948. It received the official designation Gudkov Gu-1, honoring the engineer behind the aircraft, even though the aircraft was produced by Lavochkin.
The first machines were delivered to VVS units in early 1949 - just in time for the Tu-4's service introduction after the Russians had toiled endlessly on solving several technical problems. In the meantime, jet fighter development had quickly progressed, even though a purely jet-powered escort fighter for the Tu-4 was still out of question. Since the Gu-1 was capricious, complex and expensive to produce, only a limited number left the factories and emphasis was put on the much simpler and more economical Lavochkin La-11 escort fighter, a lightweight evolution of the proven La-9. Both types were regarded as an interim solution until a pure jet escort fighter would be ready for service.
Operationally the Gu-1s remained closely allocated to the VVS’ bomber squadrons and became an integral part of them. Anyway, since the Tu-4 bomber never faced a serious combat situation, so did the Gu-1, which was to guard it on its missions. For instance, both types were not directly involved in the Korean War, and the Gu-1 was primarily concentrated at the NATO borders to Western Europe, since bomber attacks in this theatre would certainly need the heavy fighter’s protection.
The advent of the MiG-15 - especially the improved MiG-15bis with additional fuel capacities and drop tanks, quickly sounded the death knell for the Gu-1 and any other post-WWII piston-engine fighter in Soviet Service. As Tu-4 production ended in the Soviet Union in 1952, so did the Gu-1’s production after only about 150 aircraft. The Tu-4s and their escort fighters were withdrawn in the 1960s, being replaced by more advanced aircraft including the Tupolev Tu-16 jet bomber (starting in 1954) and the Tupolev Tu-95 turboprop bomber (starting in 1956).
The Gudkov Gu-1, receiving the NATO ASCC code “Flout”, remained a pure fighter. Even though it was not a success, some proposals for updates were made - but never carried out. These included pods with unguided S-5 air-to-air-rockets, to be carried on the wing hardpoints, bigger, non-droppable wing tip tanks for even more range or, alternatively, the addition of two pulsejet boosters on the wing tips.
There even was a highly modified mixed powerplant version on the drawing boards in 1952, the Gu-1M. Its standard radial powerplant for cruise flight was enhanced with a new, non-afterburning Mikulin AM-5 axial flow jet engine with 2.270 kgf/5,000 lbf/23 kN additional thrust in the rear fuselage. With this temporary booster, a top speed of up to 850 km/h was expected. But to no avail - the pure jet fighter promised a far better performance and effectiveness, and the Gu-1 remained the only aircraft to exclusively carry the Gudkov name.
General characteristics:
Crew: 1
Length: 12 m (39 ft 4 in)
Wingspan: 14 m (45 ft 11 in)
Height: 4.65 m (15 ft 3 in)
Wing area: 28 m² (301.388 ft²)
Airfoil:
Empty weight: 4,637 kg (10,337 lb)
Loaded weight: 6.450 kg (14.220 lb)
Maximum take-off weight: 7,938 kg (17,500 lb)
Powerplant:
1× Shvetsov ASh-82TKF 18-cylinder air-cooled radial engine, rated at 2,720 hp (2,030 kW)
1x RD-20 axial-flow turbojet with 7.8 kN (1,754 lbf) thrust as temporary booster
Performance
Maximum speed: 676 km/h (420 mph) at 29,000 ft (8,839 m) with the radial only,
800 km/h (497 mph/432 kn,) with additional jet booster
Cruise speed: 440 km/h (237 kn, 273 mph)
Combat radius: 820 nmi (945 mi, 1,520 km)
Maximum range: 3.000 km (1.860 mi, 1.612 nmi) with drop tanks
Service ceiling: 14,680 m (48,170 ft)
Wing loading: 230.4 kg/m² (47.2 lb/ft²)
Power/mass: 0.28 kW/kg (0.17 hp/lb)
Climb to 5,000 m (16,400 ft): 5 min 9 sec;
Climb to 10,000 m (32,800 ft): 17 min 38 sec;
Climb to 13,000 m (42,640 ft): 21 min 03 sec
Armament
4× 23 mm Nudelman-Suranov NS-23 cannons with 100 RPG in the outer wings
Five hardpoints for an external ordnance of 1.500 kg (3.300 lb)
The kit and its assembly:
This whif is the incarnation of a very effective kitbashing combo that already spawned my fictional Japanese Ki-104 fighter, and it is another submission to the 2018 “Cold War” group build at whatifmodelers.com. This purely fictional Soviet escort fighter makes use of my experiences from the first build of this kind, yet with some differences.
The kit is a bashing of various parts and pieces:
· Fuselage, wing roots, landing gear and propeller from an Academy P-47D
· Wings from an Ark Model Supermarine Attacker (ex Novo)
· Tail fin comes from a Heller F-84G
· The stabilizers were taken from an Airfix Ki-46
· Cowling from a Matchbox F6F, mounted and blended onto the P-47 front
· Jet exhaust is the intake of a Matchbox Me 262 engine pod
My choice fell onto the Academy Thunderbolt because it has engraved panel lines, offers the bubble canopy as well as good fit, detail and solid material. The belly duct had simply been sliced off, and the opening later faired over with styrene sheet and putty, so that the P-47’s deep belly would not disappear.
The F6F cowling was chosen because it looks a lot like the ASh-73TK from the Tu-4. But this came at a price: the P-47 cowling is higher, tighter and has a totally different shape. It took serious body sculpting with putty to blend the parts into each other. Inside of the engine, a styrene tube was added for a metal axis that holds the uncuffed OOB P-47 four blade propeller. The P-47’s OOB cockpit tub was retained, too, just the seat received scratched armrests for a more luxurious look.
The Attacker wings were chosen because of their "modern" laminar profile. The Novo kit itself is horrible and primitive, but acceptable for donations. OOB, the Attacker wings had too little span for the big P-47, so I decided to mount the Thunderbolt's OOB wings and cut them at a suitable point: maybe 0.5", just outside of the large main wheel wells. The intersection with the Attacker wings is almost perfect in depth and width, relatively little putty work was necessary in order to blend the parts into each other. I just had to cut out new landing gear wells from the lower halves of the Attacker wings, and with new attachment points the P-47’s complete OOB landing gear could be used.
With the new wing shape, the tail surfaces had to be changed accordingly. The trapezoid stabilizers come from an Airfix Mitsubishi Ki-46, and their shape is a good match. The P-47 fin had to go, since I wanted something bigger and a different silhouette. The fuselage below was modified with a jet exhaust, too. I actually found a leftover F-84G (Heller) tail, complete with the jet pipe and the benefit that it has plausible attachment points for the stabilizers far above the jet engine in the Gu-1’s tail.
However, the F-84 jet pipe’s diameter turned out to be too large, so I went for a smaller but practical alternative, a Junkers Jumo 004 nacelle from a Me 262 (the ancestor of the Soviet RD-20!). Its intake section was cut off, flipped upside down, the fin was glued on top of it and then the new tail was glued to the P-47 fuselage. Some (more serious) body sculpting was necessary to create a more or less harmonious transition between the parts, but it worked.
The plausible placement of the air intakes and their shape was a bit of a challenge. I wanted them to be obvious, but still keep an aerodynamic look. An initial idea had been to keep the P-47’s deep belly and widen the central oil cooler intake under the nose, but I found the idea wacky and a bit pointless, since such a long air duct would not make much sense since it would waste internal space and the long duct’s additional weight would not offer any benefit?
Another idea were air intakes in the wing roots, but these were also turned down since the landing gear wells would be in the way, and placing the ducts above or below the wings would also make no sense. A single ventral scoop (looking like a P-51 radiator bath) or two smaller, dorsal intakes (XP-81 style) behind the cockpit were other serious candidates – but these were both rejected because I wanted to keep a clean side profile.
I eventually settled for very simple, fixed side intakes, level with the jet exhaust, somewhat inspired by the Lavochkin La-200B heavy fighter prototype. The air scoops are simply parts from an Italeri Saab 39 Gripen centerline drop tank (which has a flat, oval diameter), and their shape is IMHO a perfect match.
Painting and markings:
While the model itself is a wild mix of parts with lots of improvisation involved, I wanted to keep the livery rather simple. The most plausible choice would have been an NMF finish, but I rather wanted some paint – so I used Soviet La-9 and -11 as a benchmark and settled for a simple two-tone livery: uniform light grey upper and light blue lower surfaces.
I used RAF Medium Sea Grey (Humbrol 165) and Soviet Underside Blue (Humbrol 114) as basic tones, and, after a black ink wash, these were lightened up through dry-brushed post-shading. The yellow spinner and fin tip are based on typical (subtle) squadron markings of the late 40ies era.
The cockpit as well the engine and landing gear interior became blue-grey (Revell 57), similar to the typical La-9/11’s colors. The green wheel discs and the deep blue propeller blades are not 100% in the aircraft's time frame, but I added these details in order to enhance the Soviet touch and some color accents.
Tactical markings were kept simple, too. The "38" and the Red Stars come form a Mastercraft MiG-15, the Guards badge from a Begemoth MiG-25 sheet and most of the stencils were taken from a Yak-38 sheet, also from Begemoth.
Finally, the kit was sealed with matt acrylic varnish (Italeri) and it received some mild soot stains and chipped paint around the cockpit and on the leading edges. Some oil stains were added around the engine (with Tamiya Smoke), too.
A massive aircraft, and this new use of the P-47/Attacker combo results again in a plausible solution. The added jet engine might appear a bit exotic, but the mixed powerplant concept was en vogue after WWII, but only a few aircraft made it beyond the prototype stage.
While painting the model I also wondered if an all dark blue livery and some USN markings could also have made this creation the Grumman JetCat? With the tall fin, the Gu-1 could also be an F8F Bearcat on steroids? Hmmm...
+++ 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 Lockheed L300 was originally conceived as a military strategic airlifter that served under the designation C-141 Starlifter with the Military Air Transport Service (MATS), its successor organization the Military Airlift Command (MAC), and finally the Air Mobility Command (AMC) of the United States Air Force (USAF).
In the early 1960s, the United States Air Force's Military Air Transport Service (MATS) relied on a substantial number of propeller-driven aircraft for strategic airlift, such as the C-124 Globemaster II and C-133 Cargomaster. As these aircraft were mostly obsolescent designs and the Air Force needed the benefits of jet power, the USAF ordered 48 Boeing C-135 Stratolifters as an interim step. The C-135 was a useful stop-gap, but only had side-loading doors and much of the bulky and oversize equipment employed by the U.S. Army would not fit.
In the spring of 1960, the Air Force released Specific Operational Requirement 182, calling for a new aircraft that would be capable of performing both strategic and tactical airlift missions. The strategic role demanded that the aircraft be capable of missions with a radius of at least 3,500 nautical miles (6,500 km) with a 60,000 pounds (27,000 kg) load. The tactical role required it to be able to perform low-altitude air drops of supplies, as well as carry and drop combat paratroops. Several companies responded to SOR 182, including Boeing, Lockheed, and General Dynamics.
Lockheed responded to the requirement with a unique design: the Lockheed Model 300, the first large jet designed from the start to carry freight. The Model 300 had a swept high-mounted wing with four 21,000 pounds-force (93 kN) thrust TF33 turbofan engines pod-mounted below the wings. An important aspect was the cabin's floor height of only 50 inches (130 cm) above the ground, allowing easy access to the cabin through the rear doors. The two rear side doors were designed to allow the aircraft to drop paratroops (in August 1965 the aircraft performed the first paratroop drop from a jet-powered aircraft). The rear cargo doors could be opened in flight for airborne cargo drops. The high-mounted wings gave internal clearance in the cargo compartment of 10 feet (3.0 m) wide, 9 ft (2.7 m) high and 70 ft (21 m) long. The size enabled the Starlifter to carry, for example, a complete LGM-30 Minuteman intercontinental ballistic missile in its container. The aircraft was capable of carrying a maximum of 70,847 pounds (32,136 kg) over short distances, and up to 92,000 pounds (42,000 kg) in the version configured to carry the Minuteman, which lacked other equipment. The aircraft could also carry up to 154 troops, 123 paratroops or 80 litter patients.
President John F. Kennedy's first official act after his inauguration was to order the development of the Lockheed 300 on 13 March 1961, with a contract for five aircraft for test and evaluation to be designated the C-141. One unusual aspect of the aircraft was that it was designed to meet both military and civil airworthiness standards, since Lockheed hoped to sell the aircraft, much like the C-130 Hercules, to airlines, too. The prototype C-141A (s/n 61-2775) was manufactured and assembled in record time. The prototype was rolled out of the Lockheed factory at Marietta, Georgia on 22 August 1963 and first flew on 17 December, the 60th anniversary of the Wright brothers' first flight. The company and the Air Force then started an operational testing program and the delivery of 284 C-141 aircraft.
The effort to sell the aircraft on the civilian market included some detail changes like a different yoke and cockpit equipment. Two versions were offered: the original aircraft (designated L300-100 StarLifter), based on the C-141’s hull, and a strongly stretched version, 37 feet (11 m) longer than the L300-100, and marketed as the L300-200 SuperstarLifter. Specialized versions like an aerial firefighting water bomber were proposed, too, and an initial L300-100 prototype made a global sales tour (which was later donated to NASA).
Response from the civil market was rather lukewarm, though, and resulted only in orders from Flying Tiger Line and Slick Airways for four aircraft each. Nevertheless, production of the civil StarLifter was launched in 1966, since the differences to the military aircraft were only minimal and Lockheed considered the financial risks to be acceptable. However, only twelve aircraft were initially ordered when production was greenlighted, but there was the expectation to attract more sales once the aircraft proved itself in daily business.
Despite a very good service record, this did not happen. To make matters worse, unexpected legal problems seriously threatened the newly introduced transport aircraft: In the early 1970s, strict noise limits for civil aircraft threatened operations, esp. in the USA. Several American L300 operators approached Lockheed for suitable noise reduction modifications, but the company did not react. However, third parties that had developed aftermarket hush kits for other airliners like the Boeing 707 or the Douglas DC-8 chimed in and saw their opportunity, and in 1975 General Electric began discussions with the major L300 operators with a view to fitting the new and considerably quieter Franco-American CFM56 engine to the transport aircraft. Lockheed still remained reluctant, but eventually came on board in the late 1970s and supported the conversion kit with new nacelles and pylons. This engine kit was unofficially baptized the “StarSilencer” program, which was offered as a retrofit kit and as an option for newly built aircraft, which were designated L300-1100 and -1200, respectively.
The kit was well received and all operational private L300s were upgraded with the fuel-efficient 22,000 lb (98.5 kN) CFM56-2 high-bypass turbofans until 1984, preventing a premature legal end of operations in wide parts of the world. The benefits of the upgrade were remarkable: The new engines were markedly quieter than the original Pratt & Whitney TF33-P-7 turbofans, and fuel efficiency was improved by 20%, resulting in a higher range. The CFM56s also offered 10% more thrust than the TF33-P-7s’ 20,250 lbf (90.1 kN each) output, and this extra thrust improved the aircraft’s take-off performance, too.
The USAF did not adopt the “StarSilencer” upgrade and rather focused on the fuselage extension program that converted all existing C-141As into C-141Bs from 1979 onwards, so that the aircraft’s payload potential could be better exploited. However, the new CFM56 engines made the L300 more attractive to civil operators, and, beyond the upgrade program for existing airframes, a second wave of orders was placed for both the L300-1100 and -1200: until 1981, when civil L300 production was stopped, eighteen more aircraft had been ordered, primarily for operators in North America and Canada, bringing total production to 40 machines, plus the initial demonstrator prototype.
One of these late buyers outside of the American continent was Air Greenland. Founded in 1960 as Grønlandsfly, the airline started its first services with Catalina water planes and within the decade expanded to include DHC-3 Otters as well as Sikorsky S-61 helicopters, some of which remain in active service. Grønlandsfly also picked up a Danish government contract to fly reconnaissance missions regarding the sea ice around Greenland.
During the 1970s, Grønlandsfly upgraded its airliner fleet, and mining in the Uummannaq Fjord opened new business opportunities beyond passenger services. To enter the bulk cargo business for mining companies with routes to Canada, North America and Europe as well as civil freight flights for the U.S. Army in Greenland (e. g. for the USAF’s Sondrestrom and Thule Air Bases), the purchase of a dedicated transport aircraft was considered. This eventually led to the procurement of a single, new L300-1100 StarLifter with CFM56-2 engines in 1980 – at the time, the biggest aircraft operated by Grønlandsfly. Domestic as well as international passenger service flourished, too: By the end of 1979, the number of Grønlandsfly passengers served annually exceeded 60,000 – this was more than the population of Greenland itself! However, the airline’s first true jet airliner, a Boeing 757-200, began operation in May 1998. Before, only propeller-driven aircraft like vintage Douglas DC-4 and DC-6 or the DHC Twin Otter and Dash 7 turboprop aircraft had been the main passenger types. In 1999, the airline already served 282,000 passengers, nearly triple the number at the end of the previous decade.
In 2002 the company rebranded itself, anglicizing its name to Air Greenland and adopting a new logo and livery. The L300-1100 was kept in service and remained, until the introduction of a single Airbus A330 in 2003 (purchased after SAS abandoned its Greenland service and Air Greenland took these over), Air Greenland’s biggest aircraft, with frequent cargo flights for the Maarmorilik zinc and iron mines.
StarLifters remained in military duty for over 40 years until the USAF withdrew the last C-141s from service in 2006, after replacing the airlifter with the C-17 Globemaster III. In civil service, however, the L300, despite its small production number, outlasted the C-141. After the military aircraft’s retirement, more than twenty StarLifters were still in private service, most of them operating under harsh climatic conditions and in remote parts of the world.
General characteristics:
Crew: 4 - 6 (2 pilots, 2 flight engineers, 1 navigator, 1 loadmaster)
Length: 145 ft (44.27 m)
Wingspan: 160 ft 0 in (48.8 m)
Height: 39 ft 3 in (12 m)
Wing area: 3,228 ft² (300 m²)
Empty weight: 136,900 lbs (62,153 kg)
Loaded weight: 323,100 lbs (146,688 kg)
Max Payload, 2.25g: 94,508 lb (42.906 kg)
Max Takeoff Weight, 2.25g: 343,000 lb (155,722 kg)
Powerplant:
4× CFM International CFM56-2 high-bypass turbofans, delivering 22,000 lb (98.5 kN) each
Performance:
Maximum speed: 567 mph (493 kn, 912 km/h)
Cruise speed: 495 mph (430 kn, 800 km/h)
Range: 4,320 mi (2,350 nmi, 6,955 km)
Ferry range: 7,245 mi (6,305 nmi, 11,660 km)
Service ceiling: 41,000 ft (12,500 m)
Rate of climb: 2,600 ft/min (13.2 m/s)
Wing loading: 100.1 lb/ft2 (490 kg/m²)
Thrust/weight: 0.25
The kit and its assembly:
This is another project I had on my agenda for a long time, it was inspired by a picture of the civilian L300 demonstrator and the question what a StarLifter in civil service could look like? Such a type (like the C-130) would only make sense for bulk cargo transport business, and probably only for rather remote locations, so I went up North with my thoughts and initially considered Air Canada or Buffalo Airways as an operator, but then remembered Air Greenland – a very good fit, and the current livery would make the L300 a colorful bird, too.
The basis is Roden’s C-141B kit, AFAIK the only affordable IP kit of this aircraft when I had the idea for this build a while ago; A&A Models released in the meantime a C-141A in June 2021, but it is prohibitively expensive, and Anigrand does a C-141A resin kit. The Roden kit is a sound offering. The parts fit well, even though the seams along the long fuselage and the wing roots need attention and PSR, and at the small 1:144 scale the (engraved) surface details are just fine. It’s not a stellar model, but a sturdy representation with surprisingly massive parts, esp. the fuselage: its walls are almost 3mm thick!
However, I did not want to build the stretched USAF version. The original civil L300 had the same fuselage as the C-141A, and I found this option to be more plausible for the haul of singular heavy equipment than the stretched version, and the decision to shorten the C-141B also had logistic reasons, because I’d have to store the model somewhere once finished… And, finally, I think that the original, short C-141 is just looking good. ;-)
So, I simply “de-plugged” the fuselage. In real life, the C-141B had two extensions: a 160” plug in front and another 120” insert behind its wings. This translated into 2.8 and 2.1 cm long sections on the model that were simply sawed off from the completed fuselage. Thanks to the massive fuselage walls, gluing the parts back together was an easy task, resulting in a very stable connection. The seams were hidden under some PSR, as well as two windows. The C-141B’s fairing for the refueling receptive was also sanded away. The front plug was easily hidden, but the rear plug called for some body sculpting, because the fuselage has a subtle bulge around the cargo door and its ramp – the shapes in front and behind it don’t differ much, though.
Another change for a more fictional civil variant: the engines. This was a lucky coincidence, because I had a complete set of four CFM56 turbofan nacelles left over from my shortened Minicraft DC-8 build a while ago, and the StarLifter lent itself to take these different/more modern engines, esp. for the civilian market. The swap was not as easy as expected, though, because the C-141’s nacelles are much different, have longer pylons and their attachment points in the wings were OOB not compatible at all with the CFM56 pods. I eventually filled the attachment slots in the wings and glued the complete CFM56 nacelles with their short DC-8 pylons directly under the wings, blending these areas with PRS. The engines’ position is now markedly different (higher/closer to the wings and further forward), but the engines’ bigger diameter IMHO justifies this change – and it turned out well.
The rest of the Roden model was left OOB, I just added a ventral display adapter for the flight scenes.
Painting and markings:
As mentioned above, I was looking for a “bush pilot” operator of suitable size in the Northern hemisphere, and Greenland Air was chosen because of its exoticism and the airline’s distinctive and simple livery. Does anyone know this rather small airline at all? Potential freight for the US Army as well as for private mining companies with lots of heavy equipment made the StarLifter’s operation plausible.
To make the plan work I was lucky that Draw Decal does an 1:144 sheet for the airline‘s (sole) Boeing 757, and its simple post-2002 all-red paint scheme was easily adapted to the StarLifter. The fuselage and the nacelles were painted with brushes in Humbrol 19 (Gloss Red, it comes IMHO close to the rich real-world tone), while the wings and the engine pylons became Humbrol 40 (Glossy Light Gull Grey). For some variety I added a medium grey (Humbrol 126, FS 36270) Corroguard panel to the wings’ upper surface, later framed with OOB decals. The white door markings came from a generic PAS decals sheet. All decals were very thin, esp. the Draw Decals sheet, which had to be handled with much care, but they also dried up perfectly and the white print inks turned out to have very good opacity. Adapting the Boeing 757 decals to the very different C-141 hull was also easier than expected, even though the "Air Greenland" tag on the nose ended up quite far forward and the emblem on the fin lots its uppermost white circle.
The cockpit, which comes with no interior, was painted in black, while the landing gear wells and struts were painted in a very light grey (Humbrol 196, RAL 7035) with white rims.
Panel lines were emphasized with a little black ink, and the cockpit glazing turned out to be a bit foggy - which became only apparent after I added the red around it. In order to hide this flaw I just laid out the window panels with Tamiya "Smoke".
Finally the model finally received an overall coat of gloss acrylic varnish from a rattle can.
A colorful result, even though the bright red C-141 looks unusual, if not odd. The different engines work well; with the shorter fuselage, the new, wider nacelles change the StarLifter’s look considerably. It looks more modern (at least to me), like a juiced-up Bae 146 or a C-17 on a diet?
Pay loaders from MTA New York City Transit Buses await transfer from the College Point Depot on lowboy trucks. Nine are being sent to Suffolk County to assist with snow clearing operations, each being escorted with supervision and operators.
Hong Kong Disneyland,
Hong Kong, China.
May 2013.
Visit our website for loads of Disney Character pictures and information!
From my own files, I present the GUN Loader 2.0! Deployed by the Hyperion corporation, loaders are Handsome Jack's soldiers, for a lack of better words. There are many variants. This includes the ION, HOT, RPG, and EXP loaders. They have many critical hit points, including their central eye. GUN variants seem to carry the Transmurdera SMG, although this is never confirmed.
_________________________________________________________________
I hope you guys enjoy it! Please comment and fave!
The Mukilteo Multimodal Terminal will include separate pedestrian loading facilities to improve the efficiency and safety of vehicle and walk-on passenger loading and unloading.
Kansallismuseon freskojen mallit auton lavalla lähdössä Tarvaspäästä Helsinkiin 1928. Kuorman päällä seisovat kuljettaja Yrjö Lampila (vasemmalla) sekä Akseli ja Jorma Gallen-Kallela.
Gallen-Kallela työryhmineen maalasi keväällä 1928 Kansallismuseoon Kalevala-aiheiset kattofreskot. Hän oli maalannut vastaavat työt jo Pariisin maailmannäyttelyn Suomen paviljonkiin vuonna 1900. Neljästä freskosta kolme, Ilmarinen kyntää kyisen pellon, Sammon taonta ja Sammon puolustus, säilyivät aiheiltaan samoina, mutta Suuri hauki -fresko korvasi Kansallismuseossa Pariisin paviljongin Pakanuus ja kristinusko -aiheen. Myös Gallen-Kallelan tyyli ehti välillä jonkin verran muuttua.
Akseli Gallen-Kallelan ateljeelinna Tarvaspää sijaitsee Linuddin niemellä nykyisessä Espoossa. Se rakennettiin aluksi 1911-1913 vain ateljeeksi, ja Gallen-Kallelat asuivat sen vieressä puuhuvilassa. Myöhemmin Tarvaspää muokattiin sopivaksi asuinkäyttöön ja sitä muunneltiin muutenkin sekä Gallen-Kallelan elinaikana että sen jälkeen. Nyt linna on pääosin palautettu 1920-1930-luvun asuun. Gallen-Kallela suunnitteli linnaa jatkuvasti uudelleen vielä viimeisinä vuosinaan, ja tarkoittikin rakennuksen enemmän jälkipolville kuin itselleen.
kuvauspaikka: Tarvaspää
ajoitus: 1928
kuvaaja:
kuva-alan mitat: 109x81mm
tekniikka:
merkintöjä:
inventointinumero: GKM_VV_1023
kokoelma: Akseli Gallen-Kallelan valokuvakokoelma
tutki lisää / explore further:
Tiedätkö lisää tästä kuvasta? Kerro meille!
Do you have information on this photo? Let us know!
first load done. 3 layout in my life. other 2 took months.. lol hope 2 page layouts are ok. at first i was stumped but then i ran across these pictures
journaling reads
Ohio State Fair 2010
Every year since my daughter Karilee was little. we shared one common passion. Fair Food!! every year we try to go to at least one. just to enjoy the food
club ruby January kit
cricut- summer vacation
imagine- yummy
South Rim Sunset Grand Canyon National Park Breaking Summer Storm Fuji GFX100 Fine Art Landscape Nature Photography! Elliot McGucken dx4/dt=ic Master Fine Art Medium Format Photographer! Fujifilm Fujinon GF!
All my photography celebrates the physics of light! The McGucken Principle of the fourth expanding dimension: The fourth dimension is expanding at the rate of c relative to the three spatial dimensions: dx4/dt=ic .
Light Time Dimension Theory: The Foundational Physics Unifying Einstein's Relativity and Quantum Mechanics: A Simple, Illustrated Introduction to the Unifying Physical Reality of the Fourth Expanding Dimensionsion dx4/dt=ic !: geni.us/Fa1Q
"Between every two pine trees there is a door leading to a new way of life." --John Muir
Epic Stoicism guides my fine art odyssey and photography: geni.us/epicstoicism
“The clearest way into the Universe is through a forest wilderness.” --John Muir
Epic Poetry inspires all my photography: geni.us/9K0Ki Epic Poetry for Epic Landscape Photography: Exalt Fine Art Nature Photography with the Poetic Wisdom of John Muir, Emerson, Thoreau, Homer's Iliad, Milton's Paradise Lost & Dante's Inferno Odyssey
“The mountains are calling and I must go.” --John Muir
Epic Art & 45EPIC Gear exalting golden ratio designs for your Hero's Odyssey:
Support epic fine art! 45surf ! Bitcoin: 1FMBZJeeHVMu35uegrYUfEkHfPj5pe9WNz
Exalt the goddess archetype in the fine art of photography! My Epic Book: Photographing Women Models!
Portrait, Swimsuit, Lingerie, Boudoir, Fine Art, & Fashion Photography Exalting the Venus Goddess Archetype: How to Shoot Epic ... Epic! Beautiful Surf Fine Art Portrait Swimsuit Bikini Models!
Some of my epic books, prints, & more!
Exalt your photography with Golden Ratio Compositions!
Golden Ratio Compositions & Secret Sacred Geometry for Photography, Fine Art, & Landscape Photographers: How to Exalt Art with Leonardo da Vinci's, Michelangelo's!
Epic Landscape Photography:
A Simple Guide to the Principles of Fine Art Nature Photography: Master Composition, Lenses, Camera Settings, Aperture, ISO, ... Hero's Odyssey Mythology Photography)
All art is but imitation of nature.-- Seneca (Letters from a Stoic - Letter LXV: On the First Cause)
The universe itself is God and the universal outpouring of its soul. --Chrysippus (Quoted by Cicero in De Natura Deorum)
Season of mists and mellow fruitfulness
Close bosom-friend of the maturing sun
Conspiring with him how to load and bless
With fruit the vines that round the thatch-eves run;
To bend with apples the moss'd cottage-trees,
And fill all fruit with ripeness to the core;
To swell the gourd, and plump the hazel shells
With a sweet kernel; to set budding more,
And still more, later flowers for the bees,
Until they think warm days will never cease,
For Summer has o'er-brimm'd their clammy cells. --To Autumn. by John Keats
These two pieces of equipment are for the National Grid and are going to Ninfield substation. These photos was taken at Polegate, East Sussex
I posed the question the night before, that I wondered if the bells of the Minster would chime all night, and so would they be made silent after, say, eleven? I can now reveal that the bells did chime all night. I would like to say it was kind of re-assuring, but the ringing, not only of the hours but an attractive peal before the hours were chimed, was loud, loud enough to wake me from my slumber on a few occasions.
We arranged to meet Bradey at eight for breakfast, and in an unusual move we had to exit the guesthouse and go in the front door for the breakfast room. It worked, and soon we were tucking into toast, cereal and a huge cup of coffee or two.
Before breakfast, Jools and I walked round the monster, and saw that it opened at nine, so we hoped to load the car and be at the doors at the final stroke of nine so we could hit toe road as soon as we, or rather, I had my shots.
And this is what happened. The car loaded, we walked to the monster to find the door unlocked, but the church deserted. So, I rushed round getting my shots, it is always wonderful to have a building to oneself, but one as grand and as special as Beverley Minster was a rare treat.
----------------------------------------------------------------
Beverley Minster, in Beverley, East Riding of Yorkshire, is a parish church in the Church of England. It is one of the largest parish churches in the UK, larger than one third of all English cathedrals and regarded as a gothic masterpiece by many.
Originally a collegiate church, it was not selected as a bishop's seat during the Dissolution of the Monasteries; nevertheless it survived as a parish church and the chapter house was the only major part of the building to be lost. It is part of the Greater Churches Group and a Grade I listed building.[1] Every year it hosts events in association with local schools. Including the Beverley Minster Primary School Nativity Performance and the Beverley Grammar School Speech Night.
The minster owes its origin and much of its subsequent importance to Saint John of Beverley, who founded a monastery locally around 700 AD and whose bones still lie beneath a plaque in the nave. The institution grew after his death and underwent several rebuildings. After a serious fire in 1188, the subsequent reconstruction was overambitious; the newly heightened central tower collapsed c. 1213 bringing down much of the surrounding church. Work on the present structure began around 1220.
It took 200 years to complete building work but, despite the time scale involved, the whole building has coherent form and detail and is regarded[who?] as one of the finest examples of Perpendicular design, the twin towers of the west front being a superlative example. These formed the inspiration for the design of the present Westminster Abbey.
Saint Thomas Becket of Canterbury, (c. 1118–29 December 1170) was named Provost of Beverley in 1154.
Henry Percy, 4th Earl of Northumberland (1449–1489), was buried in the church after being murdered by the citizens of York in 1489 during the Yorkshire Rebellion over high taxes imposed by King Henry VII.
As with many English churches during the wars of religion in the 16th century, Beverley Minster was not immune to dissension. Church authorities cracked down hard on those they felt were part of the "Popish" conspiracy contrary to Royal decrees. "Among those holding traditional beliefs were three of the clergy at the minster, who were charged with Popish practices in 1567; John Levet was a former member of the college and Richard Levet was presumably his brother. Both Levetts were suspended from the priesthood for keeping prohibited equipment and books and when restored were ordered not to minister in Beverley or its neighbourhood."[2]
In the 18th century the present central tower replaced an original lantern tower that was in danger of collapse. This central tower now houses the largest surviving treadwheel crane in England, which is used when raising building materials to a workshop located in the roof. A distinctive feature of both the north and south transepts is the presence of rose windows, and a White Rose of York, with ten equal parts. Daily tours to the crane and rose windows are available to the general public, subject to other church commitments.
Features of the interior include columns of Purbeck Marble, stiff-leaf carving and the tomb of Lady Eleanor Percy, dating from around 1340 and covered with a richly-decorated canopy, regarded[who?] as one of the best surviving examples of Gothic art. A total of 68 16th century misericords are located in the quire of the minster and nearby is a sanctuary or frith stool dating back to Anglo-Saxon times.
The misericords were probably carved by the Ripon school of carvers and bear a strong family resemblance to those at Manchester Cathedral and Ripon Cathedral.
The church contains one of the few remaining Frith Stools (also known as Frid Stools, meaning "peace chairs") in England. Anyone wanting to claim sanctuary from the law would sit in the chair. The chair dates from Saxon times before 1066.[3][4][5][6]
The organ is mounted above a richly carved wooden screen dating from the late 19th century. There is a staircase in the north aisle which would have been used in collegiate times to gain access from and to the chapter house.
Improvements to the choir were made during the 16th and 18th centuries and medieval glass, which was shattered by a storm in 1608, was meticulously collected and installed in the East Window in 1725. The Thornton family, great craftsmen of the early 18th century, were responsible for the font cover and the west door. Another notable feature is the series of carvings of musicians which adorn the nave.
en.wikipedia.org/wiki/Beverley_Minster
Beverley Minster is the Parish Church of St. John and St. Martin
John, bishop of York, founded a monastery on the site where Beverley Minster stands.
John died in 721 and his body was buried in a chapel of the Saxon church.
He was canonised in 1037.
The present church was built around his tomb.
Building work began in 1220 and was completed in 1425.
Throughout the Middle Ages miracles which took place at his tomb attracted pilgrims from far and wide.
Today the church is still a place of pilgrimage for visitors. It also continues to be a place of prayer and worship at the heart of the community.
Leading Seaman Kevin Graham installs the loading unit for the Close In Weapon System (CWIS) on the hangar top during Operation PROJECTON in the Pacific Ocean on December 3, 2018.
Photo: Leading Seaman Mike Goluboff, MARPAC Imaging Services
©2018 DND-MDN CANADA
ET11-2018-0476-072
Loading goods, just purchased at the local flea market, in a 1985 Renault R4 GTL.
1108cc.
Presentation basic R4: July 1961, overall production 1961-92.
Presentation R4 GTL: Jan. 1978, production 1978-92.
For 1983 the rear door received smaller hinges, like the ones here.
Original first reg. number: May 1985.
New French reg. number: 2002 (Loir-et-Cher).
Number seen: about 8.
Nouan-la-Fuzelier (Fr.), Rue des Varennes, April 23, 2017.
© 2017 Sander Toonen Amsterdam | All Rights Reserved
For once an original. Going back to the first LOAD and documenting the layouts I did.
Journalling reads: I came across a challenge on Big Picture Scrapbooking to do a Lay Out A Day for the month of January, 2008. It was being hosted by Lain Ehman and there were prizes for keeping up as well as completion, a message board for discussion and best of all – great inspiration from others. What’s there to lose? So I signed up for a measly few dollars and the fun began. I was able to complete a full 31 layouts in the 31 days (no grand prize=() but for me it was totally worth it – just the drive to get some work done that I’ve been meaning to for what seems like forever. Thanks for the great experience! I can’t wait for the next one!