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This has an amusing story to it. I saw the numbers at the counter and asked the waiter if the store allowed photography - he smartly replied that all photography opportunities had to be passed through his publicity agent...and then said that of course I could get a photo of this.....
- A bank is a place where they lend you an umbrella in fair weather, and ask for it back when it begins to rain. - Robert Frost
I work with numbers, so this is what I came up with for this challenge!
Nikon D700 & 24-85mm lens
hey now...no fat jokes. but seriously...these guys are really talented. hailing from england. i'm glad that they played "forever lost".
+++ 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...
A4 Indian flag themed alphabet and numbers. Use it as flashcards for your spelling activity, phonetics or wall display. Download different sets of alphabet and numbers for FREE at:
www.tesindia.com/teaching-resource/A4-Indian-Flag-Themed-...
#FlickrFriday - #Numbers - I try to shot more focus on the icon of love and smile than the not on calculator to describe the title of image. And the explanation about the title is the #numbers calculation always rational
In the midst of lockdown numero uno in Lahore over the weekend, I decided to head to my village in Radhan, a half an hour or so from Sargodha. Traffic in Lahore was beyond light, almost absent, so we hit the motorway quickly and reached Sargodha earlier than expected. I thought the drive through the city would have been a much desired breeze as well but the residents of the city seemed to be out and about per their normal routine. Clearly the rules set upon the larger cities hadn’t taken effect here yet. But it was the village that was the bubble existing above and beyond everything that seemed to be happening in the world.
Unlike the rest of it, or at least the West, Pakistan has taken the approach of slow roll-out in what was likely going to be a long-term lockdown. We had started with 2 days on March 21st, now we are at 15 and everyone assumes that will be extended in the same slots indefinitely. A few stories about the treatment of those who have revealed their state of being positive to the State have been frightening to the point that unless faced by death, I think people will stick it out in their rooms. And some might also prefer to die there.
There are articles abound about people in the north testing positive, then running away from the health facilities to God knows where. No one has a real clue what is happening of course and beyond the “We love China” anthem the PM is singing, what we are really hoping for is one of those hospitals our “all-weather friend” built in 8 days, (or was it 18), to pop up in at least one province each. Personally, I would rather the People's Republic ended the internment of a million Muslims but we seem to have already signed off on that being ok.
The poor are scared out of their wits because we have extremely high numbers of workers in the larger cities who earn their income on a daily basis and with the shutdown, they don’t have a clue as to how to feed their families. Those of the Sahib e Taufeeq are therefore anxiously and quickly trying to distribute ration for a month to as many families as possible. Meanwhile the Sahib e Maal contingent is interneting themselves to wherever that will lead, which we will soon discover.
In Lahore, if one meets someone, all one talks about is the virus. For a while at least. That has been my experience of the under 50 crowd. It’s like the greeting of “salam” changed to “yaar yeh kya cheez aa gayee hai?” which then moves forward into exchanges of updates and readings per each person’s interest and/or fear of death. Since I have been most influenced by my friends and elders who, while taking sensible precautions, believe in the “jiss ko hona hai, uss to hona hai” (whoever’s going to get it is going to get it) school of thought, I have little to offer.
While being holed up, I scan Drudge and get the scariest breaking updates of the world on a daily basis. It makes me smile that the US has already ingrained into the public that 18 months are on the horizon for this nightmare and we are going forward in 15 day increments. I guess if the Pakistani Government made a similar announcement of 180 days (plus), people would just be like “screw it” and brazen defiance would follow. The rest of my days are spent humming tunes to come up with melodies for the kalam in my book which I then share with my friend, Ustad Imran and we play with it till its ready for upload on a gorgeous insta page, courtesy of Hiba.
Meanwhile, the rumour mills are spewing out new suggestions daily. High on the list is bio-weaponary going out of hand. China-US-Israel are the three villains most frequently named. On the spiritual side a trusted spiritual master says it is the fasid jinns, who, in collusion with fasid humans, are creating this havoc. Like millions, I have all my hopes tied to the return of Imam Mahdi (as) who might appear to save the day.
The Saudis closing Umra, cancelling Haj and making the tawaaf practically void is what saddens the believers the most. As one who had intended to perform the Haj this year, it is no doubt tremendously disappointing. But then I had heard from my Mamu many years before he passed that the Haj would stop in the future. I just imagined that it would happen because of war, not a plague. The Naqshbandis were told by their Spiritual Master, Sheikh Nazim (ra), that blight would arise from China and spread into the world and would disappear one day just like it came. In the days through it, he had advised his disciples to give sadqa to express their gratitude for life.
But coming back to the story of the village. After having lunch and meeting Pathani, who worked for me for 20 some years and is now retired, I sat with the women who work in the house near their out-door kitchen. I began the conversation in the way I had been taught these past few days in Lahore. Except it was in Punjabi.
“Yaar eh ke shay saddey pichay peh gayee hai” (what is this strange thing that has come after us?)
The women looked at me but no one said anything. I waited but they seemed to be waiting also, I gathered, for me to continue. When I didn’t, they just went back to what they were doing. I gave it another shot.
“So everyone in Lahore is holed up in their houses and living in fear,” I attempted raising the bar from casual conversation to sensationalism. “No one goes anywhere and all the markets are closed.”
Again I received nothing.
I think one woman said, “Jiya” in a tone which best translates into a flat “I guess” or “Mmm hmmm.”
I started smiling. “You guys are really lucky,” changing gears yet again, this time offering praise of good fortune. “You can roam around and it’s so beautiful here. And clean. And the food is good and fresh. And there’s hardly any people.” I racked my brain for more positives. “And it hasn’t turned hot yet so the weather is perfect.”
This time instead of one, I got three “Jiyas” and one “Jiya Ji.” It made me give up. I’ll try again tomorrow I thought. I got a charpaaye and spend the rest of the day in the massive garden reading books I had brought with me from Lahore and again, humming the melody of the next tune. It was by Baba Farid Kot Mithan (ra) and I have to say it had an effect on my heart that was superbly softening. Sometimes the words made me smile and sometimes I cried. I love the range of the arc that poetry can make, going from the earth to the sky, from the sun to the moon, from the day to the night and from the heart to the heart.
The next day I went for a walk in the kinoo gardens. The fruit has been picked but the orange blossoms were in full bloom and deeply intoxicating. I sat under a tree brimming with the flowers and listened to music on my Ipod. At lunch the women sat nearby, possibly feeling bad for me that I always came all alone. I decided, incorrigibly, to mention the virus again.
“So to stay safe you have to wash your hands A LOT. My teacher, Qari Sahib, says to just stay in a state of wudu. Even if you are not going to pray soon.”
I looked at each woman one by one, this time awaiting their favoured response.
“Jiya,” said one. “This is a good suggestion.”
I was dying to ask if they did that or prayed but gained control of myself.
Usually the gate to the house is left open for people from the village, essentially women, to come in and say hello to the arrivals from the city. But this time Pathani had given strict instructions to the chawkidaar to not let anyone in.
“Not even Ghulam Biwi?” I asked. As I write this I wonder if her name is Ghulam Bibi re-pronounced Biwi in the village or if she was literally named “the wife of Ghulam.” Probably the former. How would anyone know the husband’s name at birth?
“No,” she decided. “Best to be safe. She roams around the whole village and God only knows where else all day.”
Amma Ghulam Biwi was an old woman in her 70s who was almost deaf. On every visit I had made in the last few years, she had come to see me. She had a lovely voice and knew tons of Punjabi songs, film and spiritual kalam, and would sing to me. She loved Nur Jahan tracks from the 60s and I enjoyed my time with her. The conversations were by sign of course. She loved me and I loved her.
She was the reason I had come to understand that the prayers of a poor person, who one is kind to, far exceed in their expression the prayers of even one’s own parents. “Takhtaan te bakhtaan,” is what she always asked for me. Thrones and best of fortunes! I’m pretty sure neither of my parents ever prayed for thrones for me! Plus I often heard her address God as “Takhtaan te bakhtaan aaliya,” which meant she was asking Him to give me of Himself and that which is His. Not to mention the ask of never-ending wealth and telling Allah to give me more and more and more. Again, I don’t think my parents asked for that either! If they did it would have indeed been strange. Then there was “Allah raazi howey iss tun,” the most elevated prayer of all, “God, be pleased with her.”
I was a little bummed that I was not going to see her but it seemed like the thing to do. But fortune had other plans. Later in the afternoon I went to the family graveyard, just outside the women’s house and adjacent to the haveli the men occupy. For the second time in my lifetime, I went to the graves inside the mosque where my grandfather, his brother and their father are buried. Usually I just sit in the area outside where the rest of our family, including my mother and sister are, but I had visited the village a month before with my Nani (kind of) who is in her 90s and had gone inside with her.
When we had arrived at the graveyard then, just the walk from the car to the graves, only a few feet away, had taken so long and seemed so tiring for her that I had told her to just pray from there and not walk the extra few feet to where her father and brothers were buried. She had waived me away as if I had suggested something beyond ludicrous and said, “Then why am I here?”
With her nurse holding her on one side and me on the other, we had gone into the small room where the three graves lay in a line. In the back was a large marble slab and on it was a Surah from the Quran. She had kept insisting she wanted to read it herself but when I asked if she wanted a chair brought in while she did so, she had waived me away again. Apparently it was another absurd idea. I told her I would read it for her and while she sat at the feet of her father, I recited the Surah.
It was Al-Mulk and I remember crying the whole way through it. I didn’t understand it all of course but I wept because of the lines addressing the ungrateful who will be asked if a warner came to them and they will say, yes, a warner did come but we rejected him. I cried because I didn’t understand why they rejected him and I hoped I wasn’t one of them because rejection has its own layers. And I sobbed because of those I love deeply who live restless lives in perpetuity but refuse to unhinge themselves from a position that they took for one reason, one incidence or another, that had now taken hold of them, replacing all their happiness with anxiety and paranoia to live a life lifeless.
But it was the second line that never left me from that first time I read it for it had triggered a significant part of my understanding of the Quran.
"He who created death and life, that He may test which of you is best in deed.
And He is the Bestower of Honor and Oft-Forgiving."
The revelation had formed a chunk of my address at the book launch: that the verses of deep consequence referencing “deed,” giving it a singular, exalted status repeatedly by God, tie in precisely and inextricably with the multitude of verses on Nabi Kareem (saw) as the one to follow and obey. Making his deed one’s own rendered one “best” indeed.
This was going to be the second time I would enter the room inside the mosque. I had heard earlier in the morning, quite randomly, that my mother used to take the Quran to her father’s grave every day after he passed while she was in the village. To read it for him, to send the blessings of her readings to him. I had never done that before even though my family members had died almost 23 years ago. But on this day that I did it I knew it meant the beginning, albeit a late one, of doing it for them in the future.
It was on my way back from the graveyard that I saw Amma Ghulam Biwi standing near the gate of the house with her cane and some cloth she was carrying. From a distance she didn’t recognize me even though I waived at her but when I got close, she threw the cane and cloth on the ground, raising her hand up in the air, letting out a cry of joy.
Normally she would greet me with her favourite song by Nur Jahan; "Chan mahiya teri rah pai takni aan. Tariyan tu puch le ve chan kolun puch leh, sareian tu puch le, mein sayn nahin sakni aan." The words translated into "Dearest sweetheart, I have been looking for you to come my way for so long. Ask the stars, go ask the moon. Ask them all, I haven't slept a night waiting for you." I always laughed at the intensity of the tone. It made me wonder if she was a Scorpio like me.
When I got close to her I tried to yell that it’s best we don’t meet like we normally do but of course she didn’t understand a word. Next thing I knew she had thrown her arms around me, pulled me towards her and planted a wet kiss on my cheek. I burst out laughing while I heard the gate-keeper doing his best to scream out that that was not the way to meet in these times. She walked at a snail’s pace so it took us a while to reach the house from the gate and someone brought a chair for her to sit on and some kinoo juice to drink.
She had once told me she would say prayers and breathe them on water, something we call “pani dumm karna,” meaning making a water have the capacity to heal through the effect of verse from the Quran. I had a half finished bottle of water with me so I handed it to her and gestured for her to make me one. But before that I played the part of a mime and explained that the whole world was under attack by a disease and people were sick and dying. That required a decent amount of touching my forehead and sticking my tongue out as if fatigued beyond belief. And it worked! “Bimari aa gayee ae?” she said. And I nodded in the affirmative vigourously, holding my palms up in the air, signaling for her to pray for all of us.
I listened as she spoke the prayers out one by one for the water. The prayers have to be recited in a specific number, usually 11 but she went over a few times so she must have different system. I recognized the prayers and each time I thought she was done and got up to take the bottle from her, she waived me away as if annoyed by my impatience. The wave of dismissal must be a thing of older women from Radhan. The prayer that struck me was “Qulna ya naaro, kuni bardan wa salaman ala Ibrahim (as).” “We (God) said, ‘Fire, be cool and safe for Ibrahim (as).’”
The verse was in my book in the chapter on Trust. Also I was studying deeply each mention of the Prophet Ibrahim (as) in the Quran these days with Qari Sahib. Each incidence was extraordinary for he was Khalil Allah, the Friend of God. His asks, his bestowings, every action, was spell-binding through the tafseer of Ghaus Pak (ra). I know he is the only one who gives the exegesis of the word Ibrahim in specific verses to be the soul. That itself changed everything entirely as suddenly it was about me. And everyone else!
Before Amma Ghulam Biwi left, she looked at me with deep anguish and said her heart ached that I kept bending over. I had been doing my stretches while she sat in the chair and was touching my toes over and over, holding the position and counting to eight. I wanted to tell her that I was fine so I tried giving her a thumbs up but she just looked extremely bewildered so I decided to leave it alone. We said our goodbyes. My info on the disease devouring the world had left no impact on her so she hugged and kissed me again, then shuffled out of the house.
On my last day at breakfast, one of the women who brought me my meal asked, “So what is the news from Lahore?”
I was thrilled that I had managed to pique enough interest that she had gotten some information on her own about it which she wanted to relay to me.
“You heard about the extension of the lockdown?” I asked expectantly.
She looked blasé.
“No. I’m just asking what is going on there?” As in “What’s up in Lahore?”
“Oh,” I said. “Nothing much,” I responded, taking on her indifference and expressing my capitulation. “It’s more of the same. Who knows what will happen?”
She smiled at me and left to go back to the kitchen.
The village! The simplicity of life is apparent always. In the scenery and the quietness, the apparel and the taste of the food cooked without any overwhelming flavours or colour of individual ingredients, yet incomparably delicious. But the glaring cut-off from the world is from lack of technology interceding in life, as relates specifically to the internet. And this applies of course to those of my age, 50 and above. Maybe even just the women since I don’t interact with any men at all while there.
My three days spent there left me happy and smiling as I gathered my stuff to return to a city that I also deeply love. I felt grateful that in these times of extreme gravity and not having a clue as to who will live another day, life can still have a lightness to it. Recently I saw a beautiful painting the famed British artist, David Hockney, made to life the spirits of the world in this time of gloom. “Do remember, they can’t cancel spring,” is what he said. In that vein, my motivation to make music set to words written by poets extraordinaire and spiritual masters had accelerated. I also wanted to alleviate the sadness of the world. Because I already knew the effect of sound on the soul. It was a major part of my new writing:
"In Risala Qusheria I had read page after page of what was said about the effect of sound on the heart. Imam Ali (ratu) and others like him attest to the fact that every single thing in the Universe is in a state of zikr, remembrance, of Allah As-Sami’, The Hearer of All. And most surprising of all, it wasn’t just elements of nature, the birds, the bees, water and wind. It was instruments when played without a voice, it was the wheel of the potter, it was the rope that pulled water from a well. Hazrat Abu Suleman Durani (ra) said, ''A beautiful voice does not insert anything into a heart. It only resonates with and makes alive that which lies in it already.'"
Who knows what lies inside hearts except those who occupy them but one line rings true for all of us and it comes most beautifully worded in Punjabi by my Pir Mehr Ali Shah Sahib (ra.) For the ask from God of those who know Him, as opposed to those who merely worship Him, focuses on what can be bestowed, as opposed to what can be withdrawn.
Sha Allah wat aawin uwa ghariaan
May those moments come back again.
www.youtube.com/watch?v=W0x2U1fWwS8&feature=youtu.be
kalam by Ustad Imran Jafri on insta @the.softest.heart
1. No. 32, 2. A veces, sin querer, te encuentras con algo interesante..., 3. Felicitats Júlia, 4. 97, 5. Little Pipol - Semana 52, 6. 7, 7. Numbers, 8. Número, 9. The heart will break, but broken live on., 10. Cones & Seventeen
These were the numbers on the old ship made into a gift shop. Also pretty colors. This picture was taken in Crescent City, CA.
Summernats Festival delivers Canberra cars, music, girls, tourism dollars and more
The 25th Summernats festival reved up things for Canberra again today as it continued on with parade of show cars.
It wasn't just about cars as event co-owner Andy Lopez told the press. It was more about entertainment and a more family atmosphere, but make no mistake - it was mainly about the cars...and a good dose of loud music - as if the roar of the engines wasn't enough to burst your eardrums (earplugs are provided upon entrance to the festival - satisfying OH&S regulations).
Event numbers are understood to be up this year, approaching 90,000, up at least 10,000 from the last Summernats Festival.
Mr Lopez said "People are going to get see something really terrific...two hundred cars in convoy, beautifully managed, well presented, a complete range of all the types of vehicles that Summernats has to offer and I think pretty much the community is excited about it."
Canberra has had a bit of a love - hate relationship with Summernats over the years, but this year there was plenty of love to go around. There were loads of car lovers, even love-mobile muscle cars, and of course the Ms Summernats competition - and not to be outdone, Fever Australia girls gave the Ms Summernats young ladies a run for the money with photographers and news crews.
No, there were not any riots and a good number of police and event organisers were quick to defuse any potential incidents before they started.
New co-owner Andy Lopez, who purchased Summernats said it's another sign the event has turned a corner.
"This isn't a choir convention, but at the same time we're not like a gathering of satanists either," he said.
"Ninety-nine-point-nine per cent of people that go to Summernats are there because they love what the event is about and if there is anyone else who is looking to cause trouble then we're going to deal with it."
Mr Lopez, originally had little interest in cars, said 2012 is shaping be the most successful Summernats yet.
"We want this to be the premier street machine, modifier event in the world," he said.
"We'll have 1200 people watching our burnout competition and that's something you can't do anywhere else in the world.
"If you win the summernats burnout competition, you are the undisputed champion.
"That's what we want the Summernats to be about."
Summernats attracts many of the nations most talented motor and mechanical craftsmen, artists and all matter of other folks who are in the business of hotted up cars. They also attract news media from from across the country - and this year its been mainly positive, with the festival being pro active to remove the more troublesome aspects of years gone by. The festival also adds a much needed boost to the ACT economy, with nightclubs, hotels and restaurants all reporting business definitely being up since the car-show hit down.
Some of our favourite aspects of Summernats 2012 included:
The burnouts - big congratulations to Peter and Debbie Gray (burnout masters and celebrated husband and wife team).
Miss Summernats contestants - Canberra local Sabrina Damiano, 25, who took out the Miss Summernats honours this year from a field of 14 contestants.
Show N Shine - car enthusiasts shinned up their toys and showed them off to thousands of adoring fans
Radio Revhead - great show put on by John McCoy-Lancaster and special guest in from Utah 1060AM U.S - J.C Hackett
The music - rockin with the massively talented Heaven The Axe (fronted by Phoebe, who is a bit of a Joan Jet - Angus Young (AC/DC) hybrid in our estimation. Phoebe and her crew absolutely rock and they reved up a storm at the Jim Beam Bar
Unexpected attendance by SBS entertainers / actors Rob Shehadie and Tahir (from Fat Pizza fame)
Body ink comp and display
Sidcrome tools display
The super cool personalised number plates which accompanied all show-cars
Top 60 finalist (car) show
A big thank you to Tom and the media crew for being so helpful, and to the other great people who worked so hard to make this years event such a massive success.
It's not too late to enjoy Summernats - it runs through to the 8th, and you don't have to be a rev head to enjoy it. Get your set of wheels and join in the action, and please drive safely.
Websites
Summernats
Street Machine
motoring.ninemsn.com.au/streetmachine
Heaven The Axe
Sidrome
Rob Shehadie official website
Tahir official website
DBC2
Music News Australia
Eva Rinaldi Photography
Eva Rinaldi Photography Flickr
www.flickr.com/evarinaldiphotography
Media Man News
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Our final stop in Croatia was Rovinj. Our scheduled excursion to Valalta was cancelled (I think management freaked out when they got the numbers from Star Clippers), so we spent the afternoon exploring Rovinj instead.
#NumbersFire, 10 miles SE of Gardnerville, burned 18,300 acres as of today & is 40% contained. The Nevada Division of Forestry captured nighttime firefighting activity while crews continue monitoring & securing the fire's edge. Photo by Nevada Division of Forestry
Follow InciWeb updates → inciweb.nwcg.gov/incident/6833/
The numbers on the stamp are reversed, so they show as corrected in the reversed image of the viewfinder.
I just wanted to make a quick post to alert those who have opted to upgrade to a tracking number;
In recent weeks, a lot of the tracking that was purchased has only updated AFTER items have been delivered. I just wanted to warn those who have purchased the shipping upgrade option or are considering to use it, in advance that they are temperamental Hopefully its just a temporarily thing as they've been okay in the past.
If you'd like to cancel your tracking do let me know. I just don't want to use something or have customers pay for something that doesn't seem to be working correctly at the moment.
#NumbersFire, 10 miles SE of Gardnerville, burned 18,300 acres as of today & is 40% contained. The Nevada Division of Forestry captured nighttime firefighting activity while crews continue monitoring & securing the fire's edge. Photo by Nevada Division of Forestry
Follow InciWeb updates → inciweb.nwcg.gov/incident/6833/
Another shot from the photowalk this weekend. This one is looking through the edge of a thick pane of glass at the New England Holocaust Memorial in Boston. There are six million numbers etched on panes of glass like this one, comprising six tall, glowing towers. It's a beautiful memorial to a terrible time.
Engine 344 #firefighters continue to provide suppression assistance on #NumbersFire.
Photo by Andrew Auld, USFS
REGISTRATION NUMBERS[S]:-ELB432J
FLEET NUMBER:-N/A
OPERATOR:-PRESERVED
LIVERY:-MILES FOX HAULAGE BLACK / GREEN
CHASSIS:-DODGE K500
BODY:-4X2 TIPPER
DEPOT:-N/A
ROUTE:-N/A
Numbers graphic available for download at dryicons.com/free-graphics/preview/numbers/ in EPS (vector) format.
View similar vector graphics at DryIcons Graphics.