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I recently learned that there are a couple of actual Marines out there who like the Space Marines idea. One of them asked me to do this... he's proposing to his girlfriend, who actually outranks him! Best of luck, Corporal Wengert! I hope she says yes (and thanks for letting me share this.)
Remember to support the Space Marines on Lego Cuusoo to see them as real Lego sets!
While touring the landscape of Chanticleer Gardens in Wayne, Pa. I noticed a couple having a lovely picnic under some shade trees. They had everything right down the the blanket and woven basket. When things took a turn for the romantic, I gave them their privacy. Hope she said 'yes'.
Tặng Tam Sến K và phu nhân^^
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Kiểu cuối cùng của em Minolta "xấu"-biết thế ko đổi em Mil "đẹp":((=))
taken in december - there are still remnants of the purplish sand that washed up during hurricane irene last fall.
I have finally decided to post these photos. I made them for a proposal for--well obviously for this set. Unfortunately, I was not aware that Star Trek is a restricted IP and that Lego would not allow the proposal to go public because of course, what would be the point?
There's no point in keeping the photos and description to myself though, especially with the work that went into them. Description below:
'Space: the final frontier. These are the voyages of the Lego starship Enterprise. Its continuing mission: to explore strange new worlds, to seek out new life and new civilizations, to boldly go where no minifigure has gone before.'
Thrown through a spatial anomaly to a universe of modular building bricks, the crew of Starfleet's famous flagship find themselves sitting on your desk! With around 1800 parts, this UCS scaled Enterprise-D from Star Trek: The Next Generation is lovingly detailed and mounts on an elegant display stand complete with dedication plaque. But the Enterprise-D is hardly the first ship to bear her name. Display the original Constitution class Enterprise from the 1960s TV classic alongside and at the same scale.
And of course, it isn't a Galaxy class starship without a separating saucer. With the secondary display stand--mounted with a Starfleet badge and the nanofigures of the main bridge crews of both the original series and The Next Generation--you can show off both the saucer and the stardrive sections at once! The nanofigures aren't just for display; act out some of your favorite scenes or make up your own story when you remove the saucer plates to access the main bridge.
Features:
-Prepare for saucer separation: When facing a highly dangerous threat, Captain Picard decides to split the saucer off into its own ship. With the secondary stand, you can mount the saucer and display it right alongside the stardrive section. Just swap the saucer for the battle bridge attachment and you suddenly have two ships!
-Control the action yourself: Remove the panel on the saucer section and access the main bridge. With the detailed nanofigures, the bridge crew is ready for anything. Place Data at Ops, Worf at Tactical, and Picard in his Captain's chair and 'Engage' at warp 6!
-Time for a temporal anomaly: Display the Constitution class Enterprise from the original series alongside its successor. Built to the same scale and detailed with a deflector array, impulse engines, and shuttle bay doors; you can command this highly swooshable starship on its five year mission of exploration and adventure.
-Assemble the senior staff: The nanofigures inlcude The Next Generation's Captain Picard, Commander Riker, Lt. Commander La Forge, Lt. Commander Data, Lieutenant Worf, Dr. Crusher, Counselor Troi, and the original series' Captain Kirk, Mr. Spock, Dr. "Bones" McCoy, Chief Engineer Scotty, Lieutenant Uhura, Lieutenant Sulu, and Ensign Chekov.
Built for play or display, these two starships are sure to be popular with all ages. Whether you are a young fan of great Lego sets, or a nostalgic collector of Star Trek memorabilia, please support this project and help us to bring the knowledge of the galaxy to everyone.
'Make it so!'
This is similar to another design proposal I uploaded earlier, but this one features swiveling front fenders and "center steering". Rear engine mounting was always part of the plan, right from the start.
+++ DISCLAIMER +++
Nothing you see here is real, even though the model, the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
In the aftermath of the Second World War, Sweden required a strong air defense, utilizing the newly developed jet propulsion technology. This led to a pair of proposals being issued by the Saab design team, led by Lars Brising. The first of these, codenamed R101, was a cigar-shaped aircraft, which bore a resemblance to the American Lockheed P-80 Shooting Star. The second design, which would later be picked as the winner, was a barrel-shaped design, codenamed R 1001, which proved to be both faster and more agile upon closer study.
The original R 1001 concept had been designed around a mostly straight wing, but after Swedish engineers had obtained German research data on swept-wing designs, the prototype was altered to incorporate a 25° sweep. In order to make the wing as thin as possible, Saab elected to locate the retractable undercarriage in the aircraft's fuselage rather than into the wings.
Extensive wind tunnel testing performed at the Swedish Royal University of Technology and by the National Aeronautical Research Institute had also influenced aspects of the aircraft's aerodynamics, such as stability and trim across the aircraft's speed range. In order to test the design of the swept wing further and avoid any surprises, it was decided to modify a single Saab Safir. It received the designation Saab 201 and a full-scale R 1001 wing for a series of flight tests. The first 'final' sketches of the aircraft, incorporating the new information, was drawn in January 1946.
The originally envisioned powerplant for the new fighter type was the de Havilland Goblin turbojet engine. However, in December 1945, information on the newer and more powerful de Havilland Ghost engine became available. The new engine was deemed to be ideal for Saab's in-development aircraft, as not only did the Ghost engine had provisions for the use of a central circular air intake, the overall diameter of the engine was favorable for the planned fuselage dimensions, too. Thus, following negotiations between de Havilland and Saab, the Ghost engine was selected to power the type instead and built in license as the RM 2.
By February 1946 the main outline of the proposed aircraft had been clearly defined. In Autumn 1946, following the resolution of all major questions of principal and the completion of the project specification, the Swedish Air Force formally ordered the completion of the design and that three prototype aircraft be produced, giving the proposed type the designation J 29.
On 1 September 1948, the first of the Saab 29 prototypes conducted its maiden flight, which lasted for half an hour. Because of the shape of its fuselage, the Saab J 29 quickly received the nickname "Flygande Tunnan" ("The Flying Barrel"), or "Tunnan" ("The Barrel") for short. While the demeaning nickname was not appreciated by Saab, its short form was eventually officially adopted.
A total of four prototypes were built for the aircraft's test program. The first two lacked armament, carrying heavy test equipment instead, while the third prototype was armed with four 20mm automatic guns. Various different aerodynamic arrangements were tested, such as air brakes being installed either upon the fuselage or on the wings aft of the rear spar, along with both combined and conventional aileron/flap arrangements.
The flight test program revealed that the J 29 prototypes were capable of reaching and exceeding the maximum permissible Mach number for which they had been designed, and the flight performance figures gathered were found to be typically in excess of the predicted values.
In 1948 production of the type commenced and in May 1951 the first deliveries of operational production aircraft were received by F 13 Norrköping. The J 29 proved to be very successful and several variants and updates of the Tunnan were produced, including a dedicated reconnaissance variant and an all-weather fighter with an on-board radar.
A trainer variant was deemed to be useful, too, since the transition of young pilots from relatively slow, piston-engine basic trainers to jet-powered aircraft was considered to be a major step in the education program. At that time, the only jet-powered two-seater in Swedish inventory was the DH 115 Vampire. 57 of these, designated J 28C by the Swedish Air Force, had been procured from Great Britain in the late Forties, but an indigenous alternative (and a more capable successor) was politically favored.
In 1952 initial wind tunnel tests with scaled-down models were conducted, since it was not clear which layout would be the best from an aerodynamic, structural and educational point of view. After a thorough inspection of wooden 1:1 mock-ups of alternative tandem and a side-by-side cockpit layouts, as well as much political debate between Saab, the Swedish Air Force and the Swedish government concerning the costs and budget for a dedicated Saab 29 trainer fleet’s development and production, a compromise was settled upon in early 1953: No new trainer airframes would be produced. Instead, only existing airframes would be converted into two seaters, in an attempt to keep as much of the existing structure and internal fuel capacity as possible.
The side-by-side arrangement was adopted, not only because it was considered to be the more effective layout for a trainer aircraft. It also had the benefit that its integration would only mean a limited redesign of the aircraft’s cockpit section above the air intake duct and the front landing gear well, allowing to retain the single-seater’s pressurized cabin’s length and internal structure. A tandem cockpit would have been aerodynamically more efficient, but it would have either considerably reduced the J 29’s internal fuel capacity, or the whole aircraft had had to be lengthened with a fuselage plug, with uncertain outcome concerning airframe and flight stability. It would also have been the more costly option,
However, it would take until 1955 that the first trainer conversions were conducted by Saab, in the wake of the major wing and engine updates for the J 29 A/B fleet that lasted until 1956. The trainer, designated Sk 29 B, was exclusively based on the J 29 B variant and benefited from this version’s extra fuel tanks in the wings and fully wired underwing weapon hardpoints, which included two wet pylons for drop tanks and made the Sk 29 B suitable for weapon training with the J 29’s full ordnance range.
The trainer conversions only covered the new cockpit section, though. The Sk 29 B did not receive the new dogtooth wing which was only introduced to the converted J 29 D, E and F fighters. The upper pair of 20mm cannon in the lower front fuselage was deleted, too, in order to compensate for the two-seater’s additional cockpit equipment weight and drag. Performance suffered only marginally under the enlarged canopy, though, and the Sk 29 B turned out to be a very sound and useful design for the advanced jet trainer role.
However, budgetary restraints and the quick development of aircraft technology in the Fifties limited the number of fighter conversions to only 22 airframes. The aging Vampire two-seaters still turned out to be adequate for the advanced trainer role, and the Sk 29 B did not offer a significant advantage over the older, British aircraft. Another factor that spoke against more Sk 29 Bs was the simple fact that more trainer conversions would have reduced the number of airframes eligible for the running fighter aircraft updates.
All Sk 29 Bs were concentrated at the F 5 Ljungbyhed Kungliga Krigsflygskolan training wing in southern Sweden, where two flights were equipped with it. Unofficially dubbed “Skola Tunnan” (literally “School Barrel”), the Sk 29B performed a solid career, even though the machines were gradually retired from 1966 onwards. A dozen Sk 29 B remained active until 1972 in various supportive roles, including target tugging, air sampling and liaison duties, while the final Vampire trainer was already retired in 1968. But by the early Seventies, the trainer role had been taken over by the brand new Saab 105/Sk 60 trainer, the long-awaited domestic development, and Sk 35 Draken trainers.
General characteristics:
Crew: 2
Length: 10.23 m (33 ft 7 in)
Wingspan: 11.0 m (36 ft 1 in)
Height: 3.75 m (12 ft 4 in)
Wing area: 24.15 m² (260.0 ft²)
Empty weight: 5,120 kg (11,277 lb)
Max. takeoff weight: 8,375 kg (18,465 lb)
Powerplant:
1× Svenska Flygmotor RM2 turbojet, rated at 5,000 lbf (22.2 kN)
Performance:
Maximum speed: 1,010 km/h (627 mph)
Range: 1,060 km (658 mi)
Service ceiling: 15,500 m (50,850 ft)
Rate of climb: 30.5 m/s (6,000 ft/min)
Armament:
2x 20mm Hispano Mark V autocannon in the lower front fuselage
Underwing hardpoints for various unguided missiles and iron bombs, or a pair drop tanks
The kit and its assembly:
Another Saab 29 conversion of a variant that was thought about but never materialized, much like the radar-equipped all-weather fighter. The impulse to tackle this stunt was a leftover D. H. Vampire trainer fuselage pod in my stash (from the ‘Mystery Jet’ conversion a couple of months ago, from an Airfix kit). The canopy’s shape and dimensions appeared like a sound match for the tubby J 29, and so I decided to try this stunt.
The basis is the Heller J 29 kit, which is, despite raised surface details, IMHO the better kit than the rather simple Matchbox offering. However, what makes things more hazardous, though, is the kit’s option to build the S 29 C reconnaissance variant – the lower front fuselage is a separate part, and any surgery around the cockpit weakens the kit’s overall stability considerably. Unlike the J 29D all-weather fighter built recently, I had no visual reference material. The only valid information I was able to dig up was that a side-by-side cockpit had been the preferred layout for this paper project.
Implanting a new cockpit is always hazardous, and I have never tried to integrate a side-by-side arrangement into a single seater. The Vampire cockpit was finished first, and also mounted into the Vampire’s original cockpit pod halves, because I was able to use its side walls and also had the original canopy parts left over – and using the Vampire’s cockpit opening would ensure a good fit and limit PSR work around the clear parts. Once the Vampire cockpit tub was complete, the “implant” was trimmed down as far as possible.
Next step was to prepare the Tunnan to accept the donor cockpit. In order to avoid structural trouble I finished the two fuselage halves first, mounted the air intake with the duct to the front end, but left the fighter version’s gun tray away (while preparing it with a load of lead). The idea was to put the Vampire cockpit into position from below into the Tunnan’s fuselage, until all outer surfaces would more or less match in order to minimize PSR work.
With the Vampire cockpit as benchmark, I carefully tried to draw its outlines onto the upper front fuselage. The following cutting and trimming sessions too several turns. To my surprise, the side-by-side cockpit’s width was the least problem – it fits very well inside of the J 29 fuselage’s confines, even though the front end turned out to be troublesome. Space in length became an issue, too, because the Airfix Vampire cockpit is pretty complete: it comes with all pedals, a front and a rear bulkhead, and its bulged canopy extends pretty far backwards into an aerodynamic fairing. As a result, it’s unfortunately very long… Furthermore, air intake duct reaches deep into the Tunnan’s nose, too, so that width was not the (expected) problem, but rather length!
Eventually, the cockpit lost the front bulkhead and had to trimmed and slimmed down further, because, despite its bulky fuselage, the Tunnan’s nose is rather narrow. As a consequence the Vampire cockpit had to be moved back by about 3mm, relative to the single-seater’s canopy, and the area in front of the cockpit/above the air intake duct had to be completely re-sculpted, which took several PSR stages. Since the Vampire’s canopy shape is very different and its windscreen less steep (and actually a flat glass panel), I think this change is not too obvious, tough, and looks like a natural part of the fictional real-life conversion. However, a fiddly operation, and it took some serious effort to blend the new parts into the Tunnan fuselage, especially the windscreen.
Once the cockpit was in place, the lower front fuselage with the guns (the upper pair had disappeared in the meantime) was mounted, and the wings followed suit. In this case, I modified the flaps into a lowered position, and, as a subtle detail, the Tunnan kit lost its retrofitted dogtooth wings, so that they resemble the initial, simple wing of the J 29 A and B variants. Thanks to the massive construction of the kit’s wings (they consist of two halves, but these are very thin and almost massive), this was a relatively easy task.
The rest of the Tunnan was built mostly OOB; it is a typical Heller kit of the Seventies: simple, with raised surface detail, relatively good fit (despite the need to use putty) and anything you could ask for a J 29 in 1:72 scale. I just replaced the drop tanks with shorter, thicker alternatives – early J 29 frequently carried Vampire drop tanks without fins, and the more stout replacements appeared very suitable for a trainer.
The pitots on the wing tips had to be scratched, since they got lost with the wing modifications - but OOB they are relatively thick and short, anyway. Further additions include a tail bumper and extra dorsal and ventral antennae, plus a fairing for a rotating warning light, inspired by a similar installation on the late J 29 target tugs.
Painting and markings:
As usual, I wanted a relatively plausible livery and kept things simple. Early J 29 fighters were almost exclusively left in bare metal finish, and the Swedish Vampire trainers were either operated in NMF with orange markings (very similar to the RAF trainers), or they carried the Swedish standard dark green/blue grey livery.
I stuck to the Tunnan’s standard NMF livery, but added dark green on wing tips and fin, which were widely added in order to make formation flight and general identification easier. However, some dayglow markings were added on the fuselage and wings, too, so that – together with the tactical markings – a colorful and distinct look was created, yet in line with typical Swedish Air Force markings in the late Fifties/early Sixties.
The NMF livery was created with an overall coat of Revell 99 acrylic paint (Aluminum), on top of which various shades of Metallizer were dry-brushed, panel by panel. Around the exhaust, a darker base tone (Revell 91, Iron Metallic and Steel Metallizer) was used. Around the cockpit, in order to simulate the retrofitted parts, some panels received a lighter base with Humbrol 191.
The raised panel lines were emphasized through a light black in wash and careful rubbing with grinded graphite on a soft cotton cloth – with the benefit that the graphite adds a further, metallic shine to the surface and destroys the uniform, clean NMF look. On the front fuselage, where many details got lost through the PSR work, panel lines were painted with a thin, soft pencil.
The cockpit interior became dark green-grey (Revell 67 comes pretty close to the original color), the landing gear wells medium grey (Revell 57). The dark green markings on fin and wing tips were painted with Humbrol 163 (RAF Dark Green), which comes IMHO close to the Swedish “Mörkgrön”. The orange bands were painted, too, with a base of Humbrol 82 (Orange Lining) on top of which a thin coat of fluorescent orange (Humbrol 209) was later added. Even though the NMF Tunnan did not carry anti-dazzle paint in front of the windscreen, I added a black panel because of the relatively flat area there on the modified kit.
Decals come from different sources: roundels and stencils come from the Heller kit’s sheet, the squadron code number from a Flying Colors sheet with Swedish ciphers in various colors and sizes for the late Fifties time frame, while the tactical code on the fin was taken from a Saab 32 sheet.
Finally the kit was sealed with a “¾ matt”, acrylic varnish, mixed from glossy and matt varnishes.
An effective and subtle conversion, and a bigger stunt than one might think at first sight. The Tunnan two-seater does, hoewever, not look as disturbing as, for instance, the BAC Lightning or Hawker Hunter trainer variants? The rhinoplasty was massive and took some serious PSR, though, and the livery was also more demanding than it might seem. But: this is what IMHO a real Saab 29 trainer could have looked like, if it had left the drawing boards in the early Fifties. And it even looks good! :D
I had a fun proposal last year over at the Amway Grand. I brought a couple of AD200's with me. I slapped a magenta gel and grid on the rim light and a MagSphere on the key light. I had a couple of family members hold the lights.
I finished my shift at work and bolted for the county fair grounds, with luck today I would find myself viewing the isthmus from above. Sadly upon arriving at the grounds, I found an empty stand for the helicopter tours; while there was a trailer advertising unfortunately no copter in site. As I briskly walked back to my car, I crossed paths with a couple whom asked me if I'd gone on a helicopter ride. To their dismay I gave them the bad news; but introduced myself none the less as "Chris Collins documentary photographer of all things Madison." The man seemed slightly disappointed that the copter wasn't present to give a ride above the city, and his girlfriend the same.
I pulled out my phone in an attempt to contact the company that was offering the rides, to no avail; as I gave the number to the man and he too tried without success on his phone. We both slowly made the walk back to our cars in the warm July evening, when suddenly a whirring noise came from above. As we looked up, our frowns turned to smiles and we had the helicopter in our sites. I was determined to go first, but decided it only seemed fair to let them go as I could wait for the front seat. As two young blonde gals jumped out of the helicopter as it landed on a grassy knoll near the fairgrounds I heard one yell "two or three?!" I responded back apparently with a voice too quiet for any too hear, and the next thing I knew the three of us were boarding the chopper.
I got the front seat, and the unknowing couple got the back two seats; I appreciated it as the glass was much less obstructed from the back (perfect for aerial photos). We took off and I began snapping write away, while the pilot chatted with air traffic controllers and the happy couple. Then I heard over the headset that we had been granted permission to do a flyby of the capital building. I was rushed, cramped, and out of room for changing my lens so I ran with it. The pilot asked if I was the guy who called earlier, and apologized for not taking my call; he expressed it's hard to answer a phone when your flying. I smiled and as I started to chat back to him, he hushed me and told me that he was cutting our communication as a "proposal was in progress."
Turning around, camera not nearly as ready as I would have liked it to be; the couples smiles had turned to a few tears of joy. I was still a bit confused, but turned around and continued to take in the isthmus snapping as many photos as I could as we began our descent. A mere ten minutes after we went up, we were coming back down. Once we landed and everyone said thanks to the pilot, I excited the chopper last to find the boy and girl hugging excessively. The girl had a box in her hand which had just a bit of sparkle in it, this is when I realized that the man had proposed her hand in marriage IN THE HELICOPTER!
As they pulled out a cell phone to take a selfie, it was my turn to propose a better idea; "Would you like a better picture?" Flashing my camera towards them, I explained it would be cool to include them in the 608 strangers aspect of my photography. After jotting a quick email address down, exchanging my business card, and then official introductions. I am happy to introduce May and Will! We clicked a few pictures, as they seemed to be rushing off; I managed to get the chopper taking off in the background with the big bling in the foreground. Icing on the cake, to tell the story "picture perfect" in so many ways!
This photo op was really a great change of pace from my strangers on the square, not that I don't appreciate them but it was just something so different. Plus being part of a couples engagement (that wasn't even part of the plan) was cool too! I suggest that if you like this write-up, you should check out the 100 strangers group. It's just full of awesome individuals and even more awesome encounters!
112/100
Today I had the pleasure of shooting a proposal on the beach! It was a lot of fun hiding out and shooting from far back with the 300mm f2.8. She said yes so I moved in closer and got this one.
Today marked the occasion that my girlfriend and I had been together for four years.
It seemed the perfect day to ask her to be my wife, and not to keep you all in suspense but she said YES!
I took her to her favorite spot in Snowdonia National Park, Cwm Idwal. Set up the camera on a tripod, checked the exposure, waited for a lul in the endless throng of people, seriously when did the CWM become the piccadilly central of the Park, and then got down on one knee and proposed. The rest as they say is history.
This photo isn't staged. It's the actual proposal.
I made Courtney take several shots with me until I got the timing right. About two seconds before the camera timer went off, she thought we were just taking another vacation photo on the beach at China Cove in Point Lobos.
If you check out the large resolution, you can see the surprise on her face. (I'm very happy with the way this photo turned out.)
Arkalalah Parade
Arkansas City, KS
This fine gent entered a mini-house on a trailer sporting a "Marry Me" sign over the back porch as a float in this year's Arkalalah Parade. Manning the porch, when his float reached the appropriate place along the route, the suitor stepped off from it and invited his gal out onto Main Street USA, and popped the question. He gets 5-stars for proposal creativity, providing a proposal which she will probably not soon forget.
She said "Yes!".
This engagement shoot was awesome, Aubrey and Matt were an amazingly fun couple to work with. This shot was taken at the Nelson Atkins Museum of Art in KCMO. I'm very fortunate they drove in all the way from Garden City, KS. I'll be headed their way in May when the wedding comes around.
The de Havilland DH.88 Comet was a twin-engined British aircraft designed for the 1934 MacRobertson Air Race. Three examples took part in the race and one of them won it. The type set many aviation records during the race and afterwards, as a pioneer mail plane. The modern features and clean lines of the DH.88, especially in the striking colours of Grosvenor House (shown here), the race winner, make it a true design classic.
Three orders were indeed received, and de Havilland set to work. The airframe consisted of a wooden skeleton clad with spruce plywood, with a final fabric covering on the wings. A long streamlined nose held the main fuel tanks, with the low-set and fully glazed central two-seat cockpit faired into an unbroken line to the tail. The wings were of a thin cantilever monoplane design for high-speed flight, and as such would require stressed-skin construction to achieve sufficient strength. While other designers were turning to metal to provide this extra strength, de Havilland took the unusual approach of increasing the strength of all-wood construction. De Havilland achieved the skin profile using many thin, shaped pieces set side by side, and then overlaid in the manner of plywood. This was made possible only by the recent discovery of high-strength synthetic bonding resins and its success took many in the industry by surprise.
The engines were uprated versions of the standard Gipsy Six, being tuned for best performance with a higher compression ratio. The DH.88 could maintain altitude up to 4,000 ft (1,200 m) on one engine. The propellers were two-position variable pitch, manually set to fine before takeoff using a bicycle pump and changed automatically to coarse by a pressure sensor. The main undercarriage retracted upwards and backwards into the engine nacelles, while the tailskid did not retract. Later examples and rebuilds would feature a castoring tail wheel.
The DH.88 might have been the only wooden British high-performance monoplane, but for a shortage of metal for aircraft construction during the Second World War. Experience with the DH.88 would later be put to use in designing the DH.98 Mosquito, also a twin-engined monoplane of wooden construction. The Mosquito was not simply the 1935 proposal revisited but was a much bigger and more powerful aircraft powered by two Rolls-Royce Merlin engines delivering over twice the power of the Gipsy Sixes.
Grosvenor House:-
The scarlet G-ACSS was the property of Mr A.O.Edwards and was named Grosvenor House after the hotel which he managed. The crew were C. W. A. Scott and Tom Campbell Black. When the Mollisons ran into problems at Karachi, Scott and Campbell Black took over the lead and were first into Allahabad. Despite a severe storm over the Bay of Bengal they reached Singapore safely, eight hours ahead of the DC-2.
They took off for Darwin, but over the Timor Sea lost power in the port engine when the oil pressure dropped to zero. Repairs at Darwin got them going again, although continuing oil warnings caused them to fly the last two legs with one engine throttled back. Their lead was unassailable despite this, and after the final mandatory stop and more engine work at Charleville they flew on to cross the finish line at Flemington Racecourse (in Melbourne) at 3.33 p.m. (local time) on 23 October. Their official time was 71 hours 18 seconds.
Also named 'Comet' was the Ford Motor Company's 'Intermediate' model under the Mercury marque. Though considered an intermediate, the Comet was in many ways, just a long wheelbase compact, based on the Falcon. The 1964 model update was enlarged from the first generation 1960-63 model, and replaced the unsuccessful Mercury Meteor (based on the Ford Fairlane) in the intermediate segment.
The performance model sub-series was known as 'Cylone', and was equipped with the V8 engine. A small number of 50 light-weight Cyclones fitted with the 427 race motor were built, and fielded in the A/FX category in Stock Car Racing.
The Comet model would remain on as Mercury's intermediate until the end of 1969. The name was reused for the Mercury twin of the compact Ford Maverick in 1971 through to 1977.
The de Havilland DH88 Comet (1934) and Mercury Comet Cyclone Hardtop Coupe (1964) featured here are modelled in Lego miniland-scale for Flickr LUGNuts 79th Build Challenge, - "LUGNuts goes Wingnuts", - featuring automotive vehicles named after, inspired by, or related to aircraft.
Download Proposal Pelatihan
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Best viewed on black !
Another one from Brick Lane
Indecent Proposal is a 1993 drama film based on the novel of the same name by Jack Engelhard. It was directed by Adrian Lyne and stars Robert Redford, Demi Moore, and Woody Harrelson
High school sweethearts David (Woody Harrelson) and Diana Murphy (Demi Moore
) are a married couple who travel to Las Vegas, hoping they can win enough money to finance David's fantasy real estate project. They place their money on red in roulette and lose. After gambling away all of their savings, they encounter billionaire John Gage (Robert Redford). Gage is attracted to Diana and offers David one million dollars to spend a night with her. After a difficult night, David and Diana decide to accept the offer, and a contract is signed the next day. Gage flies Diana to a private yacht where he offers her a chance to void the deal and return to her husband if he loses a toss of his lucky coin. Gage calls it correctly and she spends the night with him.
Although he had hoped to forget the whole incident, David grows increasingly insecure about his relationship with Diana, consumed with a fear that she remains involved with Gage; this insecurity is heightened by the fact Diana discovers that Gage has bought their home/property while it was going into foreclosure. Because of this tension on their relationship, David and Diana separate. Gage actively persists and renews his advances on Diana. Although she initially resists, Diana eventually consents to spending time with him and a relationship develops. David, meanwhile, realizes he cannot go on without the love of his life. When Diana files for divorce, David makes one final attempt to win her back by signing the divorce papers and giving the million dollars away. David bares his soul as to why he allowed the night to happen. It is clearly a turning point for both of them.
Gage sees how Diana looks at David and recognizes that, even if she stayed with him, their relationship would never achieve the intensity she had with David. Later in the car with Gage, it is clear Diana has made up her mind to return to David when she says to Gage that they need to talk. Gage, realizing that she longs to return to David, makes up a story that she was only the latest in a long line of "million dollar girls". Diana realizes that Gage is doing this to make it easy for her to leave, thanks Gage and returns to David. Before she leaves, he gives her his lucky coin, which is revealed to be double sided. She returns to the pier where David proposed, only to find him there waiting. They confess their love for one another and join hands.
More of my candids and street shots : www.flickr.com/photos/23502939@N02/sets/72157622769131641/
More London shots here: www.flickr.com/photos/23502939@N02/sets/72157629381724431/
I happened upon this beautiful proposal at the Griffith Observatory while taking some photos. It was very romantic with the sunset and Hollywood sign in the background. I wish I knew them so I could send this photo.
Claire Crutcher 8 am
PROPOSAL for NECTAR
Nectar is a wine and cheese pairing box. The box includes a bottle of wine, pre-sliced cheese, and crackers. The box will have illustrations of Greek gods and goddesses enjoying wine and cheese. I want to use rich earthy blues and greens along with the wine color I used in the logo.