View allAll Photos Tagged Realization
52 Weeks of 2015
Week No: 5
Theme: From this spot (Season 1) (to be followed with three additional shots from this spot spaced over the year)
Category: ConceptualOur Daily
Challenge: In the Distance
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My images are posted here for your enjoyment only. All rights are reserved. Please contact me through flickr if you are interested in using one of my images for any reason.
Sometimes...it's best to keep your mouth shut. Sometimes...you have to realize it's not your problem. Sometimes...when you've rolled your eyes so much that you can no longer see forward...accept that it's time to go back home.
Name: Urban Entertainment Centre
City: Almere
Architect(s): William Alsop (UK)
Realization: 2004
The Urban Entertainment Centre in Almere comprises of 16,000sqm of new buildings containing shopping, pop concert hall, disco, hotel, bicycle park and associated leisure, cafe and restaurant facilities. These elements are grouped together beside a new sunken square and form an edge to the southern limit of the existing town centre.
The 'polder city' of Almere, close to Amsterdam, has grown up as a low-rise development along the lines of the English garden cities. Although the residential areas of Almere are attractive, the settlement lacks a real 'heart' and the lack of local amenities encourages people to commute to Amsterdam for entertainment. Almere has, however, something of a tradition of encouraging bold and innovative architecture and this has underpinned moves to transform the central area.
In line with the development masterplan for Almere, which envisages a process of 'intensification' for the city centre, Alsop designed a 16,000sqm waterfront entertainment centre. The Centre consists of a family of buildings grouped around a new square and elevated four metres on a unifying podium, which covers a parking area. Varied in form, the buildings use a variety of materials to create a rich new urban landscape.
At the heart of the development is the Pop Zaal, its reinforced concrete structure clad in pre-weathered zinc and steel mesh. The scale of the structure is not apparent at first sight and cloaks the various internal functions of auditorium, disco, bar and ancillary spaces in a continuous metal skin.
The Almere Hotel is a 120 room 4-star hotel clad in cedar boarding. The hotel has a raised 'sleeping block' approximately 4,000sqm, that is lifted eight metres above street level. Below the ground plain is the car park with a direct connection to the lobby.
The 400sqm two-level entrance building is organic in shape and clad with brass. It houses the lobby, meeting rooms, a restaurant, a bar, offices, and storage spaces. Two elevators, a staircase and a services shaft connect the entrance bubble with the main accommodation component.
The square itself is a lively place, with cafes and restaurants, attractive in all seasons.
text: www.alsoparchitects.com
“A Red Realization” 2019 from the #BurdensOfAWhiteDressProject.
When you wake up, you finally understand that you can never go back to the way things were.
And waking up to the truth of our reality can be the most frightening thing we’ve ever done.
I was 19 when I first told my little sister I wanted to leave the cult we had been raised in. She winced as though I had slapped her across her face. She had been out for a year already, and had weathered incredible amounts of abuse as she fought for her freedom and in the aftermath.
Saying those words out loud to another person was the scariest thing I had ever done. Although my siblings and I had been raised to “report” on each other, it wasn’t that I was afraid of her sharing my secret. It was that I was afraid of my own desire to leave.
It would take me three years from that point. I was sent to multiple re-indoctrination camps, one almost immediately after my confession (and not through any fault of my sisters). I lost my way multiple times. But it was never as scary as that first moment of realization.
And yet I am infinitely grateful for it as well.
What about you? Have you ever woken up to a reality or decision that you hadn’t wanted to face but knew it was the path you needed to take?
Big thank you to @ben_e_photography For naming the photo and for his assistance during the shoot!
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A MOC for the D2C contest 2011 on Eurobricks.
Tired of being harassed by Jack Raines and his gang, Pharaoh Amset-Ra decided to pack his treasure and leave on his funeral boat for his holiday temple down the Nile. That was without counting on the tenacity from the treasure hunters who went after him in their armed hovercraft!
Determined to end this once and for all, Amset-Ra unleashes his hordes of mummies and summons Sobek the Crocodile God as reinforcement in this final battle.
This MOC is the result of a collaboration between myself and Pixel Fox, a fellow EB member. For those of you who do not know him, Pixel Fox is a 3D artist who is doing amazing Lego computer graphics, among other realizations he has done an incredible Lego comic that is not only technically extremely well done but that also has a great scenario - two qualities that rarely go together, check it out here (http://www.flickr.com/photos/34351829@N03/sets/72157625842764474/).
Our initial plan for this contest was that I would build the MOC, Pixel Fox would give me his feedback, bring some of his own ideas and take care of creating a box art to submit in the contest. Unfortunately the contest rules were clarified a little later and we had to drop that part. We nevertheless continued our collaboration and I still consider this build as a joined entry as I would never have managed to achieve such a result on my own.
Although we knew this could no longer be considered as a part of the contest we did pursue our plan of creating a box art that would mimic the official Lego ones... The outcome is a stunning artwork that can be seen on Pixel Fox’s Flickr account, believe me when I say that this is something that is worth seeing as it is taking fan created artwork to an unprecedented level!
9th February 2013: Animals make for the best of friends at least they are loyal. Sorry for not having been around, still under shock. We deal with life's blows with the weight of time. It's funny how guilt and shame affect even the innocent.
Oh don't sulk, darling....it happens to the best of us, and I'm not really making fun of you. In fact, I find your occasional naiveté in these matters positively endearing. 😋
Anyway, though she was concerned about her shoulders and her bra, the story had a happy ending. Her shoulders simply weren't a problem at all, and the bra she had on worked just fine. I simply pulled her straps down and she wore it that way all evening with no trouble. As I told Daisy, she needn't have worried...her Mistress has been there herself many times, and knows just what to do. 😉
His job often brings him to the most despicable places. The very places where you expect to find the scum and villainy he is payed to capture: dirty, ugly and dark.
Today the landscape is different.
The day’s last rays of sun bathe his armor as he walks across the remains of the old mining facility.
He can see the sea, just few kilometers away from his current location.
The target is even closer, rummaging the abandoned facility for some valuable item.
This is going to be a quick, after all. He draws his blaster and unsheathes his vibrosword.
It can end only in two ways and he gets paid in both cases…
The amazing, badass Samurai Boba Fett is back in action in the first outdoor photo I ever took of him :)
The action figure is made by Bandai and its full “designation” is Tamashii Nations Movie Realization Ronin Boba Fett.
I hope you like this photo :)
May the Force be with You :)
Week 8 Image 1 Selfie project
So at first I had not intended to use this image. I decided it was important to post it because I feel very frustrated with my own choices...this was not a first choice, yet received better reviews...sometimes I feel like I should be paying more attention to those images that I likely would just overlook.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
Although the performance increases of jet-powered aircraft introduced towards the end of World War II over their piston-powered ancestors were breathtaking, there were those at the time who believed that much more was possible. As far back as 1943, the British Ministry of Aircraft Production had issued a specification designated "E.24/43" for a supersonic experimental jet aircraft that would be able to achieve 1,600 KPH (1,000 MPH).
Beginning in 1946, a design team at English Electric (EE) under W.E.W. "Teddy" Petter began design studies for a supersonic fighter, leading to award of a Ministry of Supply (MoS) contract in 1947 under specification "ER.103" for a design study on an experimental aircraft that could achieve Mach 1.2.
The MoS liked the EE concepts, and in early 1949 awarded the company a contract under specification "F.23/49" for two flying prototypes and one ground-test prototype of the "P.1".
The P.1 was defined as a supersonic research aircraft, though the design had provisions for armament and a radar gunsight. It incorporate advanced and unusual design features, such as twin turbojet engines mounted one above the other to reduce aircraft frontal area; and strongly swept wings, with the wingtip edges at a right angle to the fuselage, giving a wing configuration like that of a delta wing with the rear inner corners cut out. The aircraft featured an elliptical intake in the nose.
The P.1's performance was so outstanding that the decision was quickly made to proceed on an operational version that would be capable of Mach 2. In fact, the second P.1 prototype featured items such as a bulged belly tank and fit of twin Aden Mark 4 30 millimeter revolver-type cannon, bringing it closer to operational specification.
Orders were placed for three "P.1B" prototypes for a production interceptor and the original P.1 was retroactively designated "P.1A". The P.1B featured twin Rolls-Royce Avon afterburning engines and a larger tailfin. An airborne intercept (AI) radar was carried in the air intake shock cone, which was changed from elliptical to circular. The cockpit was raised for a better field of view and the P.1B was armed with two Aden cannon in the upper nose, plus a pack under the cockpit that could either support two De Havilland Blue Jay (later Firestreak) heat-seeking AAMs or 44 Microcell 5 centimeter (2 inch) unguided rockets.
The initial P.1B prototype performed its first flight on 4 April 1957 and the type entered RAF service as EE Lightning F.1. RAF Number 74 Squadron at Coltishall was the first full service unit, with the pilots acquiring familiarization with the type during late 1960 and the squadron declared operational in 1961.
However, while the Lightning was developed further into more and more advanced versions. Its concept was also the basis for another research aircraft that would also be developed into a high performance interceptor: the P.6/1, which later became the “Levin” fighter.
P.6 encompassed a total of four different layouts for a Mach 2+ research aircraft, tendering to ER.134T from 1952. P.6/1 was the most conservative design and it relied heavily on existing (and already proven) P.1 Lightning components, primarily the aerodynamic surfaces. The most obvious difference was a new fuselage of circular diameter, housing a single Rolls Royce RB.106 engine.
The RB.106 was a two-shaft design with two axial flow compressors each driven by its own single stage turbine and reheat. It was of similar size to the Rolls-Royce Avon, but it produced about twice the thrust at 21,750 lbf (96.7 kN) in the initial version. The two-shaft layout was relatively advanced for the era; the single-shaft de Havilland Gyron matched it in power terms, while the two-spool Bristol Olympus was much less powerful at the then-current state of development. Apart from being expected to power other British aircraft such as those competing for Operational Requirement F.155, it was also selected to be the powerplant for the Avro Canada CF-105 Arrow and led to the Orenda Iroquois engine, which even reach 30.000 lbf (130 kN).
The P.6/1 was eventually chosen by the MoS for further development because it was regarded as the least risky and costly alternative. Beyond its test bed role for the RB.106 the P.6/1 was also seen as a potential basis for a supersonic strategic air-to-ground missile (similar to the massive Soviet AS-3 ‘Kangaroo’ cruise missile) and the starting point for an operational interceptor that would be less complex than the Lightning, but with a comparable if not improved performance but a better range.
In 1955 English Electric received a go ahead for two P.6/1 research aircraft prototypes. Despite a superficial similarity to the Lightning, the P.6/1’s internal structure was very different. The air duct, for instance, was bifurcated and led around on both sides of the cockpit tub and the front wheel well instead of below it. Further down, the duct ran below the wing main spar and directly fed the RB.106.
The rear fuselage was area-ruled, the main landing gear retracted, just like the Lightning’s, outwards into the wings, while the front wheel retracted backwards into a well that was placed further aft than on the Lightning. The upper fuselage behind the main wings spar carried fuel tanks, more fuel was carried in wing tanks.
Both research machines were ready in 1958 and immediately started with aerodynamic and material tests for the MoS, reaching top speeds of Mach 2.5 and altitudes of 60.000 ft. and more.
In parallel, work on the fighter version, now called “Levin”, had started. The airframe was basically the same as the P.6/1’s. Biggest visible changes were a wider air intake with a bigger central shock cone (primarily for a radar dish), a shorter afterburner section and an enlarged fin with area increased by 15% that had become necessary in order to compensate instability through the new nose layout and the potential carriage of external ordnance, esp. under the fuselage. This bigger fin was taken over to the Lightning F.3 that also initially suffered from longitudal instability due to the new Red Top missiles.
The Levin carried armament and avionics similar to the Lightning, including the Ferranti-developed AI.23 monopulse radar. The aircraft was to be fully integrated into a new automatic intercept system developed by Ferranti, Elliot, and BAC. It would have turned the fighters into something like a "manned missile" and greatly simplified intercepts.
Anyway, the Levin’s weapon arrangement was slightly different from the Lightning: the Levin’s armament comprised theoretically a mix of up to four 30mm Aden cannons and/or up to four of the new Red Top AAMs, or alternatively the older Firestreak. The guns were mounted in the upper nose flanks (similar to the early Lightning arrangement, but set further back), right under the cockpit hatch, while a pair of AAMs was carried on wing tip launch rails. Two more AAMs could be carried on pylons under the lower front fuselage, similar to the Lightning’s standard configuration, even though there was no interchangeable module. Since this four-missile arrangement would not allow any cannon to be carried anymore and caused excessive drag, the typical payload was limited to two Aden cannons and the single pair of wing-tip missiles.
Despite its proven Lightning ancestry, the development of the Levin went through various troubles. While the RB.106 worked fine in the research P.6/1, it took until 1962 that a fully reliable variant for the interceptor could be cleared for service. Meanwhile the Lightning had already evolved into the F.3 variant and political discussions circled around the end of manned military aircraft. To make matters even worse, the RAF refused to buy the completely automatic intercept system, despite the fact that it had been fully engineered at a cost of 1.4 million pounds and trialed in one of the P.1Bs.
Eventually, the Levin F.1 finally entered service in 1964, together with the Lightning F.3. While the Lightning was rather seen as a point defense interceptor, due to the type’s limited range: If a Lightning F.3 missed its target on its first pass, it almost never had enough fuel to make a second attempt without topping off from a tanker, which would give an intruder plenty of time to get to its target and then depart… The Lightning’s flight endurance was less than 2 hours (in the F.2A, other variants even less), and it was hoped that the Levin had more potential through a longer range. Anyway, in service, the Levin’s range in clean configuration was only about 8% better than the Lightning’s. The Levin F.1’s flight endurance was about 2 ½ hours – an improvement, but not as substantial as expected.
In order to improve the range on both fighters, English Electric developed a new, stiffened wing for the carriage of a pair of jettisonable overwing ferry tanks with a capacity of 1,182 liters (312 US gallons / 260 Imperial gallons, so-called “Overburgers”). The new wing also featured a kinked leading edge, providing better low-speed handling. From mid 1965 onwards, all Levins were directly produced in this F.2 standard, and during regular overhauls the simpler F.1 machines were successively updated. The Lightning introduced the kinked wing with the F.3A variant and it was later introduced with the F.2A and F.6A variants.
Levin production comprised 21 original F.1 airframes, plus 34 F.2 fighters, and production was stopped in 1967. A trainer version was not produced, the Lightning trainers were deemed sufficient for conversion since the Levin and the Lightning shared similar handling characteristics.
The Levin served only with RAF 29 and 65 Squadron, the latter re-instated in 1970 as a dedicated fighter squadron. When in November 1984 the Tornado squadrons began to form, the Levin was gradually phased out and replaced until April 1987 by the Tornado F.3.
General characteristics:
Crew: 1
Length w/o pitot: 51 ft 5 in (15,70 m), 55 ft 8 in (16.99 m) overall
Wingspan incl. wingtip launch rails: 34 ft 9 in (10.54 m)
Height: 19 ft 7 in (5.97 m)
Wing area: 474.5 ft² (44.08 m²)
Empty weight: 8937 kg (lb)
Loaded weight: 13,570 kg (29,915)
Max. takeoff weight: 15,210 kg (33,530 lb)
Powerplant:
1× Rolls-Royce RB.106-10S afterburning turbojet,
rated at 20,000 lbf (89 kN) dry and 26,000 lbf (116 kN) with afterburning
Performance:
Maximum speed:
- 1,150 km/h (620 kn, 715 mph, Mach 0.94) at sea level
- 2,230 km/h (1.202 kn, 1,386 mph, Mach 2.1;), clean with 2× Red Top AAMs at high altitude
- Mach 2.4 absolute top speed in clean configuration at 50.000 ft.
Range: 1,650 km (890 nmi, 1,025 mi) on internal fuel
Combat radius: 500 km (312 mi); clean, with a pair of wing tip Red Top AAMs
Ferry range: 1,270 mi (1.100 NM/ 2.040 km) with overwing tanks
Service ceiling: 16,760 m (55,000 ft)
Rate of climb: 136.7 m/s (27,000 ft/min)
Wing loading: 76 lb/ft² (370 kg/m²)
Thrust/weight: 0.78
Takeoff roll: 950 m (3,120 ft)
Landing roll: 700 m (2,300 ft)
Armament:
2× 30 mm (1.18 in) ADEN cannons with 120 RPG in the upper front fuselage
2× wing tip hardpoints for mounting air-to-air missiles (2 Red Top of Firestreak AAMs)
2× overwing pylon stations for 260 gal ferry tanks
Optional, but rarely used: 2× hardpoints under the front fuselage for mounting air-to-air missiles
(2 Red Top of Firestreak AAMs)
The kit and its assembly:
Another contribution to the Cold War GB at whatifmodelers.com, and the realization of a project I had on the agenda for long. The EE P.6/1 was a real project for a Mach 2+ research aircraft, as described above, but it never went off the drawing board. Its engine, the RB.106, also never saw the light of day, even though its later career as the Canadian Orenda Iroquois for the stillborn CF-105.
Building this aircraft as a model appears simple, because it’s a classic Lightning (actually a F.1 with the un-kinked wing and the small fin), just with a single engine and a rather tubular fuselage. But creating this is not easy at all…
I did not want to replicate the original P.6/1, but rather a service aircraft based on the research aircraft. Therefore I used parts from a Lightning F.6 (a vintage NOVO/Frog kit). For the fuselage I settled for a Su-17, from a MasterCraft kit. The kit’s selling point was its small price tag and the fuselage construction: the VG mechanism is hidden under a separate spine piece, and I wanted to transplant the Lightning’s spine and cockpit frame, so I thought that this would make things easier.
Nope.
Putting the parts from the VERY different kits/aircraft together was a major surgery feat, with several multiple PSR sessions on the fuselage, the air intake section (opened and fitted with both an internal splitter and a bulkhead to the cockpit section), the wings, the stabilizers, the fin… This model deserves the title “kitbash” like no other, because no major sections had ever been intended to be glued together, and in the intended position!
The landing gear was more or less taken OOB, but the main struts had to be elongated by 2mm – somehow the model turned out to be a low-riding tail sitter! The cockpit interior was improvised, too, consisting of a Su-17 cockpit tub, a scratched dashboard and a Martin Baker ejection seat from an Italeri Bae Hawk trainer.
Since most of the fuselage surface consists of various materials (styrene and two kinds of putty), I did not dare to engrave panel lines – after all the PSR work almost any surface detail was gone. I rather went for a graphic solution (see below). Some antennae and air scoops were added, though.
The overwing tanks come OOB from the NOVO kit, as well as the Red Top missiles, which ended up on improvised wing tip launch rails, based on design sketches for Lightning derivatives with this layout.
Colors and markings:
There are several “classic” RAF options, but I settled for a low-viz Eighties livery taken from BAC Lightnings. There’s a surprising variety of styles, and my version is a mix of several real world aircraft.
I settled for Dark Sea Grey upper surfaces (Modelmaster Authentic) with a high waterline, a fuselage completely in Medium Sea Grey (Humbrol 165 – had to be applied twice because the first tin I used was obviously old and the paint ended up in a tone not unlike PRU Blue!) and Light aircraft Grey underwing surfaces (Humbrol 166). The leading edges under the wings are Dark Sea Grey, too.
The cockpit interior was painted in dark grey (Humbrol 32 with some dry-brushing), while the landing gear is Aluminum (Humbrol 56).
Once the basic painting was done I had to deal with the missing panel lines on the fuselage and those raised lines that were sanded away during the building process. I decided to simulate these with a soft pencil, after the whole kit was buffed with a soft cotton cloth and some grinded graphite. This way, the remaining raised panel lines were emphasized, and from these the rest was drawn up. A ruler and masking tape were used as guidance for straight lines, and this worked better than expected, with good results.
As a next step, the newly created panels were highlighted with dry-brushed lighter tones of the basic paints (FS 36492 and WWII Italian Blue Grey from Modelmaster, and Humbrol 126), more for a dramatic than a weathered effect. The gun ports and the exhaust section were painted with Modelmaster Metallizer (Titanium and Magnesium).
The decals come from several Xtradecal aftermarket sheets, including a dedicated Lightning stencils sheet, another Lightning sheet with various squadron markings and a sheet for RAF Tornado ADVs.
The code number “XS970” was earmarked to a TSR.2, AFAIK, but since it was never used on a service aircraft it would be a good option for the Levin.
The kit received a coat of matt acrylic varnish from the rattle can – jn this case the finish was intended to bear a slight shine.
This was a project with LOTS of effort, but you hardly recognize it – it’s a single engine Lightning, so what? But welding the Lightning and Su-17 parts together for something that comes close to the P.6/1 necessitated LOTS of body work and improvisation, carving it from wood would probably have been the next complicated option. Except for the surprisingly long tail I am very happy with the result, despite the model’s shaggy origins, and the low-viz livery suits the sleek aircraft IMHO very well.
G's breath caught in her throat as the realization dawned on her. She was in the presence of one of the Clockwork Sibyls, a duo revered not only for their groundbreaking contributions to the digital realm, but also for their rare status as celebrated female oracles in a domain predominantly ruled by men.
Lady Beatrice, with her keen intellect and ability to decipher the complex patterns of the cosmos, alongside Lady Abigail, whose engineering prowess brought to life inventions that were the very essence of the steampunk spirit, were figures of legend. The thought that one half of this illustrious pair was missing sent a ripple of concern through G's mind.
"To clarify," G responded, maintaining her professional demeanor while subtly acknowledging the significance of Lady Beatrice's identity, "Lady Abigail, your partner and fellow Clockwork Sibyl, is missing?"
"The last communication I had from her, she said 'BRB, bio break.' And then... silence. I believe she has vanished to a place known as 'RL', and I fear she's being held there against her will."
The term 'RL' lingered in the air, an acronym for the mysterious and unpredictable realm of Real Life. G leaned back in her chair, her mind's gears beginning to turn. This was no ordinary disappearance; this was a journey across dimensions, a voyage from the digital to the organic.
A missing avatar was one thing but vanishing into the vast unknown of Real Life was a complexity of a different caliber.
"So you suspect foul play?" G inquired.
Lady Beatrice, taking a seat with composed grace across from G, spoke with a hint of distress in her voice.
"I find myself at a loss," she admitted. "It's as though Lady Abigail has departed from our realm and is no more. I've searched tirelessly, exploiting all my intellectual resources, networks, and assets, yet she remains lost to me."
"I'll take the case," G stated, her voice soft yet resolute, silently pledging her loyalty to the captivating Lady Beatrice.
With the case now officially open, G. Aeon stood, her figure a beacon of resolve in a sea of uncertainty, thus marking the beginning of a new partnership between her and Lady Beatrice as they set out to unravel the mystery of Lady Abigail's disappearance.
Part 1 flic.kr/p/2pQizbm
Part 2 flic.kr/p/2pQtrtY
Photo taken at New Victoria Township - RP and community opening late Summer.
Story by Grace with some help from ChatGPT
More G. Aeon, Private Detective, at flic.kr/s/aHBqjBgiN8
More Clockwork Sibyls at flic.kr/s/aHBqjBiSG9
[3:32pm]
2008 - Day 25
Ugh. I hate homecoming.
Although this year was alot better. I didn't actually film the whole ceremony thing this year because I finally came to the realization that the money involved would not be worth the effort. Last year I made a little over 200 dollars, which isn't bad money but unfortunatly all of my DVD's at one point or another messed up, which meant I had to deal with pissed off students and the occasional parent demanding an explination as to why the movie went halfway and then stopped. The honest truth is that I have no idea why they work on my Dvd player but not on everyone elses, I sure as hell don't do it on purpose. I think it's the program that I use though. Ulead DVD Workshop is finikey as it is but using their burning software just compounds the problem.
But anyway my point is that I made 200 dollars but put in a solid 48 hours of work on it that means that If I were to give away the copies for free, I would be making roughly 4 dollars an hour. And that amount of time was only a conservative estimate so I probably made even less. I just didn't want to deal with all the hassle of everything going wrong. That happens enough when I'm taking pictures.
But anyway, I'm going to skip ahead to 4th period because nothing intresting happened before that excpet the arrivial of the english teacher's really hot adopted daughter Anna, unfortunatly, even though she looked 16 she was 22 and recently married. Life sucks dosen't it? But anyway, we had a big test in Mrs. Britts math class, and as always I'd msised the day where they did most of the work so I only knew how to do about half of the work. I got through it though, after alot of stress and a little finageling I managed to get it done and turned it in. After the bell had rung of course.
From then until around 1:30 I stayed in the Science lab and talked to Heather and her mom. It's really strange how different Heather is when you talk to her without alot of people around. In a really good way of course. We talked for about 30 minutes in the science lab while we were counting change and tying together all of the suckers that they were going to give away at the Pep Rally and then when 1:30 rolled around, we walked down to the Gym and took pictures. Including one of me with a pom pom on my head looing rather nerdish. If I manage to get ahold of it I'll post it up here because it's really really bad.
The Pep rally was pretty funny actually, the younger girls (5-9) did a really funny version of the "Soulja Boy" (I hope I spelled that right) dance. And the highschool cheerleaders did a very provocative dance to some other rap song, I don't listen to that kind of music so I don't know, but I will tell you one thing, I found out right then that Hannah Inman can seriously dance. I'll leave the details out on that one, just use your imagination.
Anyway, after the pep rally was over and we got the Spirit Stick. Or actually we didn't actually win it but it was given to the senior class out of pitty for our dwindiling numbers. Heather and I were the only people sitting in the bleachers when the cheerleaders did there thing. It was a little wierd that we won. But that was that and after we left I just sat around the science lab and talked to Noah, Sarah and Heather.
I played so me piano afterwards and did what Stephanie said made me look like an old man. I'd just play different songs on the piano and Noah would guess which ones they were. It wasn't really the most fun thing in the world but it really sucked when everybody left and I was stuck alone in the school with nothing to do.
I took this picture during the time between the end of school and the game and yes, I know that I did this pictures a few day's ago but I don't think it turned out as good as It could have, and the girl who's eye I used previously wasn't exactly the ideal subject. But that's just my own opinion, and we all know what opinions are like.
Anyway, I'm actually very happy with this, it took a bit of convincing to get the model to cooperate though. Brooke is a 7th grader who does NOT like having her picture taken so It's always fun to annoy her with the camera. But, like I said I had to make all sorts of promises to get this picture, including a promise to kill somebody at the school, which I don't think I'll be doing. Some of the other things she said she'd do to get me to kill the guy were unsuitable for discussion here but I'm sure you can use you're imagination.
Anyway...
Sarah came back after galavanting around Whiteville with Stephanie for a few hours so I went up to the school after everybody had left and talked to them for about an hour. It was basically an hour of discussing the wierdest topics imaginable, half of the time though we were in the presence of Mr. Gergle which was a little awkward for me but Sarah and Stephanie didn't seem to mind.
They're a little wierd.
6 o'clock rolled around and I was forced to leave the two girls up at the school and go down to the gym to take pictures of the girls prancing around in there dresses. I don't like being forceful with some of these parents but I had to because the honest truth was that I was hired to take pictures of these girls and the parents, as much as I appreciate there wanting to take pictures of there kids, attempted a thousand times to set up their own pictures or try to push me out of the way and take more pictures of their own. They only got away with it once though. I had to ask nicely but forcefully for them to shove off. I don't think that these parents would expect me to be rude in that respect but I had to be, and it worked, they left.
After taking all of the picture for Mrs. Paige I went back to taking pictures of the game. It was pretty much over so I only got a few pictures before Fuller Royal one of the photographers working for the local paper came in and asked me to take some pictures of the Homecoming court so he wouldn't have to stay. I thought it was pretty cool that he trusted me enough to do his job.
What's really awsome is that one of the pictures that I took today is going to be on the front page of the sports page in the NewsReporter on Monday. Which I think is pretty awsome. I've had 5 or 6 pictures that I've taken in the Newspaper but nothing on the front page. So anyway...
Caroline got Queen and Lauren got Princess. Not really any suprise there.
After everything ended mom picked us up and we went home.
I just played on the computer until I got to where I am now. I'm really tired, itst 2 in the morning and Tomorrow I have to get up early and take the SAT, which sucks because had that not been the case I would have been able to go out to eat with Noah and his family.
But there's always next time.
Anyway, I'm out.
n. the realization that each random passerby is living a life as vivid and complex as your own—populated with their own ambitions, friends, routines, worries and inherited craziness—an epic story that continues invisibly around you like an anthill sprawling deep underground, with elaborate passageways to thousands of other lives that you’ll never know existed, in which you might appear only once, as an extra sipping coffee in the background, as a blur of traffic passing on the highway, as a lighted window at dusk
Urbex Benelux-
In the Netherlands, spatial plans and the existing spatial situation were laid down until 1 July 2008 in key planning decisions (of the national government), in regional plans (of the provincial authorities) and in zoning plans (of the municipalities ).
In addition, the process is determined by legislation, for the Netherlands: Spatial Planning Act .
The Spatial Planning Act (Wro, which replaced the old Spatial Planning Act (WRO) on 1 July 2008), provides rules on the realization of spatial plans, such as in structural visions and zoning plans.
I am not a person that is good in expressing myself with words, but my short trip to India let me realize how fortunate my life is. Even if something bad happens, things that don't go well, I guess it is still pale in comparison with what I saw in the slum area over there. I tried to capture my emotion at that moment in time so that I won't forget that feeling.
On the other hand, India do have really fine historical architectures and also, warm smiles.
Lets not try to explain ourselves
shot with the little Olympus XA2
SOOC
-
also... we are looking for photos for our flickr group SortOfNatural just good shtuff
Yes, this is that moment when Jasper feels the horrifying humiliation of the ball bouncing off his chest (see the note on the photo) rather than the satisfying squish of the ball between his teeth
Camera: Sony A7
Lens: Sony FE 16-35mm f/4 ZA OSS
PP: Lightroom
The Genko-an temple is most famous for these two windows: the round one - the Window of Realization - implying enlightenment, and the square one - the Window of Delusion - implying ignorance and human suffering.
The ceiling of the main hall is called the "bloody ceiling," which was made using floorboards from the disassembled Fushimi Castle where soldiers were defeated, killed themselves and left bloodstains on the floor in 1600. The boards were used to commemorate the samurai.
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update: I have a big photoshoot planned that will take place in the next couple of weeks hopefully :)
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
Due to the restrictions of the Versailles treaties, the Reichswehr was already dealing with the increasing mobilization and motorization of the army after the end of the First World War. The realization that the speed of the troop units required appropriate equipment was available early on. However, the Reichswehr suffered from financial constraints and during the Weimar Republic the industry only had limited capacity for series production of larger, armored vehicles.
Nevertheless, at that time the Sd.Kfz. 3 (unarmored half-track transport vehicle/1927), the ARW (eight-wheel car/1928) and the ZRW (ten-wheel car/1928) provided fundamental experience. The findings of these tests and the troop testing with the Sd.Kfz. 3 enabled a more precise specification of the new vehicles to be developed. The "heavy" armored cars were primarily intended for the reconnaissance units of the new armored forces.
The incipient rearmament could only start with a "cheap" solution, though. A three-part armored structure for the chassis of commercially available off-road trucks was developed by the Army Weapons Office, Dept. WaTest 6, in cooperation with the company Deutsche Eisenwerke AG. The typical truck chassis featured front-wheel steering and a driven bogie at the rear (4x6 layout). In June 1929, the companies Magirus, Daimler-Benz and Büssing-NAG were commissioned to develop the desired armored car from it. If you consider that this truck class was developed for a payload of 1.5t, you can already conclude from this that the vehicles, which are now equipped with a significantly heavy armored structure, had little off-road mobility. Even if the appearance of the vehicles supplied by the different manufacturers was similar, there were external distinguishing features by which the manufacturer could be identified. The vehicles were tested in the Reichswehr from 1932 and introduced later.
One of the four crew members (driver, commander, gunner, radio-operator) was used as a reverse driver: with the narrow streets of the time and a turning circle of between 13 and 16m, this function was essential for a truck-sized heavy reconnaissance vehicle. The chassis had the excellent ladder-type configuration, able to withstand the stress of rough rides at high speed. The scout car was 5570 mm long, 1820 mm wide, 2250 mm high and weighed 5.35, 5.7 or 6 tons, depending on the manufacturer. The hull was made of welded steel armor, 5 to 14.5 mm (0.2-0.57 in) thick depending on the angle (bottom to front) with well-sloped plates. The armament consisted of a 2 cm KwK 30 with 200 rounds and a MG 13 with 1300 rounds in a manually operated turret. The fuel supply was 90, 105 or 110 liters, but with a consumption of about 35 or 40 liters per 100 km, this resulted in a completely inadequate range for a scout car.
Having no true alternatives at hand, the armored 4x6 car was accepted and became known as the Sd.Kfz. 231 (6-wheel), and it was subsequently developed into two more vehicles. Up until 1937, 123 vehicles were built as Sd.Kfz. 231 reconnaissance cars and Sd.Kfz. 232 radio trucks. A further 28 were manufactured as Sd.Kfz. 263 (Panzerfunkwagen) command vehicles.
As early as 1932, after testing the pilot series, it was clear that the interim solution of "cheap" 6-wheel vehicles would not meet the future requirements of the armored divisions now planned. It was planned that from 1935/36 at least 18 vehicles of a new type that would meet the requirements for off-road mobility and high road speeds should be produced annually. Büssing-NAG had obviously made a good impression with the ARW and was now commissioned to make the revised vehicle ready for series production, which would become the SdKfz. 231 (8-Rad). The overall concept was completed between 1934 and 1935 and already showed all the features of the future type: all 8 wheels driven and steered, the same speed forwards and backwards, ability to change direction in less than 10 seconds, and a turning circle of "only" 10.5m. The vehicle layout was changed, too: the engine bay was relocated to the rear, the crew compartment was placed at the front end. This improved weight distribution, handling, and the field of view for the main forward driver.
The purpose of the new vehicles was identical to that of the earlier heavy 6-wheel vehicles, they were used on the same sites and so the same ordnance inventory designation was adopted, despite the vehicle’s many modifications. The so-called Sd.Kfz. 231 (8-Rad) was armed, corresponding to its 6-Rad counterpart, with a 2cm KwK 30 and the MG 13 (later MG 34) in a rotating turret. Likewise, the Sd.Kfz. 232 (8-Rad) carried a large, curved bow antenna, and there was a Sd.Kfz. 263 (8-Rad) command vehicle, too.
Nevertheless, the Army Weapons Office demanded a short-term solution for a vehicle based on the 4x6 chassis that offered better off-road performance and armament, namely a 37 mm anti-tank gun, with at least comparable range and armor protection. This interim vehicle was supposed to be ready for service in early 1934. Magirus accepted the challenge and proposed the Sd.Kfz. 241, a 4x8 vehicle. It retained the old overall 6-Rad layout with the front engine under a long bonnet, but it had a fourth steered axle added to lower ground pressure and improve the vehicle’s trench bridging capabilities. The powered two rear axles retained the 6-Rad’s twin wheels, so that the vehicle stood on a total of twelve tires with a relatively large footprint. The armored hull was very similar to the Sd.Kfz. 231 6-Rad, but carried a new, bigger turret with a 3.7 cm KwK 30 L/45 gun and an axis-parallel 7.92 mm MG 34 light machine gun.
The box-shaped turret exploited the hull’s width to the maximum and had a maximum armor of 15 mm, no base and the seat of the commander was attached to the tower wall. The commander sat elevated under a raised cupola in the rear section of the turret, just behind the main gun. He had five viewing slits protected by glass blocks and steel slides for all-round visibility. The gunner/loader, standing to the left of the main gun, had to constantly follow the movement of the turret, which was done by hand. In order to support the gunner when slewing the turret, the commander had an additional handle on the right side. The two crew members also had a turret position indicator.
The cannon was fired electrically via a trigger, the machine gun was operated mechanically with a pedal. To aim and view the outside, the gunner had a gun sight to the left of the gun with an opening in the gun mantlet. Standard access to the vehicle was through low double-doors in the vehicle’ flank, but side exit openings in the turret with two flaps each were also frequently used to board it. Another entry was through the commander cupola’s lid.
With all this extra hardware, the Sd.Kfz. 241’s overall weight rose considerably from the late Sd.Kfz. 231 (6-Rad) nearly 6 tons to 7.5 tons. As a consequence, the chassis had to be reinforced and a more powerful engine was used, a 6-cylinder Maybach HL 42 TRKM w carburetor gasoline engine with 4170 cc capacity and 100 hp (74 kW) output at 3000 rpm.
As expected, the Sd.Kfz. 241 was not a success. Even though the first vehicles were delivered in time in mid-1934, its operational value was rather limited. Off-road capability was, due to the extra weight, the raised center of gravity and the lack of all-wheel drive, just as bad as the 6-Rad vehicles, and the more powerful engine’s higher fuel consumption allowed neither higher range, despite bigger fuel tanks, nor a better street performance. The only real progress was the new 3.7 cm KwK 30’s firepower, which was appreciated by the crews, even though the weapon was only effective against armored targets at close range. At 100 m, 64 mm of vertical armor could be penetrated, but at 500 m this already dropped to 31 mm, any angle in the armor weakened its hitting power even further. The weapon’s maximum range was 5.000m, though, and with HE rounds the Sd.Kfz. 241 could provide indirect fire support. Another factor that limited the vehicle’s effectiveness was that the gun had to be operated by a single crew member who had to load and aim at the same time – there was simply not enough space for a separate loader who would also have increased the gun’s rate of fire from six to maybe twelve rounds per minute. The vehicle’s armor was also inadequate and only gave protection against light firearms, but not against machine guns or heavier weapons. On the other side, the cupola on top of the turret offered the commander in his elevated position a very good all-round field of view, even when under full protection – but this progressive detail was not adopted for the following armored reconnaissance vehicles and remained exclusive to German battle tanks.
Only a total of fifty-five Sd.Kfz. 241s were completed by Magirus in Cologne until 1936, when production of the Sd.Kfz. 231 (8-Rad) vehicle family started and soon replaced the Sd.Kfz. 241, which was primarily operated at the Eastern Front in Poland and Czechoslovakia. By 1940, no Sd.Kfz. 241 was left in any frontline army unit, but a few survivors were grouped together and handed over to police units. Their main gun was either completely deleted or sometimes replaced with a second machine gun, and they were used for urban patrols and riot control duties. However, by 1942, no Sd.Kfz. 241 was left over.
Specifications:
Crew: Four (commander, gunner, driver, radio operator/rear driver)
Weight: 7.5 tons (11.450 lb)
Length: 5,85 metres (19 ft 2 in)
Width: 2,20 metres (7 ft 2 ½ in)
Height: 2,78 metres (9 ft 1 in)
Ground clearance: 28.5 cm (10 in)
Suspension: Torsion bar and leaf springs
Fuel capacity: 150 litres (33 imp gal; 40 US gal)
Armor:
8–15 mm (0.31 – 0.6 in)
Performance:
Maximum road speed: 70 km/h (43.5 mph)
52 km/h (32.3 mph) backwards
Operational range: 250 km (155 miles)
Power/weight: 13 PS/ton
Engine:
Maybach HL42 TRKM water-cooled straight 6-cylinder petrol engine with 100 hp (74 kW),
driving the rear pair of axles
Transmission:
Maybach gearbox with 5-speed forward and 4-speed reverse
Armament:
1× 37 mm KwK 30 L/45 cannon with 70 rounds
1× 7.92 mm MG 34 machine gun mounted co-axially with 1.300 rounds
The kit and its assembly:
This fictional armored car was inspired by a leftover rear axles from an Italeri Sd.Kfz. 231 (6-Rad) model that I converted into a fictional half-track variant some time ago. I wondered if the set could be transplanted under an 8-Rad chassis, to create a kind of missing link to the 8x8 successors of the Sd.Kfz. 231 (6-Rad) with a total of twelve tires on four axles.
The basis became a First to Fight 1:72 Sd.Kfz. 231 (8-Rad) kit – a rather simple and robust affair, apparently primarily intended for tabletop purposes. But the overall impression is good, and it would be modified, anyway, even though the plastic turned out to be rather soft/waxy and the parts’ sprue attachment points a bit wacky.
The hull was “turned around” to drive backwards, so that its rear engine ended up in the front. I eventually only used the rear twin wheels from the Sd.Kfz. 231 (6-Rad), but not its single axles and laminated springs. Instead, I first cut the OOB mudguards in two halves, removed their side skirts and glued them onto the lower hull in reversed order, so that the exhausts and their muffler boxes would end up at the rear of the front fenders. With these in place I checked the axles’ position from the OOB ladder chassis, which is a single, integral part, and found that the rear axles’ position had to be moved by 2mm backwards. Cutting the original piece and re-arranging it was easier to scratch a new rear suspension, and the rocker bars had to be shortened to accept the wider twin wheels.
The original small turret with the 20 mm autocannon was deleted and replaced with core elements from a Panzer III turret, left over from previous conversion projects. Wider than any original turret of the Sd.Kfz. 231/232 family, it had to be narrowed by roughly 5mm – I had to cut a respective plug from the turret’s and the mantlet’s middle section, the deformed hatch was covered under a Panzer III commander cupola. To mate the re-arranged turret with the OOB adapter plate to mount it onto the hull, and to add overall stability to the construction, I filled the interior with 2C putty.
The typical storage bin at the turret’s rear was omitted, though, it would have made it too large for the compact truck chassis. The shape was a perfect stylistic match, even though, with the longer gun barrel, the vehicle reminds a lot of the Soviet BA-10 heavy armored car?
Most small details like the bumpers and the headlights were taken OOB, I added a whip antenna base at the rear and mounted two spare wheels at the back, one of them covered with a tarpaulin (made from paper tissue drenched with white glue, this was also used to create the gun mantlet seals).
Painting and markings:
Typical for German vehicles from the early WWII stages the Sd.Kfz. 241 was painted Panzergrau (RAL 7021; I used Humbrol 67, which is authentic, but mixed it with some 125 to create a slightly lighter shade of grey) overall - quite dull, but realistic. To make the vehicle look more interesting, though, I added authentic contemporary camouflage in the form of low-contrast blotches with RAL 8017, a very dark reddish brown, mixed from Humbrol 160 and some 98. Better, but IMHO still not enough.
After the model received a washing with highly thinned red-brown acrylic artist paint I applied the few decals and gave the parts an overall dry-brushing treatment with grey and dark earth. Everything was sealed with matt acrylic varnish. For even more “excitement”, I decided to add a coat of snow.
For the simulated “frosting” I used white tile grout – which has the benefits of being water-soluble, quite sturdy to touch and the material does not yellow over time like gypsum.
First, the wheels, the chassis and the inside of the wheel arches received a separate treatment with relatively dryly mixed tile grout, simulating snow and dirt clusters. Once thoroughly dried, the wheels were mounted. Then the model was sprayed with low surface tension water and loose tile grout was drizzled over hull and turret, creating a flaky coat of fake snow. Once dry again, everything received another coat of matt acrylic varnish to protect and fixate everything further.
A relatively quick build, done in a few days. The First to Fight kit is very simple and went together well, but I’d use something else the next time due to the odd material it was molded with. The outcome of an 4x8 scout car looks quite plausible, though, like the missing link between the Sd.Kfz. 231 and 232 – the unintended similarity with the Soviet BA-10 heavy armored car was a bit surprising, though. And the snow on the model eventually makes it look a bit more interesting, the stunt was worth the effort.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
Due to the restrictions of the Versailles treaties, the Reichswehr was already dealing with the increasing mobilization and motorization of the army after the end of the First World War. The realization that the speed of the troop units required appropriate equipment was available early on. However, the Reichswehr suffered from financial constraints and during the Weimar Republic the industry only had limited capacity for series production of larger, armored vehicles.
Nevertheless, at that time the Sd.Kfz. 3 (unarmored half-track transport vehicle/1927), the ARW (eight-wheel car/1928) and the ZRW (ten-wheel car/1928) provided fundamental experience. The findings of these tests and the troop testing with the Sd.Kfz. 3 enabled a more precise specification of the new vehicles to be developed. The "heavy" armored cars were primarily intended for the reconnaissance units of the new armored forces.
The incipient rearmament could only start with a "cheap" solution, though. A three-part armored structure for the chassis of commercially available off-road trucks was developed by the Army Weapons Office, Dept. WaTest 6, in cooperation with the company Deutsche Eisenwerke AG. The typical truck chassis featured front-wheel steering and a driven bogie at the rear (4x6 layout). In June 1929, the companies Magirus, Daimler-Benz and Büssing-NAG were commissioned to develop the desired armored car from it. If you consider that this truck class was developed for a payload of 1.5t, you can already conclude from this that the vehicles, which are now equipped with a significantly heavy armored structure, had little off-road mobility. Even if the appearance of the vehicles supplied by the different manufacturers was similar, there were external distinguishing features by which the manufacturer could be identified. The vehicles were tested in the Reichswehr from 1932 and introduced later.
One of the four crew members (driver, commander, gunner, radio-operator) was used as a reverse driver: with the narrow streets of the time and a turning circle of between 13 and 16m, this function was essential for a truck-sized heavy reconnaissance vehicle. The chassis had the excellent ladder-type configuration, able to withstand the stress of rough rides at high speed. The scout car was 5570 mm long, 1820 mm wide, 2250 mm high and weighed 5.35, 5.7 or 6 tons, depending on the manufacturer. The hull was made of welded steel armor, 5 to 14.5 mm (0.2-0.57 in) thick depending on the angle (bottom to front) with well-sloped plates. The armament consisted of a 2 cm KwK 30 with 200 rounds and a MG 13 with 1300 rounds in a manually operated turret. The fuel supply was 90, 105 or 110 liters, but with a consumption of about 35 or 40 liters per 100 km, this resulted in a completely inadequate range for a scout car.
Having no true alternatives at hand, the armored 4x6 car was accepted and became known as the Sd.Kfz. 231 (6-wheel), and it was subsequently developed into two more vehicles. Up until 1937, 123 vehicles were built as Sd.Kfz. 231 reconnaissance cars and Sd.Kfz. 232 radio trucks. A further 28 were manufactured as Sd.Kfz. 263 (Panzerfunkwagen) command vehicles.
As early as 1932, after testing the pilot series, it was clear that the interim solution of "cheap" 6-wheel vehicles would not meet the future requirements of the armored divisions now planned. It was planned that from 1935/36 at least 18 vehicles of a new type that would meet the requirements for off-road mobility and high road speeds should be produced annually. Büssing-NAG had obviously made a good impression with the ARW and was now commissioned to make the revised vehicle ready for series production, which would become the SdKfz. 231 (8-Rad). The overall concept was completed between 1934 and 1935 and already showed all the features of the future type: all 8 wheels driven and steered, the same speed forwards and backwards, ability to change direction in less than 10 seconds, and a turning circle of "only" 10.5m. The vehicle layout was changed, too: the engine bay was relocated to the rear, the crew compartment was placed at the front end. This improved weight distribution, handling, and the field of view for the main forward driver.
The purpose of the new vehicles was identical to that of the earlier heavy 6-wheel vehicles, they were used on the same sites and so the same ordnance inventory designation was adopted, despite the vehicle’s many modifications. The so-called Sd.Kfz. 231 (8-Rad) was armed, corresponding to its 6-Rad counterpart, with a 2cm KwK 30 and the MG 13 (later MG 34) in a rotating turret. Likewise, the Sd.Kfz. 232 (8-Rad) carried a large, curved bow antenna, and there was a Sd.Kfz. 263 (8-Rad) command vehicle, too.
Nevertheless, the Army Weapons Office demanded a short-term solution for a vehicle based on the 4x6 chassis that offered better off-road performance and armament, namely a 37 mm anti-tank gun, with at least comparable range and armor protection. This interim vehicle was supposed to be ready for service in early 1934. Magirus accepted the challenge and proposed the Sd.Kfz. 241, a 4x8 vehicle. It retained the old overall 6-Rad layout with the front engine under a long bonnet, but it had a fourth steered axle added to lower ground pressure and improve the vehicle’s trench bridging capabilities. The powered two rear axles retained the 6-Rad’s twin wheels, so that the vehicle stood on a total of twelve tires with a relatively large footprint. The armored hull was very similar to the Sd.Kfz. 231 6-Rad, but carried a new, bigger turret with a 3.7 cm KwK 30 L/45 gun and an axis-parallel 7.92 mm MG 34 light machine gun.
The box-shaped turret exploited the hull’s width to the maximum and had a maximum armor of 15 mm, no base and the seat of the commander was attached to the tower wall. The commander sat elevated under a raised cupola in the rear section of the turret, just behind the main gun. He had five viewing slits protected by glass blocks and steel slides for all-round visibility. The gunner/loader, standing to the left of the main gun, had to constantly follow the movement of the turret, which was done by hand. In order to support the gunner when slewing the turret, the commander had an additional handle on the right side. The two crew members also had a turret position indicator.
The cannon was fired electrically via a trigger, the machine gun was operated mechanically with a pedal. To aim and view the outside, the gunner had a gun sight to the left of the gun with an opening in the gun mantlet. Standard access to the vehicle was through low double-doors in the vehicle’ flank, but side exit openings in the turret with two flaps each were also frequently used to board it. Another entry was through the commander cupola’s lid.
With all this extra hardware, the Sd.Kfz. 241’s overall weight rose considerably from the late Sd.Kfz. 231 (6-Rad) nearly 6 tons to 7.5 tons. As a consequence, the chassis had to be reinforced and a more powerful engine was used, a 6-cylinder Maybach HL 42 TRKM w carburetor gasoline engine with 4170 cc capacity and 100 hp (74 kW) output at 3000 rpm.
As expected, the Sd.Kfz. 241 was not a success. Even though the first vehicles were delivered in time in mid-1934, its operational value was rather limited. Off-road capability was, due to the extra weight, the raised center of gravity and the lack of all-wheel drive, just as bad as the 6-Rad vehicles, and the more powerful engine’s higher fuel consumption allowed neither higher range, despite bigger fuel tanks, nor a better street performance. The only real progress was the new 3.7 cm KwK 30’s firepower, which was appreciated by the crews, even though the weapon was only effective against armored targets at close range. At 100 m, 64 mm of vertical armor could be penetrated, but at 500 m this already dropped to 31 mm, any angle in the armor weakened its hitting power even further. The weapon’s maximum range was 5.000m, though, and with HE rounds the Sd.Kfz. 241 could provide indirect fire support. Another factor that limited the vehicle’s effectiveness was that the gun had to be operated by a single crew member who had to load and aim at the same time – there was simply not enough space for a separate loader who would also have increased the gun’s rate of fire from six to maybe twelve rounds per minute. The vehicle’s armor was also inadequate and only gave protection against light firearms, but not against machine guns or heavier weapons. On the other side, the cupola on top of the turret offered the commander in his elevated position a very good all-round field of view, even when under full protection – but this progressive detail was not adopted for the following armored reconnaissance vehicles and remained exclusive to German battle tanks.
Only a total of fifty-five Sd.Kfz. 241s were completed by Magirus in Cologne until 1936, when production of the Sd.Kfz. 231 (8-Rad) vehicle family started and soon replaced the Sd.Kfz. 241, which was primarily operated at the Eastern Front in Poland and Czechoslovakia. By 1940, no Sd.Kfz. 241 was left in any frontline army unit, but a few survivors were grouped together and handed over to police units. Their main gun was either completely deleted or sometimes replaced with a second machine gun, and they were used for urban patrols and riot control duties. However, by 1942, no Sd.Kfz. 241 was left over.
Specifications:
Crew: Four (commander, gunner, driver, radio operator/rear driver)
Weight: 7.5 tons (11.450 lb)
Length: 5,85 metres (19 ft 2 in)
Width: 2,20 metres (7 ft 2 ½ in)
Height: 2,78 metres (9 ft 1 in)
Ground clearance: 28.5 cm (10 in)
Suspension: Torsion bar and leaf springs
Fuel capacity: 150 litres (33 imp gal; 40 US gal)
Armor:
8–15 mm (0.31 – 0.6 in)
Performance:
Maximum road speed: 70 km/h (43.5 mph)
52 km/h (32.3 mph) backwards
Operational range: 250 km (155 miles)
Power/weight: 13 PS/ton
Engine:
Maybach HL42 TRKM water-cooled straight 6-cylinder petrol engine with 100 hp (74 kW),
driving the rear pair of axles
Transmission:
Maybach gearbox with 5-speed forward and 4-speed reverse
Armament:
1× 37 mm KwK 30 L/45 cannon with 70 rounds
1× 7.92 mm MG 34 machine gun mounted co-axially with 1.300 rounds
The kit and its assembly:
This fictional armored car was inspired by a leftover rear axles from an Italeri Sd.Kfz. 231 (6-Rad) model that I converted into a fictional half-track variant some time ago. I wondered if the set could be transplanted under an 8-Rad chassis, to create a kind of missing link to the 8x8 successors of the Sd.Kfz. 231 (6-Rad) with a total of twelve tires on four axles.
The basis became a First to Fight 1:72 Sd.Kfz. 231 (8-Rad) kit – a rather simple and robust affair, apparently primarily intended for tabletop purposes. But the overall impression is good, and it would be modified, anyway, even though the plastic turned out to be rather soft/waxy and the parts’ sprue attachment points a bit wacky.
The hull was “turned around” to drive backwards, so that its rear engine ended up in the front. I eventually only used the rear twin wheels from the Sd.Kfz. 231 (6-Rad), but not its single axles and laminated springs. Instead, I first cut the OOB mudguards in two halves, removed their side skirts and glued them onto the lower hull in reversed order, so that the exhausts and their muffler boxes would end up at the rear of the front fenders. With these in place I checked the axles’ position from the OOB ladder chassis, which is a single, integral part, and found that the rear axles’ position had to be moved by 2mm backwards. Cutting the original piece and re-arranging it was easier to scratch a new rear suspension, and the rocker bars had to be shortened to accept the wider twin wheels.
The original small turret with the 20 mm autocannon was deleted and replaced with core elements from a Panzer III turret, left over from previous conversion projects. Wider than any original turret of the Sd.Kfz. 231/232 family, it had to be narrowed by roughly 5mm – I had to cut a respective plug from the turret’s and the mantlet’s middle section, the deformed hatch was covered under a Panzer III commander cupola. To mate the re-arranged turret with the OOB adapter plate to mount it onto the hull, and to add overall stability to the construction, I filled the interior with 2C putty.
The typical storage bin at the turret’s rear was omitted, though, it would have made it too large for the compact truck chassis. The shape was a perfect stylistic match, even though, with the longer gun barrel, the vehicle reminds a lot of the Soviet BA-10 heavy armored car?
Most small details like the bumpers and the headlights were taken OOB, I added a whip antenna base at the rear and mounted two spare wheels at the back, one of them covered with a tarpaulin (made from paper tissue drenched with white glue, this was also used to create the gun mantlet seals).
Painting and markings:
Typical for German vehicles from the early WWII stages the Sd.Kfz. 241 was painted Panzergrau (RAL 7021; I used Humbrol 67, which is authentic, but mixed it with some 125 to create a slightly lighter shade of grey) overall - quite dull, but realistic. To make the vehicle look more interesting, though, I added authentic contemporary camouflage in the form of low-contrast blotches with RAL 8017, a very dark reddish brown, mixed from Humbrol 160 and some 98. Better, but IMHO still not enough.
After the model received a washing with highly thinned red-brown acrylic artist paint I applied the few decals and gave the parts an overall dry-brushing treatment with grey and dark earth. Everything was sealed with matt acrylic varnish. For even more “excitement”, I decided to add a coat of snow.
For the simulated “frosting” I used white tile grout – which has the benefits of being water-soluble, quite sturdy to touch and the material does not yellow over time like gypsum.
First, the wheels, the chassis and the inside of the wheel arches received a separate treatment with relatively dryly mixed tile grout, simulating snow and dirt clusters. Once thoroughly dried, the wheels were mounted. Then the model was sprayed with low surface tension water and loose tile grout was drizzled over hull and turret, creating a flaky coat of fake snow. Once dry again, everything received another coat of matt acrylic varnish to protect and fixate everything further.
A relatively quick build, done in a few days. The First to Fight kit is very simple and went together well, but I’d use something else the next time due to the odd material it was molded with. The outcome of an 4x8 scout car looks quite plausible, though, like the missing link between the Sd.Kfz. 231 and 232 – the unintended similarity with the Soviet BA-10 heavy armored car was a bit surprising, though. And the snow on the model eventually makes it look a bit more interesting, the stunt was worth the effort.
Divorce is most of all lonely.
Mine was compounded by the fact that my family adored my ex- and, for whatever reason -- maybe because the realization that the happy shining life that I loved so much was, in part, a sham -- I didn’t share a lot of details with them about why we were getting divorced. Protecting him and myself, I guess. But the event largely proceeded in silence. My silence. They didn’t ask much, and I didn’t tell them much.
Which made for a very lonely time in which I settled into the understanding that everything I wished for was gone.
It all exploded (many years ago, now) around Thanksgiving and had settled some by Christmas, but I was feeling so raw that I declined invitations from family and friends and opted to spend my Christmas at home alone by myself.
I don’t recommend it. But it gave me plenty of room to cry. And feel lost and alone and as if my world had ended.
Right. Like I said. Don’t recommend it.
A few days after Christmas I received a package from my little brother. I felt I had disappointed my brothers most of all. I gave them the news indirectly, cc’ing them on an email that I sent to my father as a last minute impulse. They had a great relationship with my ex- -- he was like a brother, he fit my family so well -- and it was the wrong wrong wrong way to do it. But hurt skews your best rational impulses, and regret doesn’t mean you can take it back.
I received a slip to pick up the package at the P.O. and so I did, taking it with me next door to the sublime Espresso Vivace to have a shot of coffee before I headed back up the hill for home. My empty home.
I decided to open his package right there at Vivace, and this little porcelain figurine -- the very first and the very last porcelain figurine that I have ever received from any member of my family -- was in the package. (We are not, as a habit, givers of porcelain figurines. Plastic maybe. Under certain conditions.) Along with a note from my brother.
I saw the figure, read the note and immediately started to cry. Carefully, silently, my chest heaving and my trying to hide it as I sat in that cafe.
I’ve misplaced the note, so I’ll have to paraphrase it here, but first: a backstory.
The whole tribe of us are hams, and as kids we excelled at mounting theatrical productions. My older sister was the ring leader, and I can still mime for you her choreography to Fantasia -- with roles for all four of us -- that grew and took shape over several years of working it. The story line had nothing to do with the real Fantasia -- Fantasia was convenient because we had the LP and a record player -- it was our score.
I’ll spare you the ELO Electric Bump story. But put it on and I’ll bump it for you, without missing a beat.
So. To the fairy godmother.
One of our most spectacular productions took shape over a weekend at my grandparent’s home in Seattle. I think I’ve mentioned before the levels and layers of that home -- it was made for theater. We had just moved back to the Northwest from Denver, and were staying there with my grandparents who were also putting up some family friends who had a daughter about the same age as my sister and me. We seized the moment to mount a full-scale production of Cinderella, using my grandmother’s spectacular ball gown collection for costuming (my grandfather was grand potentate of the Nile Temple in the 1960s -- which meant she had an amazing ball gown collection).
We dressed Cinderella in blue taffeta -- A, the family friend, played the princess-to-be. My sister reprised her role of wicked witch (which she played to perfection almost every single Halloween of our childhood) in the role of wicked stepmother. I think my youngest brother A was the prince, and G played miscellaneous roles, including the priest who would ultimately marry the prince and his princess (the bride’s train, btw, was an extended roll of toilet paper that unspooled as she walked down the aisle).
I was the fairy godmother and I chose for my costume a killer sunshine yellow fringed flapper gown. Sleeveless with straight lines and long satiny fringe running in tiers over the whole of that dress. I asked my grandmother about it not too long ago and unfortunately it’s long gone. Although I’m sure it wouldn’t fit me now (we were unusually tall kids and she was diminutive, so we got away with it then), but if I could score it today I’d find myself a ball to go to. That was a gorgeous gown.
If I may say, I played the part of fairy godmother to perfection. It was my best role ever, wholly improvised, and played to uproarious laughter to a house of completely sloshed adults. They loved it. They particularly loved my crowning moment when, having dressed the ragged Cinderella in a flurry of magical accoutrements (G rushed the goods in when I waved my wand -- it was all very well done) the princess asked: “But I have no shoes. What will I wear for shoes?”
I pondered the problem, studied it, and then resolved it in a flourish -- by pulling a pair of stilettos -- our stand-in glass slippers -- out of the top of my dress where I had propped them in anticipation, heels pointing out, like a stuffed bullet bra, against my then quite flat chest. (This was the summer of what would be my 5th grade year.)
The crowd fell apart.
It was my greatest triumph.
It took some time to mop up the mess, but we finally got the audience to settle down and we took the show to its logical conclusion. Flawlessly executed by all. And of course, after it was done, we talked and talked and talked about it. Told the story over and over.
Because that’s what you do when you put on a show with the best players you’ll ever perform with; when you’re perfectly in synch in a way that only folks who love each other unthinkingly can be.
And that’s why I cried when I read my brother’s note; my brother who felt so far from me just then, who I thought I had lost by making a hugely difficult decision. My brother said in effect: “Merry Christmas to my sister, the best fairy godmother ever.” And some more stuff about being the best sister ever.
Reminding me all at once that I was loved.
And reminding me of something that every girl needs to know: that I was my own fairy godmother. That I held the power to make all my wishes come true.
This was a beautiful place to visit. Located near san diego CA. Thanks to my friends website I was able to find this pretty place.
if you are ever in the area of san diego her website is a great tool for you to use to visit beautiful places. She has put in alot of time in to create this website. check it out!
hiddensandiego.net/
The state of Self-realization, as we call it, is not attaining something new or reaching some goal which is far away, but simply being that which you always are and which you always have been. All that is needed is that you give up your realization of the not-true as true. All of us are regarding as real that which is not real. We have only to give up this practice on our part.
Be as you are – The teachings of sri Ramana Maharishi
Joe: It's all real. I knew it must be, but to actually see it... at first it was euphoric. Now I just feel heavy. It may be a realization of 'what now?' It may be what you said.* Abs, why did you come? Was it just to get Jack and I out of your life?
Abby: That was definitely a motivation. It still is...
Joe: But?
Abby: I guess Sashya's account rang true. I told you I had always heard of Paprihaven but had dismissed it. But that night when you brought it up,** it suddenly seemed so right.
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* See Paprihaven 1053 www.flickr.com/photos/paprihaven/26447972175/
** See Paprihaven 903 www.flickr.com/photos/paprihaven/20435935012/
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Once the realization is accepted that even between the closest human beings infinite distances continue, a wonderful living side by side can grow, if they succeed in loving the distance between them which makes it possible for each to see the other whole [against the sky].
~ Rainer Maria Rilke ~
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My new homeland offers nearly everything I longed for. Most important for me are the countless creeks in the close surroundings, and a gorgeous river: the Emme which has its source a couple of kilometers from my home.
The stonemen above and the others of this series were built in the Emme's river bed. I spent a whole afternoon there, playing with the stones like a child with toy blocks: lost in a world of pure magic...
It was the first time since my return from Greece in May 2010 that I was able to enter the magic world beyond consciousness, and to devote myself copletely to the innermost which for me is the inexhaustible source of creativity, love, and healing.
We stopped along the road to enjoy the scenery when I noticed a larger yellow bird off on a tree near us. It was a western tanager - a bird I had never seen before. What a great spot for bird watching. Wonderful drive and hike up Flagstaff Mountain to the west of Boulder, Colorado late on Saturday June 3rd, 2023. The outdoor spaces near Boulder are definitely worth the trip and live up to their billing. Visiting Rocky Mountain National Park and Boulder, Colorado with my son for a few days. What an amazing place. Pictures from June 3rd, 2023.