View allAll Photos Tagged c++
C-GKEW - Canadair CRJ-200LR - Air Canada express (operated by JAZZ)
at Toronto Lester B. Pearson Airport (YYZ)
c/n 7385 - built in 2000 for Midway Airlines -
with JAZZ since 2002 -
C-GXJA - Canadair (Bombardier) CRJ-200ER - Air Canada express
(operated by JAZZ)
at Toronto Lester B. Pearson Airport (YYZ)
C-FGSJ - Boeing B-767-39H/F/W - CargoJet Airways/PUROLATOR -
"operated by CargoJet Airways" - sticker
(leased from Guggenheim Aviation Partners)
at Hamilton International Airport (YHM)
c/n 26.256 - built in 1993 for ILFC/Leisure International Airways -
converted to freighter 2014 -
leased to CargoJet 16.01.2015
The first (and so far the only) CargoJet aircraft with PUROLATOR-titles
C-FIWJ - Boeing B-737-2M8A - WestJet
at Winnipeg International Airport (YWG)
c/n 21.955 - built in 1980 for Orion Airways -
operated by WestJet between 08/2000 and 07/2005 -
final operator was Batavia Air - retired
scanned from Kodachrome-slide
C is for CHAMPIONS!
(OK, I'll let it go now.)
Very quick snap today and very quick edit. It's beautiful outside and my skin is craving the sunshine!
July's ABC Soup
42nd Street station, New York City subway, New York, NY
- - - - -
Blogged by Gothamist ("Let's C Which Subway Line Is Worst!" by Jaya Saxena - October 6, 2010) at gothamist.com/2010/10/06/c_is_for_worst_train_line.php
Blogged by Gothamist ("We Get To Keep Our Vintage C Train Fleet For Six More Glorious Years!" by Jen Carlson - July 29, 2011) at gothamist.com/2011/07/29/we_get_to_keep_our_vintage_c_tra...
Blogged by Gothamist ("Person Killed By Subway Train At 42nd St and 8th Ave, Delays On C And E Line" by John Del Signore - October 27, 2011) at gothamist.com/2011/10/27/person_killed_by_subway_train_at...
Blogged by Transportation Nation ("TN MOVING STORIES: Boston’s Big Dig Costs Exceed $24 Billion, Bike Share Opens in Charlotte, LA’s New Expo Line Has Track Flaw" by Kate Hinds - July 12, 2012) at transportationnation.org/2012/07/12/tn-moving-stories-bos...
Blogged by ANIMAL ("100 WAYS TO IMPROVE THE NYC SUBWAY, ON TUMBLR" by Andy Cush - June 7, 2013) at animalnewyork.com/2013/10-ways-to-improve-the-nyc-subway-...
Blogged by Brokelyn ("C you later: A/C tunnel to close for 40 non-consecutive weekends next year" by Chelsea Leibow - November 20, 2014) at brokelyn.com/ac-line-aims-ruin-weekend-plans-40-non-conse...
Blogged by Gothamist ("Experts Rank The Best & Worst To Happen With NYC Mass Transit This Year" by Jen Carlson - December 29, 2014) at gothamist.com/2014/12/29/nyc_mta_2014_review.php
Blogged by Gothamist ("Man Stabbed During Attempted Robbery On C Train" by David Colon - September 2, 2017) at gothamist.com/2017/09/02/man_stabbed_during_attempted_rob...
À l'Île Notre-Dame, parc Jean-Drapeau, Montréal
Meyer Optik Trioplan 100mm f2.8 Red V + bagues allonge
See where this picture was taken. [?]
John Busby (1765-1857) was a mineral surveyor and civil engineer. In 1823 he was appointed to manage the colony's coal mines and to find a new supply of fresh water, as the Tank Stream had become too polluted. Busby became famous for overseeing construction of "Busby's Bore" a tunnel which brought fresh water from the Lachlan Swamps into the city when the Tank Stream, the city's original water supply, became polluted and inadequate to serve the city's water needs.
Busby received a grant of over 8 acres in 1828. Architect John Verge started plans for Busby's house, Rockwall, and a cottage in 1830. Verge's plans for the house were approved by the Governor the same year.
One of the earliest surviving Verge-designed buildings, built 1831-37 and amongst the few surviving of the many villas which once dotted Potts Point.
However in the early 1830s Busby found himself in financial difficulties, and was forced to sell his grant. From 1835, Verge altered the existing plans for the new owner of Rockwall, Hamilton Collins Sempill, a grazier and merchant. Verge supervised the works for Sempill through to completion in 1837. A c.1840 painting shows it with extensive gardens including a carriage loop, shrubberies and Norfolk Island pines.
The house was designed for Busby but completed for H C Semphill and T H Ryder. Its gardens once extended to Macleay Street.
By 1843 there was a serious financial crisis in the colony, and the Darlinghurst grantees suffered. They pressed for the freedom to subdivide their land, and Sydney's first exclusive suburb opened up to investors.
From the early 1850s, the Gold Rush boosted the economy, and interest in the land available at Darlinghurst grew. The first subdivisions occurred around the edges of the original grants, with blocks of a size that allowed other grand houses to be built and new streets formed.
In the 1870s, heavy land taxes imposed by the administration of the Premier, Sir Henry Parkes, led to another wave of subdivisions of the original grants. The late 19th century saw the final demise of the grounds surrounding the original villas, and in some cases, the villas themselves.
In the 1880s Rockwall was used as a girls' school, Ailanthus College, and then acquired by the Nurses' Club. It later became part of the Chevron Hotel, then the Landmark Hotel, in Rockwall Crescent, Pott's Point.
In the 1920s and 1930s, the original villas and the later grand 19th century residences were demolished to make way for blocks of flats, hotels and later, soaring towers of units.
Today only 5 of the original 17 villas still stand, with the lost villas and other grand houses commemorated in the names of the streets of Potts Point, Darlinghurst and Kings Cross.
By the 1960s it was virtually derelict, but was restored in the 1990s for the adjoining hotel.
Rockwall and a portion of the surrounding land were restored in 1995 by Howard Tanner & Associates for the Mirvac Group as part of the development of the Landmark Parkroyal Hotel in Macleay Street and today Rockwall is privately owned.
Rockwall is one of the few remaining original grand residences of Potts Point.
i have a memory of being in coney island with my dad when i am a little girl
i remember him drinking something with a lot of sugar in it
and the sand was probably cold then, too, people fishing on the pier then too, maybe and we just rode the ferris wheel together
i guess it was in the fall, i think it was early autumn
we were visiting my aunt and it was
just us
this memory is also a picture
i was very little and this memory probably wouldn't exist if that picture didn't
which is a scary, materialist thought but ah, what do we do about these instances but feel sad that they only exist because of a fucking picture but also grateful that they even exist even if it is because of a fucking picture
and i was scared of it and so was he but he acted like he wasn't
because he was my dad and he had to be brave duh
it is gray like this day
i am wearing an orange sweater that matches my hair
he is holding my body up off the ground
he is facing a person holding a camera
i am not, my back is turned
i am looking at the buildings
he is looking at the water
we are looking past each other
i am barely not a baby
i wonder how it would feel to be able to make your father a mix cd and know that he would actually listen to it
i wonder how it would feel to be able to have that kind of relationship with your father
or something
and my dad was bald and had huge black thick glasses
and wore a navy blue polo shirt and blue jeans
and a metal watch
and a wallet full of coupons
which he still carries even though we have enough money to probably not use so many coupons anymore
i remember the day my dad got fired from his job when i was two years old
when we lived in chicago
and my mom was so sad and so upset and worried
what were we going to do
what the fuck were we going to do
my brother said she saw her throw his briefcase out the window
of our fourth floor apartment
i don't remember that part
we were so fucked and according to my mom it was all his fault
when my brother talks about that sometimes my face gets hot in the bad way
i know he is scared of ending up like that
i know that is why his priorities are so fucked up
so we packed up our shit
drove around in the van for two weeks with nowhere to go
brushed our teeth in capitalist establishments
i remember eating peanut butter and wonder bread in the backseat
my brother traded pogs with the kids at school
we drove to missouri
where everything was cheap
we grew up there
where everything was cheap
when i tell people that i know they don't believe me
but that is okay
i don't need them to
i just need to never eat wonderbread ever again
and also to pluck teeth out of people's skulls and give them to homeless people with drug problems when they name drop all of their famous acquaintances over a nine dollar drink in my mind
when we were walking today you turned to me and pointed to a bald man wearing an ipod on his head
and said, "that is my therapist. don't look at him... walk slow... slower.... ok, good, good."
i said i didn't know you had a therapist
then you said very few people in manhattan don't have therapists
and i said yeah
we passed a drug store and a bookstore and an adidas store and then a furniture store and then about forty other stores
you hugged me in the subway and i know i will not see you for a long time
that is okay though i guess
you are a happy camper
you wrote something on a dollar bill for me to look up on the internet
and i am worried i will spend it before i get around to it
but then it will be my own fault so that is ok
most of the trees i have seen here are
leading roles in woody allen movies, or,
tied up with twine, pine, and range from 20-200 us dollars
and you can get your tree delivered to your place, if you want
ohio is going to kill me with trees
can't wait can't wait can't wait
C-GGFP - Bonbardier DHC-8Q-402 Dash 8 - Air Canada express (operated by JAZZ)
at Toronto Lester B. Pearson Airport (YYZ)
C-FMDW - deHavilland Canada DHC-8-311 Dash 8 - Air Canada express (operated by JAZZ)
at Vancouver International Airport (YVR)
C-FZPW - Beechcraft B-200 Super KingAir - Keewatin Air
Nunavut Lifeline-titles - ambulance aircraft
at Winnipeg (YWG)
FIAT 850
Se qualcuno è interessato ci sono auto in vendita !
" COLLECTION POLITI " www.collezionepoliti.it/ita/camion.aspx#
CRISTIANO POLITI :
Chi è costui? E' una cosa per padani DOC. E' un collezionista piacentino che, in molti anni, ha raccolto una quantità incredibile di autocarri e altri mezzi d'epoca. Sono suoi, fra gli altri, i grandi depositi di automezzi di Castelvetro piacentino e di Caorso. Anche se purtroppo chiusi, si possono egualmente vedere un compendio della storia de camion e degli autobus italiani. Alfa Romeo, OM, Bianchi, Fiat, Lancia. In massima parte sono veicoli molto malridotti recuperati da demolitori o da aziende, ma sono accantonati per fornire pezzi di ricambio ai mezzi che intervengono numerosi ai raduni della, i cui pezzi forti sono degli splendidi Lancia Esatau. Molti mezzi hanno conservato le targhe originali.
CRISTIANO POLITI :
Who is him? This is for inhabitants of Padova. This is a collectioner by Piacenza, that collectioned a bug quantity of container truck and other old means. He’s also the owner of big storage areas of means from Castelvetro Piacentino and Caorso. Unfortunately these storage areas are closed but we can see a piece of Italian buses and trucks’s history. Alfa Romeo, OM, Bianchi, Fiat, Lancia. The majority of these are out of work, rescued from demolition entreprises or other corporations. They serve to furnish spare part sto new trucks, that take part in meetings. One of the most important pieces is Lancia Esatau. Many trucks have their original licence plate.
Caorso Pc ITALY 30.07.2011
C-GLSJ - Boeing B-727-227Adv. - Starjet (division of CargoJet Airways)
at Hamilton International Airport (YHM)
in service as the campaign-plane for the Liberal Party of Canada - Paul Martin during the 2006 federal election
c/n 20738 - built in 1973 and delivered to Braniff International as N425BN
1981 - 2003 operated by American Airlines as N731AA
sold to Ryan International and leased to CargoJet/Starjet
wfu and finally scrapped at YHM 2010
scanned from Kodachrome-slide
This is all that remains of the Chicago Great Western in Dubuque, Iowa in 1980. CNW 1638 heads to tie down for the day at Fair Ground as is passes under the E 32nd St. bridge.
C-GHML - Bombardier (Canadair) CL-604 Challenger - Flightexec
at Hamilton International Airport (YHM)
C-GTBP - deHavilland DHC-8-102 - Air Canada Express ( operated by JAZZ)
at Toronto Lester B. Pearson Airport (YYZ)
c/n 66 - built in 1987 for Air Atlantic,
later transferred to Time Air, Canadian Region, Air Canada Regional -
leased to Caribbean Sun Airlines 2003 -
with JAZZ since 2004
C-GSWJ - Boeing B-737-7CT/W - WestJet -
(leased from BOC Aviation)
at Hamilton International Airport (YHM)
c/n 37423 - built in 2010 -
retired and returned to lessor 07/2024 -
ferried Calgary (YYC) - Coolidge/AZ (P08) 24.07.24 - canx. 24.09.2024
C-GHJJ - Sikorsky S-76A - Helijet International
at Victoria Harbor Heliport
c/n 760235 - built in 1984
C-GUWS - Boeing B-737-76N/W - WestJet (leased from GECAS)
at Toronto Lester B. Pearson Airport (YYZ)
c/n 33.378 - built in 2002 - stored MZJ 3/22/22 - canx. 04/04/22
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background
The North American Aviation P-51 Mustang was an American long-range, single-seat fighter and fighter-bomber used during World War II, the Korean War and other conflicts. The Mustang was conceived, designed and built by North American Aviation (NAA) in response to a specification issued directly to NAA by the British Purchasing Commission. The prototype NA-73X airframe was rolled out on 9 September 1940, 102 days after the contract was signed and, with an engine installed, first flew on 26 October.
The Mustang was originally designed to use the Allison V-1710 engine, which had limited high-altitude performance. It was first flown operationally by the Royal Air Force (RAF) as a tactical-reconnaissance aircraft and fighter-bomber (Mustang Mk I). The addition of the Rolls-Royce Merlin to the P-51B/C (Mustang Mk III) model transformed the Mustang's performance at altitudes above 15,000 ft, giving it a much better performance that matched or bettered almost all of the Luftwaffe's fighters at altitude. The definitive version, the P-51D (Mustang Mk IV), was powered by the Packard V-1650-7, a license-built version of the Rolls-Royce Merlin 60 series two-stage two-speed supercharged engine, and armed with six .50 caliber (12.7 mm) M2 Browning machine guns.
The Mustang VI (later re-designated FR.6; the Mustang V was a lightweight fighter of which only one prototype reached England) was an indigenous, British project that was based on the P-51D. It was to meet Air Ministry Specification F.4 of 1940 for a high altitude fighter, designed to fight at extremely high altitudes, in the stratosphere.
Background was that Great Britain feared, with an ever increasing air superiority over the British Isles, that German bomber raids might come in at very high altitudes in the near future, staying out of reach from conventional defense measures. Earlier reconnaissance flights of Ju 86P aircraft had already shown that this was a realistic scenario. Additionally, the domestic development progress of pressurized cockpits for high altitude fighters convinced authorities that Germany would easily be on the same technical level, so that a high altitude interceptor was indeed needed.
While Westland and Vickers responded with twin-engined designs, North American was also requested to modify the relatively new Mustang (which was designed for medium to high altitudes) for extreme altitudes, as F.4/40 specification was revised into F.7/41 in early 1941. British pressurized cabin technology was to be incorporated, but the engine could be based on US technology.
North American was quick to respond and modified a P-51D airframe. This prototype was internally coded NA-73HK and ready for inspection in mid-late 1942.
The NA-73HK’s most obvious feature was the enormous high aspect ratio wing, achieved by extended wing tips, together with a fortified internal wing structure and weight saving measures (which had already been designed for the lightweight Mustang V). This new wing necessitated enlarged tail surfaces and a slightly elongated fuselage to provide a longer moment arm.
The aircraft was powered by a Packard V-1650-20 engine that delivered 1.233 hp (920 kW) at 35,000 ft (10,668 m). It was based on the Rolls Royce Merlin 76 (RM 16SM), but instead of the standard two-speed, two-stage supercharger it was coupled with a General Electric C-23 turbo-supercharger. The system was fitted with A.D.I and a General Electric ignition system with a tubular ignition harness developed by the Scinitilla company. A water injection system was added for short-term power boosting, too. The original Bendix-Stromberg carburetor was retained, even though optimized for lower air density use and a higher air mass flow. It drove a new, four-bladed propeller with increased diameter and enlarged single blade area.
Since the slender P-51 airframe did not allow the placement of the turbo-supercharger in front of the cockpit it was re-located into a large ventral fairing which replaced the original radiator tunnel – the basic layout resembled that of the P-47 Thunderbolt. But due to lack of internal space the system had to be connected through external exhaust pipes running along the fuselage flanks. This was a draggy arrangement, but it would not matter much anymore once the aircraft was at its intended operating altitude of 40.000 ft (~12.000m) and beyond.
The cockpit retained an aft-sliding bubble canopy, even though it had to be reinforced and was quickly recognizable through its stiffener bars. The cockpit pressurization system was driven by a separate Rotol supercharger attached to the engine, providing a constant pressure of 3.5 psi (24 kPa) over the exterior pressure. This resulted in an apparent cabin altitude of 24,000 feet (7,300 m) when the aircraft was operating at its design altitude of 45,000 ft (14,000 m).
This cabin altitude was still too high for normal breathing, so the pilot had to wear an oxygen mask during flight. A rubber gasket filled with the pressurized air sealed the canopy when the system was turned on, and a valve ensured the pressure was controlled automatically. Moreover, the pilot also had to wear a high altitude suit as he might have been required to bail out at altitude.
Detail work turned into time-consuming process, though. For instance, the Mustang VI, how the type was called by the RAF, and “The White Horse” by its pilots and service drews, required a new, sophisticated electrical system. This was necessary in order to minimize the number of seals and points of entry into the cockpit for the controls and instrumentation. It worked, but it was complicated: it took an electrician experienced in the features of the Mustang VI almost four hours to undertake a pre-flight check of this system!
The armament was modified, too. The original six 0.5" machine guns were to be replaced by four long-barreled Hispano 20 mm cannon in the wings. These offered greater range and ensured more damage against the expected, big targets.
Five prototypes were used in the development process in early 1943. Despite its complexity the White Horse proved to be successful, as it easily reached 50.000 ft. (15.000 m) altitude and handled well. But production was delayed as the standard P-51D had priority and no immediate high altitude threat from Germany materialized.
Serial production eventually started in mid-1944, but at a much smaller scale than initially planned: the original production plan from late 1942 demanded no less than 500 specimen, but towards late 1943 this drastically reduced to 100, and eventually only a mere 50 of these aircraft actually reached its exclusive user, the Royal Air Force, until early 1945.
When the Mustang VI arrived at the frontline in January 1944, there was virtually no sign of high altitude aircraft to be intercepted – and there was hardly any other use for this specialized aircraft. As a consequence most of the almost new airframes were modified to carry cameras for high altitude reconnaissance missions. These machines were converted by the Forward Repair Unit (FRU) to have two camera compartments fitted: one behind the cockpit cabin, facing to port or starboard, with respective windows added behind the cockpit and above the turbocharger compartment, and another in the extension segment in front of the tail wheel, where up to two vertical cameras could be mounted (even though the location proved to be rather unsuitable, as hot air from the radiator and oil leaking from the turbocharger frequently obscured clear vision). These modified aircraft were re-designated Mustang PR.VI, which turned into FR.6 from late 1944 on.
After WWII hostilities ended, a small number of Mustang FR.6 was kept in RAF service and allocated to squadrons in Germany and in the Far East, where the aircraft were exclusively used for reconnaissance duties.
One of the type's last missions took place in 1951, when Hainan Island (People's Republic of China) was targeted at the behest of U.S. Naval Intelligence for RAF overflights. RAF Mustang FR.6 of 80 Squadron, based at Kai Tak Airport in Hong Kong, were deployed, together with Spitfire PR.19 from 81 Squadron.
General characteristics
Crew: 1
Length: 34 ft (10,37 m)
Wingspan: 48 ft 9½ in (14.90 m)
Height: 14 ft 7½ in (4.46 m) w. tail wheel on ground & vertical propeller blade
Empty weight: 4,870 kg (10,737 lb)
Loaded weight: 5,100 kg (11,244 lb)
Max. take-off weight: 6,020 kg (13,272 lb)
Fuel capacity: 1,200 l (264 imp gal)
Powerplant:
1 × Packard V-1650-20 liquid-cooled piston engine, rated at 1.233 hp (920 kW) at 35,000 ft (10,668 m)
Performance
Maximum speed: 420 km/h (261 mph; 227 kn) at sea level, 660 km/h (409 mph) at 15.000 m (49.130 ft)
Cruise speed: 362 mph (315 kn, 580 km/h)
Range: 460 km (286 mi; 248 nmi) at maximum continuous power with 595 l (131 imp gal) of fuel at sea level; 1,440 km (895 mi) with 1,200 l (264 imp gal) of fuel at 15.000 m (49.130 ft)
Service ceiling: 50.500 ft (15.420 m)
Maximum ceiling: 55,610 ft (16,950 m)
Rate of climb: 11.5 m/s (2,260 ft/min) at sea level, 3.92 m/s (13 ft/s) at 15.000 m (49.130 ft)
Armament
4× 0.787 caliber (20mm) Hispano cannons with 200 RPG in the outer wings; some aircraft only carried a pair or these or were completely unarmed to save weight
2× hardpoints for up to 2.000 lb (907 kg) of external ordnance under the wings, typically only two drop tanks were carried.
The kit and its assembly
I've always been a big fan of the Westland Welkin and its elegant high altitude livery in PRU Blue and Medium Sea Grey, but lacking a suitable kit this had always been just a plan - until you build a suitable aircraft on your own! The plan for a high altitude Mustang had also been lingering for some time, as I found good donation parts in the stash (see below).
So... why not combine these into a whif model? Specification F.4/40 was a good real world background, and maybe a single-engined aircraft in the style of the Bv 155 would have been a better answer than the twin-engined Welkin or its competitor, the Vickers 432?
The basis is the Hasegawa P-51D. It's a decent kit with good detail but only of average fit. It's an old casting, but for this conversion it was a very good basis.
Many things were changed in order to create the FR.6, though:
● Wing tips extended with parts from a HUMA Me 309 (leading and training edge sweep match perfectly!)
● Extended rear fuselage, with a 2C putty plug (about 1 cm) inserted
● Elongated fin, the upper half comes from a Special Hobby He 100D
● New stabilizers, taken OOB from an ART Model Bv 155
● New ventral fairing; it's a seriously trimmed radiator from the aforementioned ART Model Bv 155 with scratch parts
● New/larger carburetor air intake, from a Matchbox Martin Marauder
● Camera windows on the real fuselage - simply drilled holes, filled with black glass paint and Humbrol Clearfix
● New propeller; the spinner is OOB, the blades come from the ART Model Bv 155, too
● New canopy; it's a vacu piece, also leftover from the ART Model Bv 155 (it fits almost perfectly!)
● Long-barreled Hispano cannons from a late Spitfire kit from Special Hobby
Fortunately I had everything at hand, true spare-parts recycling. Building the thing was pretty straighforward, the biggest issue were the fuselage with its extension and the bulbous, dorsal fairing, and the extended fin.
The exhaust system was completely scratched from styrene profiles. I used the Bv155 and a P-47 explosion sketch as design benchmarks – but I give NO guarantee for realism! Some small details were added with white glue, which was also handy as a kind of fluid putty that would bridge some gaps in the piping.
Painting and markings
I had a clear benchmark, to my Mustang FR.6 ended up with upper sides in uniform Medium Sea Grey (Humbrol 165) and lower sides in PRU Blue (Humbrol 230). Since the Mustang has a similar layout as the Spitfire, I went for a high waterline - I think that this makes the aircraft more interesting than an all-grey upper side?
The basic tones were later highlighted through dry-brushing with lighter shades (Humbrol 145 and 167) and a thin black ink wash.
The interior incl. the landing gear was painted in Interior Green (Humbrol 78). The complex exhaust system received special attention with some graphite, as I wanted to present the pipes as painted, yet totally scorched and worn from the hot gases inside, so that they stand out in front of the all-blue background.
The markings come from a Special Hobby Spitfire F.23 which contains markings for several RAF 80 Squadron machines based in Hong Kong. I kept the aircraft rather sober, with minimal markings and just the 80 Squadron ‘Bell’ badge as individual highlight.
After some additional dry-brushing with medium grey overall, the kit was sealed with a coat of matt acrylic varnish.
A quick one and everything was kept very simple and straightforward, even though it might appear different. In the end the modified Mustang looks very nice and elegant, despite the extra plumbing and slightly distorted proportions. It actually looks like the illegitimate offspring between a P-51D and a Bv 155 in a dark night over the Channel...?
I just got a "mod" for my PSP (running 2.71 SE-C firmware) that takes screenshots. The homebrew apps are by far the best thing on the PSP.