View allAll Photos Tagged nonexistent
Somewhere out there in my neighborhood tonight, a bunch of baby foxes are waiting for their Momma, but she's not coming home... (I base this assumption on the fact that this fox was obviously breastfeeding)
There are plenty of Red Foxes in this area, and there might be more than this badly fragmented habitat could support, if it weren't for the "apex predator" of our time, the automobile.
This fox was on a narrow/nonexistent shoulder beneath a steep drop off from a thin wooded margin along a very busy road. I dragged it back about 10 feet before photographing it, because otherwise I would have been in the path of oncoming traffic myself.
This might be my favorite local mammal. Such a beautiful intelligent creature. I have watched a few generations of foxes grow up in Columbia Gardens Cemetery. This was only a few blocks from there, so I am guessing she was somehow related to that family, but I'm not sure how.
What looks like wear to the tip of the tooth is actually fresh damage from the auto impact. This appears to be a fairly young fox, perhaps she was born in the cemetery maybe two years ago and dispersed in an attempt to find her own territory. This might have been her first litter. I can't imagine it is the old cemetery matriarch, unless this was a new old cemetery matriarch (foxes don't live forever, even if they manage to avoid being struck by cars) Now I have to resist the urge to try and find the starving kits, who are clearly better off not being bottle-fed by sentimental humans.
Fred Weick had been the assistant chief of aeronautics design at the National Advisory Committee for Aeronautics (NACA) in the early 1930s, and as such had participated in testing a spin-resistant aircraft, dubbed the W-1. The one-off W-1 prototype had been built by NACA engineers in their spare time and at their own expense, and showed superb handling characteristics. Weick liked the design so much that he decided to go into business for himself; in 1936, he resigned from NACA and joined the Engineering and Research Corporation (ERCO) at College Park, Maryland.
Drawing on his experience with the W-1, Weick designed the ERCO 310 Ercoupe in 1937. The driving force behind the Ercoupe was a cheap aircraft--something necessary in the cash-strapped Depression years--but one that was also very safe and easy to fly. The endplate tail and low wing was a little unusual in a time dominated by single tail, high wing civil aircraft, but what made the Ercoupe truly unique was its lack of rudder pedals: the aircraft was flown entirely by the control wheel. This made the Ercoupe very easy to fly, and its design, with some basis in the W-1, was nearly impossible to spin. Finally, because the Ercoupe was made of aluminum, it was tougher than its fabric-covered competition.
The Ercoupe showed a lot of promise, but before it could become popular, the United States entered World War II. All aluminum was diverted to wartime production, and Ercoupes were instead built with wood. This made them remarkably quiet, and though production was almost nonexistent due to the war, a few ERCO 310s were used by the Civil Air Patrol to patrol the US East Coast for German U-boats--wooden 310s were so quiet, U-boat crews on the surface could not hear them until they were on top of the submarine. Unfortunately, the diminutive Ercoupe could not carry depth charges, so this early stealth ability was of limited use.
Once the war ended, ERCO swung back into production, and the Ercoupe proved the company's faith in the aircraft. At one point, the company was averaging 3500 aircraft a year, marketing them in mail-order catalogs and flying them to airshows, and the Ercoupe was one of the cheapest aircraft available. Unfortunately for ERCO, the market was also glutted postwar, and the Ercoupe could not compete against much larger companies, such as Cessna and Piper. ERCO went bankrupt in late 1946, and was bought out by Aeronca.
The Ercoupe was not gone, however. Over the next 30 years, seven companies would own the patent for it, and produce aircraft, ending with Mooney rolling out the last in 1970. Even today, spare parts remain plentiful.
As a rule, I usually don't photograph general aviation aircraft, but I have a friend who loves the Ercoupe, so I got this picture for him. This is a postwar ERCO 415C with an uprated engine; it was donated to Pima in 1990, but not placed on display until 2004.
The Hogwarts Express was easily the largest creation at this year's Carmel Sandcastle Contest, made by the group that did the Pirate's Galleon last year. They even built ramps below the tableau so you could see it from a bit more elevation. This morning's paper tells me that this creation won the coveted Golden Shovel, for best in show, for the second sequential win for the contestant, a software engineer from Silicon Valley.
A delightful surprise in this image is the bird, lower right, checking it out.
Taken from the string of my Fled Mk II kite. Wind on the ground was nonexistent, but starting by stretching out 100 feet of line on the ground, I was able to work it up to about 300 ft, where there was enough to lift my light autoKAP rig.
Though personalized art appeared during World War I, and occasionally grew to incorporate the entire aircraft, most pilots carried a saying or a slogan, or a family crest, or squadron symbol. Some were named, but nose art was not common. During World War II, nose art not only saw its true beginnings, but its heyday.
No one knows exactly who started nose art first--it appeared with both the British and the Germans around the first time, with RAF pilots painting Hitler being kicked or skulls and crossbones on their aircraft, while German nose art was usually a personal symbol, named for a girlfriend or adopting a mascot (such as Adolf Galland using Mickey Mouse, something Walt Disney likely didn't approve of). It would be with the Americans, and a lesser extent the Canadians, that nose art truly became common--and started including its most famous forms, which was usually half-naked or completely naked women. This was not always true, but it often was.
The quality of nose art depended on the squadron or wing artist. Some of it was rather crude, while others were equal to the finest pinup artists in the United States, such as Alberto Vargas. For men thousands of miles away from home and lonely, a curvaceous blonde on a B-17 or a P-51 made that loneliness a bit easier. Others thought naked women were a little crude, and just limited themselves to names, or depicted animals, cartoon characters, or patriotic emblems, or caricatures of the Axis dictators they were fighting.
Generally speaking, there was little censorship, with squadron and group commanders rarely intervening on names or pictures; the pilots themselves practiced self-censorship, with profanity almost unknown, and full-frontal nudity nearly nonexistent. After the loss of a B-17 named "Murder Inc.," which the Germans captured and used to make propaganda, the 8th Air Force, at least, set up a nose art committee that reviewed the nose art of aircraft--but even it rarely wielded its veto. For the most part, nose art was limited only by the crew's imagination and the artist's ability. The British tended to stay away from the lurid nudes of the Americans, though the Canadians adopted them as well. (The Axis also did not use nose art in this fashion, and neither did the Soviets, who usually confined themselves to patriotic slogans on their aircraft, such as "For Stalin!" or "In the Spirit of the Motherland!")
When World War II ended, so did nose art, for the most part. In the peacetime, postwar armed forces, the idea of having naked women were wives and children could see it was not something the postwar USAF or Navy wanted, and when it wasn't scrapped, it was painted over. A few units (especially those away from home and family) still allowed it, but it would take Korea to begin a renaissance of nose art.
"Short Bier" is B-17G 44-83663, a "Fort" that never saw combat; most of its career was actually with the Brazilian Air Force. It was acquired for the Hill Aerospace Museum in 1987 by Utah businessman John Lindquist, who requested the aircraft be restored as "Short Bier," a B-17 he had flown in during World War II. The real "Short Bier" was shot down during the war.
"Short Bier's" nose art shows a rather disgusted Hitler stuck in a coffin that's too short for him. Next to the nose art is 38 mission markers--three over the tour limit by 1944. It is in the colors of the 493rd Bomb Group, based at RAF Debach, Great Britain.
You've got a troupe l'oeil fake balcony, it takes some nerve to paint a fake live peacock on it. He's gonna flutter off into the nonexistent shadowed interior there, much like Wile E. Coyote's Roadrunner.
VE30DETT is nonexistent engine.
日産のV型6気筒エンジンには、マイナーですがVE型がありまして、
VE30DEというのがマキシマに搭載されていました。
VG30DEエンジンをタイミングチェーン化したもので、
後のVQ30DEエンジンに繋がるものですね。
ただ、このVE30DEエンジンはNAしか存在しないので、
タイトルのようなVE30DETT、つまりツインターボ（TT）モデルは存在しません。
My impression of a nonexistent Ford...
an Anglia 2+2 Coupe, which in this case has been Rodder!
I created this using ArtRage & my trusty Wacom tablet.
It was a lovely sunny day and I couldn't have picked a nicer place to have my back act up than here on Salmon River Road. I managed to get a couple of decent shots of the old cedar rail fences that line this pleasant street and since traffic is practically nonexistent here this was a good place to set up a folding chair and have a smoke. Moon was free to chase whatever fauna happened by, all I wanted was bit of relief and to listen to the wind.
Settled into the chair I laid the camera down in the leaf litter beside me. Not finding any squirrels to harass Moon joined me. I imagined myself being in a Norman Rockwell painting. A few moments of bliss passed before I noticed that Moon had taken an interest in the camera. One clumsy paw must have connected with the go button, because Moon snapped this picture. He got a few others too, but doggy slobber on the lens made the shots unusable.
A spectacular c. 1730 map of the Ottoman Empire, including Greece, Turkey, Persia, Egypt and Arabia, by the important Augsburg map publisher Gerog Matthaus Seutter. Depicts from Italy eastward to the Caspian Sea, which is depicted in its entirety. Includes Crimea and the Caucuses: Georgia, Circassia and Armenia. Extends south to include all of Arabia and the northern tip of the Horn of Africa. Generally accurate with a few cartographic anomalies. The Dead Sea is over-large and misshapen. A large and nonexistent lake appears just west of the Nile Delta. In the lower left hand quadrant there is a large decorative title cartouche attributed to the Augsburg silversmith Abraham Drentwet. Depicts the ottoman Emperor gloriously robed with and enthroned. On the ground before him two men bow and offer hum treasures. The images on the right of the title offer a more allegorical references and include an European holding a globe, a lion, the Rod of Asclepius, a Medusa head shield and s spear. Angels with trumpets look on from above. A map key appears in the lower right quadrant. Cartographically similar to Visscher's 1690 map of the same area. This is a rather unusual state of the map and one of the few examples wherein S.G. Maj Geogr. Aug follows Seutter's name in the title cartouche. The only comparable example we have found is in the British Museum.
Occasionally a line of grey cars crawls along an invisible track, gives out a ghastly creak and comes to rest, and immediately the ash-grey men swarm up with leaden spades and stir up an impenetrable cloud which screens their obscure operations from your sight.
But above the grey land and the spasms of bleak dust which drift endlessly over it, you perceive, after a moment, the eyes of Doctor T. J. Eckleburg. The eyes of Doctor T. J. Eckleburg are blue and gigantic--their retinas are one yard high. They look out of no face but, instead, from a pair of enormous yellow spectacles which pass over a nonexistent nose. Evidently some wild wag of an oculist set them there to
fatten his practice in the borough of Queens, and then sank down himself into eternal blindness or forgot them and moved away. But his eyes, dimmed a little by many paintless days under sun and rain, brood on over the solemn dumping ground.
The valley of ashes is bounded on one side by a small foul river, and when the drawbridge is up to let barges through, the passengers on waiting trains can stare at the dismal scene for as long as half an hour. There is always a halt there of at least a minute and it was because of this that I first met Tom Buchanan's mistress.
F. Scott Fitzgerald: The Great Gatsby (1925)
Alternate title: Love & Marriage
So I set out to get a shot of my wedding ring because lately, i've been thinking about how lucky I am to be married to such an amazing guy.
However, I got this shot (first try) & was so amazed at what the "magic light" did to my nonexistent bust size that I got thoroughly side-tracked!
The light should ALWAYS be this good EVERYWHERE!
The line-up at stop lights before and after work is reminiscent of a race. As you can see, helmets are practically nonexistent. We saw two crashes: one ended with a guy hopping around, holding a bloody foot; the other with two people thrown across the intersection, but picking themselves up without apparent injury. In both cases, persistent honking invited the laggards to get the f*** out of the way.
This ship is my favorite out of my physical collection. Its just the rights size for play while still having enough detail for display and has an interior. Said interior is based of the cross section book for the force awakens. There is a single bed and nothing else. I wish that the bed could be moved over though, as it is taking up quite a bit a space.
Problems:
the rear door is invisible
the rear wings are not all the way at the end of the ship
there are no front wings
the cockpit is nonexistent
I didn't just want to throw the product of two hours labor into the park pond. Shirtless kids would rip it to shreds before my very eyes, searching for the (nonexistent) coin inside. I went to the riverside and got onto a random boat with other people.
We found Andrew Linn drifting around in the almost nonexistent breeze in his Puddle Goose, using plans from Michael Storer as inspiration, but adding significant personal touches.
Iganga, Uganda.
I have spent the last two weeks in east Africa travelling and meeting people in Uganda and Kenya. It's been a lifechanging experience. No more, no less. Hopefully my images from this trip into another world (there is no other way of putting it really) will be able to convey some of that.
This man had a poultry-business that had started with a single chicken and now made it possible for him to feed his family and make a living. In Uganda the health & safety standards when it comes to animals are virtually nonexistent. The same goes for the humans.
Quote by Henry David Thoreau.
View large on white highly recommended.
This ship is my favorite out of my physical collection. Its just the rights size for play while still having enough detail for display and has an interior. Said interior is based of the cross section book for the force awakens. There is a single bed and nothing else. I wish that the bed could be moved over though, as it is taking up quite a bit a space.
Problems:
the rear door is invisible
the rear wings are not all the way at the end of the ship
there are no front wings
the cockpit is nonexistent
Photo by Oscar Leiva/Silverlight
Comasagua is located in southwestern El Salvador in the Balsamo coastal range between San Salvador and La Libertad departments. The Balsamo Range is a coffee producing area with 3,452 coffee farmers with 33,502 ha of coffee. These coffee-dominated watersheds on the south slopes of the Balsamo mountain range are the water sources and recharge areas for water sources for the towns and villages in the upper watershed plus numerous fast-growing tourist cities and towns in the coastal zone directly south of Comasagua, including the city of La Libertad. The high elevation coffee farms in Comasagua produce high quality coffee. Nevertheless, most farms have yields far below potential and investment continues to be limited. Coffee rust hit many of these farmers severely in 2012.
There has never been a significant water resource management program in this area; the water issues are serious and highly conflictive within these watersheds. Collaboration between municipalities, communities and coffee producers is considered weak to nonexistent.
As evident by the single side mirror on the driver's side, everything and anything back in the 1950's on American cars was either chrome or stainless steel. Unlike today's cars when anything shiney is just about nonexistent, and anything that might look like chrome is usually made of plastic.
Next set of images on Monday will feature the interior of the car, or "cockpit" as hubbie calls it, before moving onto the engine and full exterior. For those of you that got this far, I hope you're enjoying the series and that you have a wonderful upcoming weekend.
Lacey
ISO200, aperture f/8, exposure .011 seconds (1/90) focal length 75mm
Co-presented by Part Time Punks
In 1977, San Francisco-based artist Joe Rees founded Target Video. Target taped bands in its studio space, in clubs, at parties and on the streets of the world at a time when music television was nonexistent. With a vision and love for underground music and art, Target documented a truly explosive era, and in the process created a massive archive of punk rock performance footage that captured the scene in all its raw clumsiness and exuberance. Joe Rees and Target co-conspirator Jackie Sharp will be in-person at the Cinefamily to present a two-hour program drawing from the seemingly bottomless Target library, focusing this time on an L.A./So Cal-centric program featuring classic footage of local heroes (The Screamers, Black Flag, TSOL) alongside lesser-known-but-equally awesome acts (Nervous Gender, BPeople, The Plugz). This may be your one and only chance to ever see these clips, so this night is not to be missed! Part Time Punks DJ Michael Stock will be spinning records before and after the show!
Tickets are 10 bucks! Buy them here!
Parable from Ramana Maharishi
Ten foolish men forded a stream and on reaching the other shore wanted to make sure that all of them had in fact safely crossed the stream. One of the ten began to count, but while counting others left himself out. "I see only nine; we have lost one. Who can it be ?" he said. "Did you count correctly?" asked another, and did the counting himself. But he too counted only nine. One after the other, each each of the ten counted only nine, missing himself. "We are only nine, they all agreed, "but who is the missing one?" they asked themselves. Every effort they made to discover the 'missing' individual failed. "Whoever he is that is drowned," said the most sentimental of ten fools, "we have lost him."
So saying, he burst into tears, and the rest of the nine followed suit. Seeing them, weeping on the river bank , a sympathetic wayfarer inquired for the cause. They related what had happened and said that even after counting themselves several times they could find no more than nine. On hearing the story, but seeing all the ten before him, the wayfarer guessed what had happened. In order to make them know for themselves that they were really ten, that all of them had come safe from the crossing, he told them, " Let each of you count for himself but one after the other serially, one, two three and so on, while I shall give you each a blow so that all of you may be sure of having been included in the count, and included only once. The tenth 'missing' man will then be found." Hearing this, they rejoiced at the prospect of finding their "lost" comrade and accepted the method suggested by the wayfarer. While the wayfarer gave a blow to each of the ten in turn, he that got the blow counted himself aloud. " Ten", said the last man as he got the last blow in his turn. Bewildered, they looked at one another. We are ten, " they said with one voice and thanked the wayfarer for having removed their grief.
That is the parable. From where was the tenth man brought in? Was he ever lost? By knowing that he had been there all the while, did they learn anything new? The cause of their grief was not the real loss of any one of the ten; it was their own ignorance, rather their mere supposition that one of them was lost( though they could not find who he was) because they counted only nine.
Such is the case with you. Truly there is no cause for you to be miserable and unhappy. You yourself impose limitations on your true nature of infinite Being and then weep that you are but a finite creature. Then you take up this or that sadhana to transcend the nonexistent limitations. But if you sadhana itself assumes the existence of the limitations, how can it help you to transcend them?
Hence I say know that you are really the infinite, pure Being, the Self Absolute. You are always that Self and nothing but that Self. Therefore, you can never be really ignorant of the Self; your ignorance is merely a formal ignorance, like the ignorance of the ten fools about the "lost" tenth man. It is this ignorance that caused them grief.
Know then that true Knowledge does not create a new Being for you: it only removes your 'ignorant ignorance'. Bliss is not added to your nature; it is merely revealed as your true natural state, eternal and imperishable. The only way to be rid of your grief is to know and be the Self. How can this be unattainable?
The Self is God. "I am" is God. If God is apart from the Self, He must be a selfless God, which is absurd. All that is required to realize the Self is to be still. What can be easier than that?
prefeito cristóvão quebrando o código de trânsito e a convenção de viena simultaneamente. o que é uma seta para baixo? siga em sentido contrário? isso é uma placa de advertência ou regulamentação?
holga, fuji superia iso400 120, no post-processing.
This photo was taken on a Sunday evening in my apartment living room. I am sitting on the couch, and this photo features no filter nor makeup nor editing of any kind.
This last photo is the most raw, most accurate, and most vulnerable image of myself. I was still in the conflict with my roommate that left me with the worst anxiety I had felt in a long time. I struggle with acne, which typically is not seen with the makeup and the filters but is shown here. I look exhausted because I am exhausted. In my apartment, where this was taken, I can be fully myself. My social identity is nonexistent because there is no one to impress or to see me, really. I don't have to hide anything about myself. And here, you can see in the camera the stress, anxiety, and insecurities that I do try to hide from the world. My mental health is a constant battle and this day I wasn't feeling confident or on top of the world. My health identity was quite the opposite, actually. In addition to personal things, there is also school and the stress of being a student. Feeling overwhelmed with assignments but little motivation to do them because of everything else going on in my life. This all culminated into this picture, where I chose to take a photo to capture the bad and ugly part of "the good, the bad, and the ugly" for this selfie album. Filters inherently mask us. They present edited, prettier, better, versions of ourselves. Or so we think. Because the truth is, it's a filter. An incomplete picture. This is the complete picture. And it's just as important to love this version of yourself too. I struggle with anxiety, and self-confidence. There are a lot of times where I feel far from good enough. But the truth is that I am. I don't need to hide my acne-prone sensitive skin, nor the dark circles under my eyes, nor the occasional frown. It's all a part of being human in this life. That is my real identity. A soul within a human suit. And that's truly the only reality that matters.
CAPSTONE ADDITION:
This photo is included because it is me at my most vulnerable, a stark contrast to the first photo of the album which is all filters. I have learned over the course of the semester to appreciate myself in a natural state and have love for myself even when I don't feel beautiful. I have learned to find the true beauty in the simplicity of not wearing makeup, being in pajamas, having acne, and not posing perfectly for the camera. Instead, I can appreciate that I'm just a person. I'm just a human. And that's beautiful. I have eyes to see beautiful things. Ears to hear beautiful sounds. The art we've gone over throughout the semester really made me fall in love with art itself again. Especially because the artists were anonymous, it helped me relate that the "person" doesn't matter. It's what you leave behind, what you give to the world, what your soul consists of. That's the real beauty. That's the real art. I enjoy just being able to look at and consume art. And I've learned that art is a mirror, and what you look at also looks into you. I feel beautiful because I view beautiful things. Simple things. A mural on the side of a building. The beauty of the earth, even. Self-love is a journey, but I've grown a lot during the semester on it.
This ship is my favorite out of my physical collection. Its just the rights size for play while still having enough detail for display and has an interior. Said interior is based of the cross section book for the force awakens. There is a single bed and nothing else. I wish that the bed could be moved over though, as it is taking up quite a bit a space.
Problems:
the rear door is invisible
the rear wings are not all the way at the end of the ship
there are no front wings
the cockpit is nonexistent
This ship is my favorite out of my physical collection. Its just the rights size for play while still having enough detail for display and has an interior. Said interior is based of the cross section book for the force awakens. There is a single bed and nothing else. I wish that the bed could be moved over though, as it is taking up quite a bit a space.
Problems:
the rear door is invisible
the rear wings are not all the way at the end of the ship
there are no front wings
the cockpit is nonexistent
ALL DAY GIRLS FILL AND EMPTY HEAVY BASKETS OF ROCK
Romano/Stolen Childhoods
Gravel Quarries are a common sight in Orissa and other states in India. The children that work here are exploited 12-16 hours a day, 7 days a week, 365 days a year. Their world consists only of these piles of rocks, dust and back breaking work. At night many sleep in the open or in makeshift shelters where sanitary conditions are nonexistent. There are no schools here, and for many there is no family. Some of the children working here have been trafficked from other areas where their parents have been forced to either sell themselves or their children into debt bondage (Slavery) or, if they are lucky enough not to be bonded, are dependent on the meager wages that these children can provide.
The work is extremely brutal, hazardous, abusive sometimes lethal. Working all day in the hot sun where temperatures regularly climb above 100F (37C), they carry well over a ton of rock a day, to stand on line exposed to the rock dust from the grinder. The pay, If there is any, is minimal, and conditions fall well below minimum levels required by law and are illegal for children . Nonetheless the kids work, Driven by necessity , often unaware of what they are getting into and sometimes tricked or virtually kidnapped by unscrupulous agents and middlemen. For many, their debt actually increases over time due to dishonest accounting.
The poor pay and hard work are just the beginning. These children tend to be chronically tired from the long hours, increasing the probability of accidents, injuries and deformity. Disease, malnutrition and permanent skeletal injury and silicosis are the common lot. Many die before they reach 30.
Medical treatment is primitive or non-existent
Unable to receive the education to which they are entitled by law, they are powerless to act, and trapped in a continual cycle of grinding poverty.
I saw my first-of-year Bluebird just 9 days ago, but didn’t get any decent photos. Today however, I found at least 4 birds and got within photo range more than once. With this nearly nonexistent winter, I have to keep reminding myself that it’s still February and not April. Hennepin County, MN 02/21/24
Research into remote controlled drones began in Germany in the late 1930s, namely by Fritz Gosslau. The Luftwaffe showed little interest in the project until mid-1942, when Gosslau, with the help of the Argus powerplant company and Fieseler, presented a simple design powered by a single pulse-jet engine. The Luftwaffe was intrigued enough to begin experimentation, with the design named the Fieseler Fi 103.
Though prototypes were air-launched, ground launching was much simpler and safer. Delays caused by Allied bombing and other projects delayed the first operational use of the Fi-103 until mid-June 1944; by that time, Hitler had already approved renaming the design in German propaganda as the Vergeltungswaffe 1--"Vengeance Weapon 1," or V-1.
From a military standpoint, the V-1 was a poor weapon. Its guidance system was fairly advanced for its time and its simplicity, but it could only be used against large cities such as London, and after late 1944, Antwerp. Where it would land was anyone's guess, and V-1s would stall easily. Many simply fell out of the air. All the V-1 could really do was kill civilians, which was exactly what Hitler intended.
The V-1 was fast, but not so fast that Allied high-speed propeller fighters could not keep up with it. Specially deployed units of Hawker Tempests and deHavilland Mosquitoes were formed to shoot them down; another method was to tip up the wing of a V-1 with the wingtip of the fighter, causing it to go out of control. Flak barrages were also somewhat effective. The most effective method of stopping V-1s was to ensure they were never launched: Operation Crossbow was enacted to bomb launch ramps and underground storage facilities. By late 1944, most of the launch ramps were overrun by Allied ground forces, but launch ramps in Germany and Heinkel He 111 bombers kept sending out V-1s until the last weeks of the war.
Of the 30,000 V-1s produced--it was remarkably simple to produce, even for a devastated German war industry--only 10,000 were launched, and of those, only 2400 reached their targets. Those that did, however, killed 6100 civilians; at one point, more civilians were killed in London than British soldiers in northwest Europe. After war's end, captured V-1s were used experimentally by the Allies to develop early Cold War-era cruise missiles.
Dad built this V-1 for a course on World War II that I teach. Markings were simple to nonexistent on most V-1s, though most were camouflaged; this one carries a standard Luftwaffe green over gray-green scheme.
This ship is my favorite out of my physical collection. Its just the rights size for play while still having enough detail for display and has an interior. Said interior is based of the cross section book for the force awakens. There is a single bed and nothing else. I wish that the bed could be moved over though, as it is taking up quite a bit a space.
Problems:
the rear door is invisible
the rear wings are not all the way at the end of the ship
there are no front wings
the cockpit is nonexistent
I knew today was going to be different the moment I woke up.
First, I noticed the sun was absent. Again. That's not actually different for Portland lately as we've been in what seems like a constant state of forever gray, but still, I thought, OH, COME. ON! IT'S SUMMER!
Next, I wondered why I had just dreamed about taking an interpretive dance class. The fact that I walked out during the first session seemed about right, but WHY was it in my subconscience to begin with? Weird.
Anyway, after determining there was no way to start over, I got up and commenced my morning routine. I was a few minutes later than usual so I missed seeing the lady in the black car that stalks my street, but a different surprise awaited me.
I found a bush.
As I approached the driveway (which is actually a street) for Starbucks, I saw a small lump in the lanes going the other direction. My first thought was that perhaps it was a towel or laundry bag, then I noticed it was a bush. And it hadn't been run over yet!
I pulled into the Starbucks street but of course I couldn't find a parking spot until toward the end. I parked and ran back toward the road. Eastbound traffic was nearly nonexistent at the time and the westbound traffic - ten vehicles total - was stopped at the light. I ran across the eastbound lanes and knew the stopped cars would be coming soon so I swooped in, grabbed the bush, and darted back to the sidewalk.
There, two older women were watching me and as I got closer they said, "Oh, I thought it was an animal", and walked away.
Animal, bush… I still saved a living thing from getting torn to shreds in the middle of SW Beaverton Hillsdale Highway.
It felt good.
Next, the big question: What was I gonna to do with a bush?
I don't have room for a bush. Sure, I entertained the fantasy of potting it and adding it to the upper deck, but it's already crowded up there and I've promised Walter and the other Sunflowers they could join the full-sun crew when they get big enough.
Sadly, unplanned plant findings were never considered when drafting this year's garden team.
Then I thought, DAD! Dad has lots of space! Dad has LAND! So I fired off an email.
SUBJECT: Odd Request
MESSAGE: I found a bush. Can it come live with you? At least it's not a puppy! Love, me
Soon after hitting send, I got a call from my dad. Laughing, "Of course your rescue bush can come live with us."
That made me very happy as my step-mom and her dutiful feral-cat-turned-boss helper Mr. P take wonderful care of all Mother Nature's creations in their yard.
My dad and I talked and he said he already had a name* picked out for his new charge: Maizy. I think Maizy is a fantastic name for my (literal) newfound friend!
* I'm a namer so he plays along.
Tomorrow, I'll take Maizy out to dad's but in the meantime, she's hanging with the crew upstairs. While I'm sure that's absolutely thrilling for a plant, I have a feeling Maizy will be in her element as a country bush at her forever home.
So back to the first moments of my day…
Yes, it might only be a bush, but today definitely has been different.
Karma. :)
We found Andrew Linn drifting around in the almost nonexistent breeze in his Puddle Goose, using plans from Michael Storer as inspiration, but adding significant personal touches.
General Reconnaissance and Torpedo Bomber. Postcard in my father's war time aircraft photograph album. My father started the album about 1939 when he was aged 14, and this card probably dates from around then.
Valentine & Sons, of Dundee and London, Post Card reference 38B-95.
The Botha had several major problems. It was considered to have poor lateral stability, while the view to the side or rearward was virtually nonexistent owing to the location of the aircraft's engines, with the poor view making the aircraft "useless as a GR [General Reconnaissance] aircraft". Finally, the Botha was also underpowered. Although the Botha successfully passed torpedo and mine-dropping trials, the aircraft's poor performance resulted in the decision in April 1940 to issue the Botha only to four general reconnaissance squadrons equipped with the Avro Anson, rather than the torpedo bomber squadrons previously planned.
Though nose art has become rare on military aircraft, it has always been rare on civilian aircraft--aside from the occasional general aviation or former trainer, or warbirds. With the exception of commemorative aircraft, or Virgin Atlantic's Varga girls, it is almost nonexistent on commercial airliners.
With firebomber aircraft, it's also rather rare, despite the fact that most are former military aircraft: nose art can be hard to maintain on aircraft which are synonymous with hard work and long hours. Though some have carried nose art--the most famous of which may have been Lynch Flying Services' "Fire Eater," a former USAF A-26 Invader--most do not.
Therefore, it was a bit of a surprise to find some albeit small nose art on a former Neptune Aviation P-2. "High Roller" is now in an honorable retirement at the Estrella Warbird Museum after a long Navy and firebomber career, displaying a lucky seven. Given how dangerous firebomber work can be, operating at low level in mountainous terrain, dealing with vicious air conditions with often aged aircraft, "High Roller" certainly rolled the dice many a time.
edited by Roy Miki.
Burnaby, fall 1988 [ie january 1989].
5-15/16 x 9, 66 sheets white bond perfectbound into lemon coarsewove card wrappers, all except inside covers & p.3 printed offset, black interiors in green covers.
cover graphic by bpNichol/redrawn by Barbara Caruso
16 contributors ID'd:
Donatello Bardi, Robin Blaser, Barbara Caruso, Hilda Doolittle, Louis Dudek, Benjamin Hollander, Roy Miki, bpNichol, Miriam Nichols, Charles Olson, Judith Roche, Jack Spicer, David Levi Strauss, Lola Lemire Tostevin, Fred Wah, Bruce Whiteman.
Nichol contributes:
i) [MOVIES 1], redrawn by Barbara Caruso (front cover; graphic; here reverse-printed & errantly ID'd as from the nonexistent Waves)
also includes:
ii) EDITOR'S NOTE, by Roy Miki (pp.5-6; prose in 2 parts, of which part 1 is:
--1. bpNichol 30 September 1944 - 25 September 1988 (prose memorial with 2 quotes from Nichol's Hour 22 (part of line 62, lines 1-7))
iii) "Music. Heart. Thinking.": An Interview with Fred Wah, by Lola Lemire Tostevin & Fred Wah (pp.42-56; with passing reference to Nichol/the maryrology p.5o)
iv) MANUSCRIPT POSTCARDS, by [Roy Miki] (ad for the series listing Nichol's "Notebook Sketch" [ie "thus it is"])
People often put themselves in situations that as long as that situation isn't captured, caught or broadcasted, it's all good. But when/ if it is.. "Aw, shit."
After dropping the Kiddo off at summer camp this morning I came across a group of orange vested individuals walking the sidewalk picking up trash. Community service.
What caught my eye as I got close enough to see their vests in detail is what was stitched on the back. "I AM A DRUNK DRIVER".
I pulled off on a side street and waited for them to pass so I could get a few shots but I decided not to. Reason:
A photograph is 'forever'. Drunk driving is a terrible thing and doing it can forever effect all those involved if someone were to be hurt/killed as a result, I'm not sympathizing with the punishment handed down to them. I did, however, feel like I had the choice of capturing that 'shame' or letting the shame that they most likely felt pass. Literally and figuratively. As they walked by, heads hung low, I knew that this would be something that would change most of them. I know that shame. Being young and dumb left me with a singular yet sizable blemish on my otherwise nonexistent criminal record. Thankfully, I was able to get the charge expunged but only after a hefty restitution was paid, time was served (24 hours in 201, fuuuuuuck.), and 40 hours of community service was performed. Aside from a mugshot (that I've never seen), the only things I have to remind me of that low point in my life are memories. Very vivid memories.
The last thing I needed as I was walking Farm Rd. with a weed whacker is some ass... er.. photographer with a camera focused on me and my self-inflicted plight. The plight was lesson enough, photographic reminders of it weren't necessary.
Today, I paid it forward.
Acid reflux is likely to make your lifestyle miserable, sometimes whatever you take in or don't eat. You can utilize the data in the following paragraphs to figure out how to treat this irritating condition. When you know more acid reflux information, it will be easier to stabilize it, boosting your whole life.
Sip lightly during meals and make certain to drink a glass of water between each meal. This can be a wonderful way to handle hunger pains when you are more likely to be thirsty than hungry. Also, should you drink away from eating times, you'll find your stomach doesn't get as distended once you eat and acid doesn't pass support to your esophagus.
Should you have a healthy weight, you happen to be more unlikely to suffer from acid reflux. The body weight of unwanted fat can press on the stomach, creating the esophageal sphincter to chill out. Shedding pounds prevents the sphincter from opening, thereby confining stomach acid in your stomach.
Take into consideration placing a wedge beneath the mattress which means that your head is raised once you sleep. Wood, books, along with other items could be used to raise the elevation of your own mattress. You can find beds which can be electronically controlled which you can use also.
Give up smoking! Smoking makes acid reflux worse, and might actually be a trigger. In addition, it slows digestion and increases acid production inside the stomach while slowing the production of saliva. In addition, it weakens the esophagus' sphincter. End the habit once and for all now.
Sometimes, you will have extreme cases of acid reflux, even to the point that you think you happen to be possessing a cardiac event. Don't ignore really bad chest pains. Having acid reflux fails to stop you from experiencing a cardiac event. Speak to your doctor to find out what you ought to do. You don't need serious medical issues because of wrong self-diagnosis.
Eat the food slowly. As opposed to clearing your plate, eat slowly up until you are only about satiated. Take a moment and spend some time chewing and tasting the food. Eating too much or too quickly can worsen symptoms. Avoid distractions that can keep you from realizing your are full, and take breaks in the middle courses.
Acid reflux can actually cause major disruptions in your lifetime. There is no need to suffer from this disorder. Take this article's information and use it well to stop and treat acid reflux. You are sure to get additional enjoyment away from life once you learn the suffering will likely be nonexistent. www.pcchampions.org
+++ 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:
The North American Aviation P-51 Mustang was an American long-range, single-seat fighter and fighter-bomber used during World War II and the Korean War, among other conflicts. The Mustang was designed in 1940 by North American Aviation (NAA) in response to a requirement of the British Purchasing Commission. The Purchasing Commission approached North American Aviation to build Curtiss P-40 fighters under license for the Royal Air Force (RAF). Rather than build an old design from another company, North American Aviation proposed the design and production of a more modern fighter. The prototype NA-73X airframe was rolled out on 9 September 1940, 102 days after the contract was signed, and first flew on 26 October.
The Mustang was originally designed to use the Allison V-1710 engine, which, in its earlier variants, had limited high-altitude performance. It was first flown operationally by the RAF as a tactical-reconnaissance aircraft and fighter-bomber (Mustang Mk I). Production of the P-51B/C began at North American's Inglewood California plant in June 1943 and P-51s started to become available to the 8th and 9th Air Forces in the winter of 1943–1944. The addition of the Rolls-Royce Merlin to the P-51B/C model transformed the Mustang's performance at altitudes above 15,000 ft, allowing the aircraft to compete with the Luftwaffe's fighters. Among the almost 4.000 Mustangs of this variant built a quarter was supplied under Lend-Lease to the RAF as the Mustang Mk III. The definitive version, the P-51D, was powered by the Packard V-1650-7, a license-built version of the two-speed, two-stage-supercharged Merlin 66, and was armed with six .50 caliber (12.7 mm) AN/M2 Browning machine guns.
The P-51 offered an excellent performance, but North American kept trying to improve, and developed a number of lightweight versions. The lightweight Mustangs had a new wing design and airfoils designed to give less drag than the previous NAA/NACA 45-100. In addition, the planform was a simple trapezoid, with no leading-edge extension at the root.
In 1943, North American submitted a proposal to redesign the P-51D as model NA-104, from an enquiry by the USAAF as to why British aircraft were lighter than American ones. NAA engineers had examined the various components and equipment fitted to Spitfires, and through thorough inspection of airframes and construction plans NAA found that British load factors were less than American ones, and working to the lower load factors helped the design team reduce structural weight wherever possible. Exploiting the structural potential and lightening or reducing other equipment, the NA-104’s revised design was in total some 1,600 lb (730 kg) lighter than the P-51D. Modifications to save weight and improve performance included a thinner laminar flow wing, streamlining changes to the cowling, a simplified undercarriage with smaller wheels and disc brakes (necessitated by the thinner wings), a different canopy, and an armament of only four 0.5” Brownings, even though the ammunition supply was changed to 400 rounds per gun.
The lightweight NA-104 was powered by the new V-1650-9 engine, a redesigned "slimline" version of the Merlin 100-series. The engine’s design was modified to decrease frontal area to a minimum and was the first Merlin series to use down-draught induction systems. The coolant pump was moved from the bottom of the engine to the starboard side, and the engine featured a two-speed, two-stage supercharger and an S.U. injection carburetor. The V-1650-9 not only delivered an increased constant output of 1,380 hp (1,030 kW), it also featured a water-methanol injection that could temporarily boost the engine’s emergency power to 2,218 hp (1.655 kW). The exhaust arrangement was revised, too, exploiting the engine’s residual thrust to gain even more speed. An “uncuffed” three-blade Aeroproducts propeller unit with deeper blades was fitted, to better cope with the higher power output and the higher blade speeds
.
Unlike later lightweight Mustang versions/prototypes the NA-104‘s ventral radiator fairing remained the same shape and size, just as the main landing gear and its covers, both were, despite improved designs on the prototyoe workbench, retained to promote a quick production introduction. The former V-1650-7’s carburetor chin intake was relocated into the right wing’s root, and the cowling was modified and streamlined. The modified nose section was slightly longer than on previous Mustang versions, and to compensate for a resulting slight center of gravity shift forward the rear fuselage was slightly extended with a plug in the rear fuselage, just front of the tail surfaces, what increased the NA-104’s overall length by ~10 inch. As a side effect the longitudinal stability improved, so that the NA-104 did not require the stabilizing fin fillet that had been introduced on the P-51D and some late production P-51B/Cs, too.
In test flights, the NA-104, with optimized fuel load and a highly polished finish, achieved 491 mph (790 km/h) at 21,000 ft (6,400 m). In September 1944 the NA-104 was accepted by the USAAF as a high-performance interceptor under the designation P-51E. 500 aircraft were ordered, primarily for operations in Europe, specifically for the 8th and 9th Air Force, to protect the Allied airfields in Great Britain and as long-range escort fighters for Allied bomber raids against Germany. An option for 1.000 more was signed, too, to be delivered from August 1945.
The first P-51Es arrived in Great Britain in January 1945. However, large-scale combat between 8th Fighter Command and the Luftwaffe interceptor force had become virtually nonexistent after 28 May 1944 but, in August, contact had been made for the first time with both rocket-propelled and jet-propelled interceptors. While themselves a harbinger of a tactical change by the Luftwaffe, the contacts also indicated that the Germans were husbanding their fighter aircraft for sporadic reaction against Allied bomber attacks.
Operational tasks for the USAAFs P-51Es included the support of bomber attacks against German ground transportation during the Allied counter-offensive in the Ardennes in early 1945, strafing ground targets daily. However, on 14 January, strategic bombing resumed with attacks on oil installations near Berlin, and Mustangs were frequently tasked with protecting B-17s, employing a variation of the escort tactic called the "Zemke Fan", designed to lure in interceptors.
The Luftwaffe’s Jagdverbände, severely depleted, turned to jet interceptions beginning 9 February 1945 in an attempt to stop the onslaught of Allied heavy bombers. The Allies countered by flying combat air patrol missions over German airfields, intercepting Me 262s and Ar 234s as they took off and landed, the moment when these fast aircraft were most vulnerable. The tactic resulted in increasing numbers of jets shot down and controlled the dangerous situation, particularly as the amount of German-controlled territory shrank daily.
Another threat was the V-1 flying bomb attacks that had begun in mid-June 1944. The only aircraft with the low-altitude speed to be effective against it was the Hawker Tempest, but by that time fewer than 30 Tempests were available, assigned to No. 150 Wing RAF. Early attempts to intercept and destroy V-1s often failed, but improved techniques soon emerged. These included using the airflow over an interceptor's wing to raise one wing of the V-1, by sliding the wingtip to within 6 in (15 cm) of the lower surface of the V-1's wing. If properly executed, this maneuver would tip the V-1's wing up, over-riding the gyro and sending the V-1 into an out-of-control dive. At least sixteen V-1s were destroyed this way, the first by a P-51 piloted by Major R. E. Turner of 356th Fighter Squadron on 18 June 1944. Once available, the USAAF’s P-51Es were frequently assigned to V-1 interception duties over the Channel and the southern coast of England, alleviating RAF units.
However, with the end of hostilities in Europe in May 1945 the P-51E contract was cancelled, as well as the option for more aircraft. Altogether only 363 lightweight P-51Es were completed and reached frontline units, exclusively operating with the 8th and 9th Fighter Command.
General characteristics:
Crew: 1
Length: 33 ft 3 in (10,15 m)
Wingspan: 37 ft 0 in (11,28 m)
Height: 13 ft 4½ in (4,08 m)
Wing area: 234 sq ft (21,81 m²)
Airfoil: NACA 66(2)-215
Empty weight: 5,792 lb (2.630 kg)
Loaded weight: 7,268 lb (3.300 kg)
Max. take-off weight: 9,559 lb (4.340 kg)
Maximum fuel capacity: 419 US gal (349 imp gal; 1,590 l)
Powerplant:
1× Packard V-1650-9 liquid-cooled V-12 with 2-stage intercooled supercharger,
delivering 1,380 hp (1,030 kW), 2,218 hp (1,655 kW) WEP with Water methanol injection,
driving a Hamilton Standard constant-speed, variable-pitch three blade propeller with
a 11 ft 2 in (3.40 m) diameter
Performance:
Maximum speed: 472 mph (760 km/h; 410 kn) at 21,200 ft (6,500 m)
Cruise speed: 362 mph (315 kn, 580 km/h)
Stall speed: 100 mph (87 kn, 160 km/h)
Range: 1,650 mi (1,434 nmi, 2,755 km) with external tanks
Service ceiling: 41,900 ft (12,800 m)
Rate of climb: 3,200 ft/min (16.3 m/s)
Wing loading: 39 lb/sqft (192 kg/m²)
Power/mass: 0.18 hp/lb (300 W/kg)
Lift-to-drag ratio: 14.6
Recommended Mach limit 0.8
Armament:
4× 0.50 caliber (12.7mm) AN/M2 Browning machine guns with 400 RPG
A pair of underwing hardpoints for a pair of drop tanks
or bombs of 100 lb (45 kg), 250 lb (113 kg) or 500 lb (226 kg) caliber
The kit and its assembly:
A project that was more complex than obvious at first glance. The plan was to create a “missing link” between the WWII P-51D and its lightweight sibling P-51H, which came too late in WWII to take seriously part in any combat. There actually were some “interim” designs, which paved the way (the F, G and J models), with lightweight hulls or different engines. My plan was to adopt some details of these aircraft to create the fictional P-51E.
For a look that subtly differs from the well-known P-51D I decided light-headedly to bash two Academy models together: a P-51D hull, mixed with the wings and tail from a P-51B/C kit, plus some inter-kit and external donors. What sounds simple turned out to be a major surgery task, though, because both kits are totally different, produced with individual moulds and few interchangeable parts! Even details which you’d expect to me identical (e. g. wing tip and tail shape) differ markedly.
For the P-51E kitbash the fuselage with cockpit, engine and radiator bath was taken from the P-51D, while the tail and the wings were taken from the P-51B/C, because they were slightly bigger, “edgier”, lacked the fin fillet and featured only four machine guns in the wings. Mating these parts called for many adaptations and massive PSR, though. To change the look further I removed the small wing leading edge extensions, for a completely straight edge, and the cowling was changed to look like a mix of the P-51F and J prototypes. The carburetor intake disappeared and a part of the P-51D spinner was used to extend the fuselage a little. A completely new three-blade propeller was scratched, using a Yokosuka D4Y spinner, a piece from an ESCI Ka-34 Hokum main rotor, and clipped blades from a Hasegawa F5U. A styrene tube was added to hold the propeller’s new metal axis. To compensate for the longer nose the rear fuselage a 2mm section of the P-51D hull was retained in front of the transplanted P-51B/C tail (which is a separate hull section, the -D has an integral tail).
The original exhausts were replaced with resin aftermarket pieces for P-400 Airacobra from Quickboost - for which the nose extension paid out, because the V-1710 exhaust arrangement is longer than the Merlin's.
Painting and markings:
I wanted a typical, potentially colorful USAAF livery from early 1945 for this what-if aircraft model. This meant that the aircraft would have a NMF livery, and Invasion Stripes or other ID markings were already removed or not applied to new aircraft anymore. Camouflage had been omitted from 1945, too. As squadron markings I went for the 357th FG red-and-yellow nose markings; these came with Academy’s P-51B/C kit, but I replaced them with decals from a Mistercraft/Intech kit from The Stash™ because their shape was simpler and would (probably) better match the modified lower nose. Searching for later P-51Ds of this group revealed that the aircraft hardly carried any other colorful marking, though – just the tactical code, and maybe some personal markings.
To keep in style I adapted this basis, using a tone called “White Aluminum (RAL 9006)” from a Duplicolor rattle can as an overall basis, but added a thin red edge to the olive drab (Revell 46) anti-glare panel, created with generic decal stripes. The rudder as well as the wing tips were painted in red, an official 363rd FS ID marking, as a counterbalance to the prominent nose, too.
The propeller spinner was painted free-handedly, in an attempt to match the checker decal's colors. Some hull panels were painted in a darker shade of aluminum to make the model look mo0re lively, and some post-shading with Humbrol Matt Aluminum Metallizer was done to improve that effect, too. Cockpit and landing gear wells were painted in a bright green zinc chromate primer tone.
Decals and markings were puzzled together from various sources. Finding a suitable 'B6' code fpr the 363rd FS was tough, but I was eventually able to scratch it from 'P9' codes from two Academy P-47D kits/sheets! BTW, the horizontal bar above the aircraft's individual letter was a real world marking for a second aircraft that bore this tactical code within the unit. The nose art/tag was also donated from an Academy P-47, the yellow font matches the rest of the unit colors well.
The anti glare panel and the propeller blades received a matt varnish coat, while the rest of the hull was covered with a mix of matt and a little semi-gloss varnish - contemporary Mustang photos from 1945 suggest that, despite being bare metal, the aircraft were not polished or shiny at all, yet the aluminum would have some reflections. I think that the final overall finish looks quite good. As a final step I added some light soot stains behind the exhausts and the machine gun orifices, and dry-brushed some silver on edges/areas where paint could have flaked in real life. Not much, but it adds to the overall impression of a used aircraft.
A more demanding project than meets the eye. Bashing the two Mustang kits for a fictional new one might have been a smart idea, but it turned out to be a nightmare because the two 1:72 Mustand Academy kits are totally incompatible. Additionally, the mods I made are VERY subtle, it takes a keen eye to recognize the lengthened hull, the modfied cowling and the cleaner tail. The three-blade prop is the most obvious thing, and with it, from certain angles, the P-51E reminds somewhat of a Yak-9? Probably due to the intake-less cowling and the (for a Mustang) unusual prop? The livery looks plausible and colorful, though. :D
ERDC collaborates with the U.S. Army, Air Force, Navy, Marine Corps and others to solve significant projection and protection challenges facing Soldiers in A2AD environments. ERDC’s force projection research is focused on developing and demonstrating technologies for planning and conducting forcible entry operations with nonexistent, damaged or destroyed infrastructure to ensure that the joint force can operate in any environment, at any time, regardless of terrain. Recent successes include demonstration of rapid airport and seaport repair solutions; terrain surfacing kits for unmanned aircraft landing strips, helicopter landing zones, and logistics over shore operations; and remote monitoring technologies and decision support tools for assessing critical infrastructure and littoral zones. To protect facilities that allow the U.S. to project force into denied areas, ERDC is exploring advanced materials and unique structural components that are incorporated into structural hardening solutions, as well as decision support tools that aid vulnerability assessments of critical facilities and mission impact.
I don't know why I'm doing this, but I've decided to post something here with this picture that I've written... the prologue, to be specific, of my memoir. While the memoir has gone dormant and hasn't been touched for months, (everything I want to write about is just a little too raw for me to approach yet), this prologue (split into three ideas) is, I think, a kind of decent thing I've written. And maybe it's because I've been feeling so off kilter, like i'm living in [un]reality, that I feel like I should share this with my flickr friends. If you hate it, that's fine... it just kind of shows where I'm at right now.
I don’t really believe in beginnings or endings. When you think in terms of literature, they’re absolute. A story must start with a beginning and conclude with an ending. When you think in terms of math, they’re nonexistent. A line has no inception and no conclusion. It is merely made of incalculable points, strung together and continuing to infinity. Maybe it’s odd that I’m a writer who doesn’t believe in these basic elements of plot.
Maybe it’s odder still that so many other people do. Why is it such a commonly accepted concept?
Life is simply a line, a thread of points, each a beginning and ending. There comes a point (An ending? A beginning? Both?) where you realize that everything is a start, and everything is a finish. And when you realize that, does it even make sense to distinguish between them?
So I guess that’s how I viewed my life, and how I approached the project of writing the story of it down. Not with the clichéd idea that all endings were beginnings, or vice versa, but with the idea that everything was simultaneously both of those things. And that, in the end, neither really mattered much nor meant anything.
After addressing her concerns we came up with a plan of attack. Using Lanza Hair Care Decolorizer & Olaplex I Flamboyaged & Balayaged Multiple Schwarzkopf colors into her hair creating a S'ombre (soft Ombre) or Color Melting effect. After I gave her a Glossing Treatment. The Gradient Effect is so soft and subtle that it is and easy Transition into bolder color. because we did this approach Her maintenance will be almost nonexistent.
I love Route 66. It might not be THAT famous or THAT much recognized as one of the symbols of USA in USA as it is here in Europe, it might be mostly nonexistent (at least in it's filmed [movies] form) but it has made it's way to my heart.
One of the best known places on Route 66 (at least within it's Illinois part) is The Launching Pad restaurant along with it's Gemini Giant. Well, unfortunately the restaurant is closed now but Giant is still standing.
If you ever decide to go for Route 66 then if you start from Chicago then make a stop in Route 66 museum in Joplin, talk to very nice lady that works there and buy yourself set of maps and a route 66 book (well, a road book) by Jerry McClanahan and Jim Ross and stay out of interstates, business loops etc and follow one of the old variants of Route 66. Go slow and get as much as you can from the drive.