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+++ 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
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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
Thanks to my wonderful friend Gina I now know the name of this orchid..Thank you so much Gina!! ; )
I looked it up and here is what is says about them...........
Native to high elevations in northeast India, China, Burma, and Thailand, Vanda coerulea is prized for its flowers' rich blue, a color rare among cultivated orchids. Wild populations of this orchid are almost nonexistent today because local growers have overharvested them for the international horticulture trade.
Although they say a rich blue color the picture they had was more of a purple..
For the soon to be nonexistent group FGR, I decided with only two days left, I better get my ass in gear. .... While doing that not taking any time to setup my camera... just eat and shoot. Hell, I got better things to do like help setup the Rogue Players Group to help fill that void in people's hearts. I don't care what it is gonna take, even if I gotta setup a "Numpty and his Knob" group, just to keep people smiling. It's bigger than me, and I'm just doing my part.
Oh, and thanks to JLovely for picking the day!
Stivan, a small settlement on Adriatic Sea island Cres in Kvarner bay, is an almost abandoned place. Incredibly stony ground, almost nonexistent arable soil, not close enough to the sea shore to be of interest for tourists, offers little to survive. Some old fig trees and olive trees and sheep, this is all one can rely on. But it is situated in a great landscape, in an open, rather flat (as the whole south part of the island) Mediterranean landscape, harsh, wind-swept and sunny, with mild spring and autumn climate and hot summers. Yet, 200 years ago men was capable not only to survive here but also to live full lives and to build large stony farmhouses like this one on my pictures. Now it is a ruin worth nothing, defeated by time and overtaken by Wulfen's Spurge (Euphorbia wulfeni).
Leeville, Louisiana
on Bayou LaFourche
LaFourche Parish
Some of the greatest fishing is right here.
Leeville was settled by flood victims. On October 1, 1893, a hurricane wiped out the area's main settlement, Caminadaville, which sat on a spit of land bordered on three sides by the Gulf and on the fourth by swamp. Nearly half of Caminadaville's inhabitants perished in the storm, most by drowning, some when the buildings they had taken refuge in collapsed.
Survivors sailed up the bayou in their damaged canots and began buying land from an orange-grower named Peter Lee, who was selling plots for $12.50 each. For sixteen years, they fished, planted rice, and held fais do-do dancing parties in homes with covered verandas.
Then, in 1909, the Leeville Hurricane struck. (A contemporary newspaper account described survivors of that storm subsisting on drowned rabbit.) Six years later, a third hurricane forced residents to flee north once more. According to local legend, the storm surge carried one house from Leeville nine miles inland. The owner simply bought the plot underneath it and moved back in.
In the nineteen-thirties, Leeville rebounded briefly. Oil was discovered in the area, and by the end of the decade there were ninety-eight producing wells in town. The pay was good and regulation nonexistent. Blowouts routinely rained sulfur and brine onto the houses, into the cisterns, over the trees. Tin roofs corroded and vegetable gardens shrivelled up. When the wells ran dry, oil production moved offshore and Leeville was again deserted.
There were no more jobs, and the town itself had begun to wash away. Where once men in straw hats picked oranges and harvested rice, today there is mostly open water.
from: www.accessmylibrary.com/coms2/summary_0286-15339115_ITM
this little stray managed to get IN through an open window. He however didn't get OUT again. Only problem was that
this little stray managed to get IN through an open window. He however didn't get OUT again. Only problem was that he quite apparently shit his nonexistent trousers. Bastard!
I let him out after taking a few shots ...
Traffic along this stretch of road was nonexistent, providing an addictive quiet for this isolated location.
I have visited every county in Washington, but haven’t explored Asotin as much as I’d have liked. We stayed there in May, right on the other side of this fence.
Asotin is in the south eastern corner of Washington. It’s steep hills and sparse roads leave it largely empty. Much of it is National and State forest, State wildlife areas, and parks. The few towns (apart from Clarkston) are small and nearly nonexistent.
The Asotin area was originally part of Nez Perce land. There are numerous petroglyphs along the Snake River chiseled by their ancestors hundreds of years before.
The land that became Asotin County was the northwestern part of the Nez Perce territory. The people were big travelers, even finding themselves visiting the Pacific Ocean 400 miles to the west, and crossing the continental divide into the buffalo country in Montana 300 miles to the east.
Their reservation now sits on the other side of the Snake River, though it does not touch it (which is honestly just mean). Unlike many tribes, however, their reservation is on their ancestral lands.
Their most famous leader, Peace Chief Joseph (Hin-mah-too-yah-lat-kekt; “Thunder Rolling Down the Mountain”), was not allowed to settle on this reservation. He and his people were first sent to Oklahoma where many died (I visited the Nez Perce graveyard this past summer). Then he was allowed to move to the Coleville Reservation in north-central Washington, hundreds of miles away from his home. There he is buried, his doctor saying that he had died “of a broken heart”.
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‘Wisdom Lifts Her Voice’
Camera: Crown Graphic 4×5 (1962)
Lens: 127mm f/4.7 Rodenstock Ysarex; f/8, 1/100sec; Hand-held
Film: Arista Ultra Edu 200
Process: Rodinal; 1+50; 11mins
Along the Grand Ronde River, Asotin County, Washington
These are $15 watermelons. They're pretty typical for Japanese watermelons, weighing in at about the same size as a large cantaloupe in the US.
Incidentally, seedless watermelons seem to be nonexistent here. They do, however, have the square variety.
Atlanta Braves baseball from 20 September 2019 (the night they clinched the division crown). The new park (opened in 2018) gets panned a little because it's usually pretty hot in Georgia and a heck of a lot of seats are in direct sun.
It's a relatively generic stadium (in the new mold of generic stadiums), but it's nice. The area outside the stadium (bars/restaurants) is actually a bit more interesting/unique than the stadium itself.
The biggest drawback is that the Atlanta Braves no longer play in Atlanta. (That and parking is almost nonexistent up there in Marietta near the stadium. We were scratching our heads looking for the actual parking lots.)
As for the game...it was a great game. First time in my life I actually got to see a division-clinching game. (They'd clinched a playoff spot a few days before.)
A young adult Western Slender Glass Lizard from south-central Oklahoma. This species is quite common in some areas of KS, OK, and TX, but nonexistent in seemingly identical, nearby areas.
With my limited (nonexistent) bourbon making knowledge, I believe this is the building where they actually used to do the distilling. The building is around 5 stories, irregularly, with most of the interior woodwork intact (though the outside is beginning to resemble a ramshackle barn.
I wasn't going to go to the bottom of Quilotoa -- but they were doing it in high heels so I had to!
Had a brief talk (as much as my nonexistent Spanish allowed) while they were setting up for their picnic but I had to start making my way back to the top.
self portrait.
I go to class 5 days a week and work 4 (including Saturday and Sundays). When I'm not in class or at work, I'm doing homework. Feels like I don't have any time to follow through with ideas, or when I do have the time, I don't have the people to do it.
I think I'm going to step away from photography for a little bit to focus on some other things. School. Work. My nonexistent personal life. As well as a couple other non-photo art projects I've been toying with, most significantly a series based on Jon Foreman's song My Love Goes Free (listen here: www.youtube.com/watch?v=ZgwlYJ51ES4 ) that I really, really hope comes to fruition the way I see it. I'm so excited about it.
What does that have to do with this photo?
Not much. Other than the fact that its about me, and well...this is a self portrait.
Should I have posted it on my blog instead?
probably.
Will anyone read it?
Unlikely.
pssst. Speaking of blogs
kidwithabulletsoul.tumblr.com/
Its pretty much a combination of anything and everything. Graphics. Photography. Music. And mostly just things I like.
Another dead, broken down car.
--
the sky was nonexistent (blank blanket of nowhere nothing)
and the st.ars did not exist (they were hiding beneath cloudcover)
and we drove along the road (off.off.off we go)
no streetlights no city no bustling crowds
oh, lovely romAntIc(ism) - we were so CONTENT
in ourselves (and in eachother)
and then the brakes failed and the engine grunted and we both screamed (thinking, or so it seemed)
CraaaSH crA-cck
we fell down down down
Originally built between 1793 and 1797 during the Second Spanish Period, this Spanish Colonial and Neoclassical-style cathedral is the fourth church to occupy a prominent position at the heart of the city of St. Augustine. The original church, built of flammable materials, stood from 1565 until 1586, when it was burned during an attack by English Privateer Sir Francis Drake. Not even a year later, the church was rebuilt of palm logs, with a straw roof, which succumbed to fire in 1599. In 1605, thanks to a tithe from Spain, a timber church was constructed, which stood until a failed English attack on the city in 1702 by James Moore, then-governor of Carolina colony. There were attempts to rebuild the church during the First Spanish Period, starting in 1707, but these went nowhere, and the money intended for the church’s reconstruction were misallocated by corrupt officials. Instead, during the remainder of the First Spanish Period, mass was held in the St. Augustine Hospital. Following the transfer of governance of Florida to the British in 1763, the need for a new Catholic church was nonexistent, as the catholic population of the colony fled to other Spanish colonies. At the start of the Second Spanish Period in 1784, the need for a new church became more apparent, and work on the current cathedral’s Coquina stone walls began in 1793. The facade of the church features Neoclassical elements around the front doorway, with the Spanish Colonial style being employed on the roofline and limited fenestration on the front facade. The church stood in its original configuration until a fire in 1887 destroyed the timber roof structure and did major damage to the interior. Following the fire, Henry Flagler led the effort to have the cathedral rebuilt, with James Renwick, Jr. designing an expansion of the old building, giving it a rectangular cruciform layout, and adding the Spanish Renaissance-style bell tower and European-style transept to the building. The interior was rebuilt to feature exposed decorative timbers that supported the roof structure, and a decorative polychromatic tile floor. The building has since received a few more additions, which house a chapel, service areas, and offices, as well as a building to the rear of the cathedral along Treasury Street, built in the Mediterranean Revival style, which houses the offices of the Diocese of St. Augustine. Today, the cathedral remains a prominent landmark in the city, and was listed on the National Register of Historic Places and listed as a National Historic Landmark as part of the St. Augustine Town Plan Historic District in 1970.
Biyadhoo Island Resort
The mattress is allmost nonexistent, asking the reception for a decent one is futile.
At Biyadhoo Island Resort it is like sleeping on the ground with a sheet as cover
Choice: I chose Jordi Koaltic because he has some of the most imaginative and creative pictures I’ve come across. He typically uses many inanimate objects to help enhance his photos. Through these inanimate objects, he managed to create impossible angles, nonexistent depths. All in all, he was able to create photos from scratch.
Intention: I wanted to capture the playful essence in Koaltic’s photos by including floating objects.
Reference: “most of us can use a little more confidence and a little less fear as we take greater risks and create our work.”
Outcome: I chose paintbrushes because I love painting and they create an interesting dynamic
Edit: I had to heal the creases on the sheet in the background and remove the strings that held up the brushes. I also increased the saturation and vibrancy.
It may have taken 42 years, but the latest and, sadly, the last issue of DUCKWORK is out!
DUCKWORK was a short-lived newspaper “CREATED FOR THE PHILADELPHIA COLLEGE OF ART COMMUNITY” back in the early 1980s. It lasted a handful of issues until the school pulled the plug on the funding. It was more funny pages than news which was probably a factor in consigning the paper to its doom.
The recent, shocking collapse of The University of the Arts which used to be PCA prior to 1987 was the inspiration for this illustration. That event and my meager attempts at digging up the still mysterious reasons for the school’s failure has set me careening down memory lane revisiting times both good and bad. While I was ambivalent about attending PCA particularly my junior and senior years which were slogs, being part of DUCKWORK is among my fondest memories of that time. I remember seeing the cartoon ducks on the early issues of the paper and thought “those guys are ripping off Howard the Duck — they must like comics!”
I headed up to their tiny office on the 13th floor of what was Anderson Hall, and it was like finding my tribe — a group of comic book nerds and science fiction freaks who got one another. Unfortunately, it was not to last. The fun went out of art school when the axe fell on the paper and the Ducks dispersed for schoolwork and/or real life. Some of the main figures behind DUCKWORK dropped out of school or graduated to real life to make independent comics publishing history with Comico. I continued on with my education always hoping that the next semester would be better until finally I was awarded a degree.
In case you’re completely confused by the illustration, the unicorn kicking the anthropomorphic water fowl across Broad Street was the mascot of The University of the Arts. Yeah, they went with nonexistent, mythical creature favored by grade school girls as their mascot. Kind of fitting.
This Stromberg WA3-219 ("Mode
This Stromberg WA3-219 (Model W) carburetor was original equipment, as a production option to the Carter BBS and Holley 1920, on 1963 (only) Dodge and Plymouth B- and C-body cars (only) with 225 engine and automatic transmission (only). No variant of this carb was used on any other model or year. I have no idea why Chrysler would've spent what had to be a real whackload of money for tooling an
This Stromberg WA3-219 (Model W) carburetor was original equipment, as a production option to the Carter BBS and Holley 1920, on 1963 (only) Dodge and Plymouth B- and C-body cars (only) with 225 engine and automatic transmission (only). No variant of this carb was used on any other model or year. I have no idea why Chrysler would've spent what had to be a real whackload of money for tooling and production of such a low-volume carburetor. Was there a strike at Holley or Carter that reduced the supply of 1920s and BBSs...? One interesting tidbit: The WA3 has the largest venturi of any 1bbl used from the factory on a slant-6 engine.
I've tried a few of these over the years. Haven't made one run quite right. Kits and parts are almost nonexistent. But the casting and build qu
This Stromberg WA3-219 (Model W) carburetor was original equipment, as a production option to the Carter BBS and Holley 1920, on 1963 (only) Dodge and Plymouth B- and C-body cars (only) with 225 engine and automatic transmission (only). No variant of this carb was used on any other model or year. I have no idea why Chrysler would've spent what had to be a real whackload of money for tooling and production of such a low-volume carburetor. Was there a strike at Holley or Carter that reduced the supply of 1920s and BBSs...? One interesting tidbit: The WA3 has the largest venturi of any 1bbl used from the factory on a slant-6 engine.
I've tried a few of these over the years. Haven't made one run quite right. Kits and parts are almost nonexistent. But the casting and build quality are quite excellent, typical of Stromberg carburetors of the era.
December 18, 2009
( "Don't you think it would be wonderful to get rid of everything and everybody and
just go some place where you don't know a soul?" )
I don't really know what to write about anymore.
Today, it started off unlike any other day. The morning was woken up to by nightmares of abandonment and loss, my eyes and cheeks wet from weeping throughout my duration of slumber. Out of character, I was frightened to even blink for the darkness crept inside the corners in means of haunting and threatening where my mind would travel if I were to even notion the idea of sleep. So instead, I rest my exhaustion alongside the hymns to several musical artists, in which heightened my spirits almost instantly and in continuance, kept my lids open and aware even on merely five hours of dream.
Bee text me not long afterward and agreed to stop by, so I readied myself quickly into something to suit and she appeared soon. We settled our bodies out onto my hotel's balcony, indifferent over the spill of rain about the heavens, and I allowed her to exercise my hearing until our cigarettes formed into something nonexistent. She was angry, told me bluntly that she always is, her pupils full of fire. But I could not seem to sympathize her hate and grief and regret for anything in my life, a sort of force field of joyous emotion surrounding my every movement and protecting my light mind from anything negative. Still, I nodded my head and agreed over subjects and situations she was indeed right about, even shook my head when I knew I should have. And I think it was enough. At least, I hope it was.
She drove us to a place called Sam's Corner, famous for their delicious hot dogs and their preferred five cent cups of coffee by the two of us. Sitting inside one of the booths closest to the back door, we ordered what we desired and began speaking to one another like we had not seen each other in months and it really felt like such, although it has only been one week. Firstly, our topic of choice was less than important and having to do with our love interests at this moment being and then suddenly, my mouth half open readying the process of eating a cheese fry, her voice cracks as she brings Death into the conversation.
I wonder if we are all the same, whenever it really comes down to it and all else. When you're at the end of your rope, who are you? I mean, really. Who are you?
Camera test. I bought a Certo Six medium format folding camera, and this is from the test roll I ran through it. It's a rangefinder, but the rangefinder patch is nonexistent, so I had to scale focus. That is being fixed now.
I really liked the way the sun hit this stairway. Sometime during our search for the nonexistent breakfast and new york times.
We drove up to Clingman's Dome, the highest point in the park (just over 6600 feet). It was totally socked in by fog, so the views were nonexistent, but climbing into the fog was still pretty cool.
For some reason, the mood here reminds me of some nonexistent scene in the Wizard of Oz.
Note: Don't really like posting "duplicate" images on my stream, but I just really like this one. ^_^
Originally built between 1793 and 1797 during the Second Spanish Period, this Spanish Colonial and Neoclassical-style cathedral is the fourth church to occupy a prominent position at the heart of the city of St. Augustine. The original church, built of flammable materials, stood from 1565 until 1586, when it was burned during an attack by English Privateer Sir Francis Drake. Not even a year later, the church was rebuilt of palm logs, with a straw roof, which succumbed to fire in 1599. In 1605, thanks to a tithe from Spain, a timber church was constructed, which stood until a failed English attack on the city in 1702 by James Moore, then-governor of Carolina colony. There were attempts to rebuild the church during the First Spanish Period, starting in 1707, but these went nowhere, and the money intended for the church’s reconstruction were misallocated by corrupt officials. Instead, during the remainder of the First Spanish Period, mass was held in the St. Augustine Hospital. Following the transfer of governance of Florida to the British in 1763, the need for a new Catholic church was nonexistent, as the catholic population of the colony fled to other Spanish colonies. At the start of the Second Spanish Period in 1784, the need for a new church became more apparent, and work on the current cathedral’s Coquina stone walls began in 1793. The facade of the church features Neoclassical elements around the front doorway, with the Spanish Colonial style being employed on the roofline and limited fenestration on the front facade. The church stood in its original configuration until a fire in 1887 destroyed the timber roof structure and did major damage to the interior. Following the fire, Henry Flagler led the effort to have the cathedral rebuilt, with James Renwick, Jr. designing an expansion of the old building, giving it a rectangular cruciform layout, and adding the Spanish Renaissance-style bell tower and European-style transept to the building. The interior was rebuilt to feature exposed decorative timbers that supported the roof structure, and a decorative polychromatic tile floor. The building has since received a few more additions, which house a chapel, service areas, and offices, as well as a building to the rear of the cathedral along Treasury Street, built in the Mediterranean Revival style, which houses the offices of the Diocese of St. Augustine. Today, the cathedral remains a prominent landmark in the city, and was listed on the National Register of Historic Places and listed as a National Historic Landmark as part of the St. Augustine Town Plan Historic District in 1970.
Residents stretch their hands to receive clothes in Cabaret, Haiti, Wednesday, Sept. 10, 2008. Four tropical storms in less than a month have caused floods throughout Haiti, killing at least 300 people. Shipments of food and pledges of more poured in from around the world, but distribution of the emergency supplies was hampered by the impoverished country's chronic insecurity and the poor and often nonexistent network of roads and other infrastructure. (AP Photo/Ramon Espinosa).
As you can see, this goose egg is fresh and has not begun to develop visibly. However, even at this stage the germinal disc begins to divide, as soon as the incubation process begins. The air cell is literally nonexistent.
The development of Hanne's character also implied the study of the structure of the human body. His complexion was different to the others I had done, as he is stout and fat. I had to balance both features and decide which one prevailed over the other, opting for fatness as his main character trait. This is shown, aside from his belly, by his fallen shoulders, his nonexistent neck and his parted legs, to gain more stability. In regards to his face, his nose was simplified and became just a line: its previous design was unpractical and complicated. His moustache became more stereotypical and pointy, and the size of his eyebrows was modified to fit his head.
His clothing is also simple: a pair of trousers with suspenders and a dress shirt. As Cael's, his clothes are easy to draw and provide insights into Hanne`s personality.
Mendon Ponds Park is owned and very poorly maintained by the County of Monroe, NY.
Unfortunately, this extraordinary property is rapidly deteriorating due to an egregious lack of care. Trails are not cleared of debris... signs are useless. Park maintenance is essentially nonexistent. They do have a marketing department. Seriously, the taxpayers are paying the salaries of a county parks marketing department.
Email Mendon Ponds Park complaints to: countyexecutive@monroecounty.gov
This dead branch, which has been precariously perched in the tree in my back yard, wasn't even moved. Despite the intense roar above my house as it passed over, the wind was almost nonexistent.
A friend owns a converted industrial loft space along the damage path. One of her tenants is a fantastic restaurant, which lost power in the blackout. They stayed open, working by battery emergency lights and candles. Without an exhaust fan, the kitchen got hot enough to blow the sprinkler system. As the pressurized air rushed out of the pipes, the cooks thought it was a gas leak and ran out, screaming for everyone to evacuate instantly. As everyone stood on the edge of the parking lot, waiting for the building to possibly blow up, they realized that behind them was a huge funnel with debris spinning around inside it, clearly visible.
Talk about a Hobson's choice....
Lefort Cemetery (sinking into the water)
Leeville, Louisiana
on Bayou LaFourche
LaFourche Parish
Some of the greatest fishing is right here.
Leeville was settled by flood victims. On October 1, 1893, a hurricane wiped out the area's main settlement, Caminadaville, which sat on a spit of land bordered on three sides by the Gulf and on the fourth by swamp. Nearly half of Caminadaville's inhabitants perished in the storm, most by drowning, some when the buildings they had taken refuge in collapsed.
Survivors sailed up the bayou in their damaged canots and began buying land from an orange-grower named Peter Lee, who was selling plots for $12.50 each. For sixteen years, they fished, planted rice, and held fais do-do dancing parties in homes with covered verandas.
Then, in 1909, the Leeville Hurricane struck. (A contemporary newspaper account described survivors of that storm subsisting on drowned rabbit.) Six years later, a third hurricane forced residents to flee north once more. According to local legend, the storm surge carried one house from Leeville nine miles inland. The owner simply bought the plot underneath it and moved back in.
In the nineteen-thirties, Leeville rebounded briefly. Oil was discovered in the area, and by the end of the decade there were ninety-eight producing wells in town. The pay was good and regulation nonexistent. Blowouts routinely rained sulfur and brine onto the houses, into the cisterns, over the trees. Tin roofs corroded and vegetable gardens shrivelled up. When the wells ran dry, oil production moved offshore and Leeville was again deserted.
There were no more jobs, and the town itself had begun to wash away. Where once men in straw hats picked oranges and harvested rice, today there is mostly open water.
from: www.accessmylibrary.com/coms2/summary_0286-15339115_ITM
Project 365 Day 127. A very foggy day at Bolsa Grande. When I had arrive at school that morning, the fog was nonexistent. By 9am, however, it had swamped the school.
This Stromberg WA3-219 ("Model W") 1bbl carburetor was original equipment as a production option to the Carter BBS and Holley 1920 on 1963 (only) Dodge and Plymouth B-body (only) cars with 225 engine and automatic transmission (only). No variant of this carb was used on any other year or model. I don't know why this was done, nor does it make any sense for Chrysler to have spent what must have been an enormous sum in tooling for such a low-volume carburetor. Was there some kind of a strike at Carter and/or Holley that reduced the available volume of carburetors? It is worth noting that this carb has the largest venturi of any 1bbl used as factory equipment on a slant-6. I've tried a few of these over the years, but have never gotten one to run quite right. Kits and parts are almost nonexistent.
So I did the unthinkable and walked into Zindra simply to fug hunt. I was that bored.
Found this ...thing. Didn't take too many tranquilizer darts to get her, what with that concentration camp physique. Not even sure it's really female with the face and nonexistent boobs.... but it was born in 2008 and outfitted in freebie looking clothes.
The 300 stand their ground upon the fountain-hill of Dupont.
See the rest of the event's photos here!
Image used with permission from thisisbossi. The original photo can be viewed here.
Internet to upload the photo was provided courtesy of Busboys & Poets, since internet at our current base of operations is nonexistent pending repairs.
MG Raymond V. Mason, commander of Joint Logistic Over The Shore 2008, talks with Rear Adm. Mark D. Harnitchek, director, stragegy, policy, programs and logistics directorate, USTRANSCOM during a JLOTS operational tour at Camp Pendleton, Calif. July 25. JLOTS is an exercise that increases the Army's and Navy's ability to build improvised ports for transporting equipment from ship to shore when a harbor or pier has been damaged or is nonexistent. Nearly 1,500 pieces of rolling equipment and shipping containers will be moved from ships with a series of lighterage systems (floating roadways) and smaller boats to improvised piers on the shore. (U.S. Army photo by Sgt. Stephen Proctor, JLOTS Public Affairs)
I got her these Lego Mosaic sets and she made this car. Awesome toy, I wish I had more than 13 patterns since my creativity is nonexistent.
The Navy Elevated Causeway System is one of many pieces of equipment that will serve as part of the improvised port during Joint Logistics Over The Shore 2008. The crane on the ELCAS lifts the vehicles and containers from the lighterage and smaller ships and provides a conduit to the shore. JLOTS is an annual exercise that increases the Army's and Navy's ability to build improvised ports for transporting equipment from ship to shore when a harbor or pier has been damaged or is nonexistent. Nearly 1,500 pieces of rolling equipment and shipping containers will be moved from ships with a series of lighterage systems (floating roadways) and smaller boats to improvised piers on the shore. (U.S. Army photo by Sgt. Stephen Proctor, JLOTS Public Affairs)
This photo was taken in Gerber Park on the corner of Cherry and Martin Luther King Way. On this 0.16 acre plot of land lies 4 monoliths. Each monolith houses two mosaics each and are all topped with, metal, three-sided windmills. The mosaics are colorful creations made from small colored stones and pebbles. The reds and yellows of the trees and the greens of the grass add to the vibrant color that this park expresses in the fall. The blue of the sky dominates the photo much like the real sky does on a chilly clear day. And although this picture is a good representation of the beauty of fall, not even this is perfect. The rundown building behind the tree represents the current state of much of the neighborhood. The paint chips off when the wind blows and the floor squeaks, but things tend to get better as they age, and if you look closely, you may find a few hidden gems disguised only in a thin layer of, nonexistent, paint.
Brie H.
be jealous.
Thank God for Goodwill, otherwise half my wardrobe would be nonexistent right now.
And I would not be in possession of this TIGHT ASS jacket!!!
This is my first attempt at HDR.
It was a sunny day so I decided to visit The British Museum. Unfortunately by the time I got there, it became cloudy and the dramatic deep blue sky I had hoped to capture with sun light streaming through the curved glass roof and casting shadows were nonexistent. :-( Instead the sky turned a whitish grey and inside the museum everything looked dull and colourless. So HDR to the rescue!
All the shots were taken handheld (who says you need a tripod) 3 bracketed exposures set at continuous firing.
After a few hours at the museum as the weather was poor I decided to visit Westminster Cathedral. I had to struggle to get there and find parking. Once inside I found out that photography wasn’t allowed during a service so I had to wait around an hour until it finished. I think I captured some good shots for HDR but unbelievably, when I got back home and started to download the photos, half way through the download the memory card got somehow got jammed and I couldn’t download the photos from the church. What a nightmare! A wasted afternoon:-( By the way, this was a new 32GB Kingston elite pro card. The shop recommended it to me as they didn’t have the Lexar in stock that I wanted. So I won’t be buyer Kingston cards again.
Anyway, I hope you enjoy the photos.
As it’s my first attempt at HDR I would be grateful for your comments, criticisms etc.