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Playing today with a friend.....
Can you read the tiny words??
words were from the cookbook, A Pioneer Woman Cooks
Lucy. Necropolis, Glasgow.
Nikon D700, Nikkor 50mm f/1.4, Nikon SB-900 (in front, above the model with 115cm silver umbrella and 1/4CTO gel), Nikon SB-80dx (behind the model, you can see actual light fro it), all triggered with RF-602
TNG Flickr group Quick Critique
Quickly setup and grabbed this shot on the way into the MRT station!
3 shot vertorama with Sony A7R and SEL 10-18mm
"Oh, I can't believe it," I said as we pulled into the driveway, "the sun is almost down, and I still don't have a photo for the day."
"Look!" she said. "The horses are out! Quick you grab your camera, and I'll get the carrots!"
this is Tank Dempsey saying: Your bud is down?Well get Quick Revive! well hope you like fish, because Quick Revive taste like fish!
Solo: if you get down you get right back up!
Pangasinan Solid North Transit Inc.- 1907
Bus No: 1919
Year released: 2013
Capacity: 51; 2x2 seating configuration
Route: Cubao-Dagupan via Dau/SCTEX-Concepcion/Capas/Tarlac/Gerona/Paniqui/Moncada/Carmen/Urdaneta/Sta. Barbara/Calasiao
Body: Zhengzhou Yutong Bus Co. Ltd.
Model: 2013 Yutong ZK6122HD9 Series
Chassis: Yutong ZK6122CRD9
Engine: Yuchai YC6L310-20 (L32YA)
Fare: Airconditioned
Transmission System: M/T
Suspension: Air Suspension
Taken On: December 12, 2017
Location: McArthur Highway, Brgy San Sebastian, Tarlac City, Tarlac
Behind that silver colored cast cover on the rear end are a pair of meshing spur gears that can be changed in order to alter the final drive ratio of the rear axle. Its common designation is a “quick change rear end.”
In this setup, rotational power input from the engine+transmission enters at the front of the differential housing as it does for conventional drive axles. But unlike the usual setup, the input shaft bypasses engagement with the ring gear and continues to the back where there is a small gearbox at the rear of the differential housing. That small gearbox has an access cover which is what can be seen in the photo above. Within that gearbox are the ends of two shafts - one from the input shaft and a short one above it that’s connected to the bevel pinion that engages the driving ring gear. Each of those two shafts are fitted with spur gears that mesh together to convert rotary motion from the drive shaft to the driving ring gear. Different sets of spur gears can be used in order to change the final drive ratio but they do need to be matched together in order to yield the desired mechanical ratio and to fit in the fixed distance between the two shafts.
Watch this video for a better explanation:
youtu.be/7fhM8Y3TE14?si=MJTenw7JJrlSDTNf
The car is a 1930 Ford Model A Roadster.
The license plate has been altered for privacy.
rectangular_diagonal
_ rechteckig_diagonal
_ Packstation is a service run by DHL Parcel Germany, a business unit of Deutsche Post's Mail division, in Germany. It provides automated booths for self-service collection of parcels and oversize letters as well as self-service dispatch of parcels 24 hours a day, seven days a week. Packstation started as a pilot project in 2001 and was quickly expanded. In November 2011 there were 2500 Packstation machines in Germany. Only ordinary parcels and letters delivered by Deutsche Post can be delivered to Packstations. Moreover, Deutsche Post allows its subsidiary DHL Express Germany to insert a limited number of express parcels.
+++ DISCLAIMER +++
Nothing you see here is real, even though the model, the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
The AH-1 Cobra was developed in the mid-1960s as an interim gunship for the U.S. Army for use during the Vietnam War. The Cobra shared the proven transmission, rotor system, and the T53 turboshaft engine of the UH-1 "Huey". By June 1967, the first AH-1G HueyCobras had been delivered. Bell built 1,116 AH-1Gs for the U.S. Army between 1967 and 1973, and the Cobras chalked up over a million operational hours in Vietnam.
The U.S. Marine Corps was very interested in the AH-1G Cobra, too, but it preferred a twin-engine version for improved safety in over-water operations, and also wanted a more potent turret-mounted weapon. At first, the Department of Defense had balked at providing the Marines with a twin-engine version of the Cobra, in the belief that commonality with Army AH-1Gs outweighed the advantages of a different engine fit. However, the Marines won out and awarded Bell a contract for 49 twin-engine AH-1J SeaCobras in May 1968. As an interim measure the U.S. Army passed on thirty-eight AH-1Gs to the Marines in 1969. The AH-1J also received a more powerful gun turret with a three-barrel 20 mm XM197 cannon based on the six-barrel M61 Vulcan cannon.
During the 1990s, the US forces gradually phased out its Cobra fleet. The withdrawn AH-1s were typically offered to other potential operators, usually NATO allies. Some were also given to the USDA's Forest Service for fire surveillance, and a handful AH-1s went into private hands, including the NASA. Among these airframes were some USMC AH-1Js, which had in part been mothballed in the Mojave Desert since their replacement through more powerful and modern AH-1 variants and the AH-64.
About twenty airframes were, after having been de-militarized, bought by the Kaman Corporation in 2003, in a bold move to quickly respond to more than 20 inquiries for the company’s K-1200 ‘K-Max’ crane synchropter since the type’s end of production in 2001 from firefighting, logging and industry transport requirements. While not such a dedicated medium lift helicopter as the K-1200, which had from the outset been optimized for external cargo load operations, the twin-engine AH-1J promised to be a very effective alternative and a powerful basis for a conversion into a crane helicopter.
The result of this conversion program was the Kaman K-1300, also known as the “K-Cobra” or “Crane Cobra”. While the basic airframe of the AH-1J was retained, extensive detail modifications were made. To reduce weight and compensate for the extensive hardware changes, the SeaCobra lost its armor, the chin turret, and the stub wings. Beyond that, many invisible changes were made; the internal structure between the engine mounts was beefed up with an additional cage structure and a cargo hook was installed under the fuselage in the helicopter’s center of lift.
To further optimize the K-Cobra’s performance, the dynamic components were modified and improved, too. While the engine remained the same, its oil cooler was enlarged and the original output limit to 1.500 shp was removed and the gearbox was strengthened to fully exploit the twin-engine’s available power of 1,800 shp (1,342 kW). The rotor system was also modified and optimized for the transport of underslung loads: the original UH-1 dual-blade rotors were replaced with new four-blade rotors. The new main rotor with rugged heavy-duty blades offered more lift at less rotor speed, and the blades’ lift sections were moved away from the hub so that downwash and turbulences directly under the helicopter’s CoG and man hook were reduced to keep the cargo load more stable. Due to the main rotor’s slightly bigger diameter the tail rotor was changed into a slightly smaller four-blade rotor, too. This new arrangement made the K-1300 more stable while hovering or during slow speed maneuvers and more responsive to steering input.
The Cobra’s crew of two was retained, but the cockpit was re-arranged and split into two compartments: the pilot retained the original rear position in the tandem cockpit under the original glazing, but the gunner’s station in front of him, together with the secondary dashboard, was omitted and replaced by a new, fully glazed cabin under the former gunner position. This cabin occupied the former gun station and its ammunition supply and contained a rearward-facing workstation for a second pilot with full controls. It was accessible via a separate door or a ladder from above, through a trap door in the former gunner’s station floor, where a simple foldable bench was available for a third person. This arrangement was chosen due to almost complete lack of oversight of the slung load from the normal cockpit position, despite a CCTV (closed circuit television) system with two cameras intended for observation of slung loads. The second pilot would control the helicopter during delicate load-handling maneuvers, while the primary pilot “above” would fly the helicopter during transfer flights, both sharing the workload.
To accommodate the cabin under the fuselage and improve ground handling, the AH-1J’s skids were replaced by a stalky, fixed four-wheel landing gear that considerably increased ground clearance (almost 7 feet), making the attachment of loads on the ground to the main ventral hook easier, as the K-1300 could be “rolled over” the cargo on the ground and did not have to hover above it to connect. However, an external ladder had to be added so that the pilot could reach his/her workstation almost 10 feet above the ground.
The bulky ventral cabin, the draggy landing gear and the new lift-optimized rotor system reduced the CraneCobra’s top speed by a third to just 124 mph (200 km/h), but the helicopter’s load-carrying capacity became 35% higher and the Cobra’s performance under “hot & high” conditions was markedly improved, too.
For transfer flights, a pair of external auxiliary tanks could be mounted to the lower fuselage flanks, which could also be replaced with cargo boxes of similar size and shape.
K-1300 buyers primarily came from the United States and Canada, but there were foreign operators, too. A major operator in Europe became Heliswiss, the oldest helicopter company in Switzerland. The company was founded as „Heliswiss Schweizerische Helikopter AG“, with headquarters in Berne-Belp on April 17, 1953, what also marked the beginning of commercial helicopter flying in Switzerland. During the following years Heliswiss expanded in Switzerland and formed a network with bases in Belp BE, Samedan GR, Domat Ems GR, Locarno TI, Erstfeld UR, Gampel VS, Gstaad BE and Gruyères FR. During the build-up of the rescue-company Schweizerische Rettungsflugwacht (REGA) as an independent network, Heliswiss carried out rescue missions on their behalf.
Heliswiss carried out operations all over the world, e. g. in Greenland, Suriname, North Africa and South America. The first helicopter was a Bell 47 G-1, registered as HB-XAG on September 23, 1953. From 1963 Heliswiss started to expand and began to operate with medium helicopters like the Agusta Bell 204B with a turbine power of 1050 HP and an external load of up to 1500 kg. From 1979 Heliswiss operated a Bell 214 (external load up to 2.8 t).
Since 1991 Heliswiss operated a Russian Kamov 32A12 (a civil crane version of the Ka-27 “Helix”), which was joined by two K-1300s in 2004. They were frequently used for construction of transmission towers for overhead power lines and pylons for railway catenary lines, for selective logging and also as fire bombers with underslung water bags, the latter managed by the German Helog company, operating out of Ainring and Küssnacht in Germany and Switzerland until 2008, when Helog changed its business focus into a helicopter flight training academy in Liberia with the support of Germany's Federal Ministry of Education and Research.
A second Kamov 32A12 joined the fleet in 2015, which replaced one of the K-1300s, and Heliswiss’ last K-1300 was retired in early 2022.
General characteristics:
Crew: 2, plus space for a passenger
Length: 54 ft 3 in (16,56 m) including rotors
44 ft 5 in (13.5 m) fuselage only
Main rotor diameter: 46 ft 2¾ in (14,11 m)
Main rotor area: 1,677.64 sq ft (156,37 m2)
Width (over landing gear): 12 ft 6 in (3.85 m)
Height: 17 ft 8¼ in (5,40 m)
Empty weight: 5,810 lb (2,635 kg)
Max. takeoff weight: 9,500 lb (4,309 kg) without slung load
13,515 lb (6,145 kg) with slung load
Powerplant:
1× P&W Canada T400-CP-400 (PT6T-3 Twin-Pac) turboshaft engine, 1,800 shp (1,342 kW)
Performance:
Maximum speed: 124 mph (200 km/h, 110 kn)
Cruise speed: 105 mph (169 km/h, 91 kn)
Range: 270 mi (430 km, 230 nmi) with internal fuel only,
360 mi (570 km 310 nmi) with external auxiliary tanks
Service ceiling: 15,000 ft (4,600 m)
Hovering ceiling out of ground effect: 3,000 m (9,840 ft)
Rate of climb: 2,500 ft/min (13 m/s) at Sea Level with flat-rated torque
External load capacity (at ISA +15 °C (59.0 °F):
6,000 lb (2,722 kg) at sea level
5,663 lb (2,569 kg) at 5,000 ft (1,524 m)
5,163 lb (2,342 kg) at 10,000 ft (3,048 m)
5,013 lb (2,274 kg) at 12,100 ft (3,688 m)
4,313 lb (1,956 kg) at 15,000 ft (4,600 m)
The kit and its assembly:
This is/was the second contribution to the late 2022 “Logistics” Group Build at whatifmodellers.com, a welcome occasion and motivation to tackle a what-if project that had been on my list for a long while. This crane helicopter conversion of a HueyCobra was inspired by the Mil Mi-10K helicopter – I had built a 1:100 VEB Plasticart kit MANY years ago and still remembered the helicopter’s unique ventral cabin under the nose with a rearward-facing second pilot. I always thought that the AH-1 might be a good crane helicopter, too, esp. the USMC’s twin-engine variant. And why not combine everything in a fictional model?
With this plan the basis became a Fujimi 1:72 AH-1J and lots of donor parts to modify the basic hull into “something else”. Things started with the removal of the chin turret and part of the lower front hull to make space for the ventral glass cabin. The openings for the stub wings were faired over and a different stabilizer (taken from a Revell EC 135, including the end plates) was implanted. The attachment points for the skids were filled and a styrene tube was inserted into the rotor mast opening to later hold the new four-blade rotor. Another styrene tube with bigger diameter was inserted into the lower fuselage as a display holder adapter for later flight scene pictures. Lead beads filled the nose section to make sure the CraneCobra would stand well on its new legs, with the nose down. The cockpit was basically taken OOB, just the front seat and the respective gunner dashboard was omitted.
One of the big challenges of this build followed next: the ventral cabin. Over the course of several months, I was not able to find a suitable donor, so I was forced to scratch the cabin from acrylic and styrene sheet. Size benchmark became the gunner’s seat from the Cobra kit, with one of the OOB pilots seated. Cabin width was less dictated through the fuselage, the rest of the cabin’s design became a rather simple, boxy thing – not pretty, but I think a real-life retrofitted cabin would not look much different? Some PSR was done to hide the edges of the rather thick all-clear walls and create a 3D frame - a delicate task. Attaching the completed thing with the second pilot and a dashboard under the roof to the Cobra’s lower hull and making it look more or less natural without major accidents was also a tricky and lengthy affair, because I ignored the Cobra’s narrowing nose above the former chin turret.
With the cabin defining the ground helicopter’s clearance, it was time for the next donors: the landing gear from an Airfix 1:72 Kamow Ka-25, which had to be modified further to achieve a proper stance. The long main struts were fixed to the hull, their supporting struts had to be scratched, in this case from steel wire. The front wheels were directly attached to the ventral cabin (which might contain in real life a rigid steel cage that not only protects the second crew member but could also take the front wheels’ loads?). Looks pretty stalky!
Under the hull, a massive hook and a fairing for the oil cooler were added. A PE brass ladder was mounted on the right side of the hull under the pilot’s cockpit, while a rear-view mirror was mounted for the ventral pilot on the left side.
The rotor system was created in parallel, I wanted “something different” from the UH-1 dual-blade rotors. The main rotor hub was taken from a Mistercraft 1:72 Westland Lynx (AFAIK a re-boxed ZTS Plastyk kit), which included the arms up to the blades. The hub was put onto a metal axis, with a spacer to make it sit well in the new styrene tube adapter inside of the hull, and some donor parts from the Revell EC 135. Deeper, tailored blades were glued to the Lynx hub, actually leftover parts from the aforementioned wrecked VEB Plasticart 1:100 Mi-10, even though their length had to be halved (what makes you aware how large a Mi-6/10 is compared with an AH-1!). The tail rotor was taken wholesale from the Lynx and stuck to the Cobra’s tail with a steel pin.
Painting and markings:
Another pushing factor for this build was the fact that I had a 1:72 Begemot aftermarket decal sheet for the Kamow Ka-27/32 in The Stash™, which features, among many military helicopters, (the) two civil Heliswiss machines – a perfect match!
Using the Swiss Helix’ as design benchmark I adapted their red-over-white paint scheme to the slender AH-1 and eventually ended up with a simple livery with a white belly (acrylic white from the rattle can, after extensive masking of the clear parts with Maskol/latex milk) and a red (Humbrol 19) upper section, with decorative counter-colored cheatlines along the medium waterline. A black anti-glare panel was added in front of the windscreen. The auxiliary tanks were painted white, too, but they were processed separately and mounted just before the final coat of varnish was applied. The PE ladder as well as the rotors were handled similarly.
The cockpit and rotor opening interior were painted in a very dark grey (tar black, Revell 06), while the interior of the air intakes was painted bright white (Revell 301). The rotor blades became light grey (Revell 75) with darker leading edges (Humbrol 140), dark grey (Humbrol 164) hubs and yellow tips.
For the “HELOG/Heliswiss” tagline the lower white section had to be raised to a medium position on the fuselage, so that they could be placed on the lower flanks under the cockpit. The white civil registration code could not be placed on the tail and ended up on the engine cowling, on red, but this does not look bad or wrong at all.
The cheatlines are also decals from the Ka-32 Begemot sheet, even though they had to be trimmed considerably to fit onto the Cobra’s fuselage – and unfortunately the turned out to be poorly printed and rather brittle, so that I had to improvise and correct the flaws with generic red and white decal lines from TL Modellbau. The white cross on the tail and most stencils came from the Begemot sheet, too. Black, engine soot-hiding areas on the Cobra’s tail were created with generic decal sheet material, too.
The rotor blades and the wheels received a black ink treatment to emphasize their details, but this was not done on the hull to avoid a dirty or worn look. After some final details like position lights the model was sealed with semi-matt acrylic varnish, while the rotors became matt.
A weird-looking what-if model, but somehow a crane-copter variant of the AH-1 looks quite natural – even more so in its attractive red-and-white civil livery. The stalky landing gear is odd, though, necessitated by the ventral cabin for the second pilot. I was skeptical, but scratching the latter was more successful than expected, and the cabin blend quite well into the AH-1 hull, despite its boxy shape.
Tyrion didn't want to walk with me... he was too scared. I quickly looked at his teeth to determine his age, and since he seemed young, I felt comfortable to just pick him up, and walk off the ramp.
I thanked the two Los Angeles Animal Services officers who knew my rescue work and were very happy that he wouldn't end up in their shelter.
Here is Quick Curl Barbie with her original hair set. Barbie is wearing "Party Separates #7841" from 1974.
City lights lit these clouds as they quickly moved through. See still image: www.flickr.com/photos/cloud_spirit/54415577209 taken with iPhone.
Time lapse taken with GoPro in "night mode".
Shot by August Brill
I've been tagged by my friend Plumbelina!
Welcome to The Quicker Fliz!
With *random fact* ingredient!! ohhhhhh!
Once you have completed the questions, please feel free to copy and paste the text, upload it to your stream with a pic and tag a handful of contacts you think might enjoy! :)
**Six names you go by: (this is not easy!)**
1. Rufo – it’s the name of my cat, and my nick in the web
2. Markus – as my friend Raul call me
3. Mirello – as a Tunisian customer of mine called me once and as August Brill likes to call me now
4. Dado, Silvia my girlfriend, calls me this.
5. Wof; Blu, my dog, before her dinner time.
6. Grrrrrrr; Alberto, my 5 days old child after his lunch.
**Three things you are wearing right now:**
1. a cat poils coated sweatshirt
2. blue tracksuit pants, same color of my Mac’s desktop
3. my green glasses
**Four things you want very badly at this moment:**
1. I’m ok, I don’t really need anything more.
2. -
3. -
4. -
**Three people who will answer this:**
Well, I can’t really answer.
**Two things you did last night:**
1. Preparing some pictures for the print
2. Dancing with Alberto hoping he would sleep at night.
**Last two people you talked to on the phone**
1. My mother
2. My friend Dario also called Pisano
**Two things you are going to do tomorrow:**
1. Stay with my family
2. In the late afternoon, going to the vernissage of Spaziabo
**Three favourite drinks:**
1. Cappuccino
2. Black coffee
3. Espresso
THE RANDOM FACT INGREDIENT:
Moving to the country. Gonna eat a lot of peaches.
Tagging:
Bernard Granger
Paul Marsh
Nurse Kato
Roselità
Lorena
Leeweg10
Ginablu9K
Auroradeepblu
Roslol
Jessie
Would it still be historically accurate to give a Russian the gaiter legs on the right? I was going to get a matching marine torso to use with it yesterday but thanks to friggin CB day they sold out within 30 minutes.
I've learned to love those little lucky rays of sunshine, the ones that miss every branch and obstacle to shine on some bare bit of earth below. Sure, I could stand in a field someplace, and get all the light I want. But I choose a point of desperation, a rushing moment passing, quickly blinking away. We both know that says something about me. My whole heart comes back to the hard way, the narrow gauge of now and then. I've never had much interest in taking pictures, it's just my excuse for adventure, to feel with no one watching. If you're here now with your heart intact, then that's everything I've wanted for my memories.
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Spent an hour with my man Lister who wanted a quick graff video, so an hours time limit was set, not happy with it, hate 94 for outlines, good afternoon,
Shouts to Lister, Wayn, ekro, bnor, joze, iker, and of course tensoe2.
French Machine Gunner takes quick nap while his unit stops.
Due to a sudden general mobilisation, speed was essential to reach the predetermined defensive positions.