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I've been requested a lot of time to do my Flickr series on YouTube, then . . . I did it! ^_^
It took my ALL THE DAY to do this episode. I'm kinda tired now. . . pheww. Hope you enjoy it.
Sorry for my --> LITTLE <--- accent, it's understanable ; english isn't my first language. (;
If you didn't follow my last series, here on Flickr, then maybe you won't understand the episode. ;P You better take a look on my Gossip Bratz pics before watching the vid. Just saying.
This episode wasn't a big and wow one, since it's more it's like the beginning of the series, and there are not many plots, but its still awzome HAHA. It's more like an introducing of the GB (Gossip Bratz) World. It's still an episode, not a preview. Aha. Plots (not sure of the meaning of this word though . . . its like . . . action?) will come out at the end of this episode, and in the future episodes (;
ENJOY BABY! xx www.youtube.com/watch?v=tDt40Ld-vbc
As requested - adult MF version of the SF Ryan Sofa
maps.secondlife.com/secondlife/Lost%20Dreams%20Island/204...
Built in the 1000s on the foundations of an earlier church, listed as a Historic Landmark on Prosper Mérimée’s very first list in 1840, the abbey church of Saint Theudère stands in the village of Saint-Chef in the French département of Isère, east of Lyon, towards the Alps.
When I say “earlier church”, I mean the one built in the 500s (of which nothing visible remains) when Theudère of Dauphiné, a local Benedictine monk who had been a trained disciple of Saint Césaire in Arles, returned to bis birthplace to found an abbey. The village of Saint-Chef grew around it during the Middle Ages, while the abbey itself reached its apogee around 1200, at the end of the Romanesque age, when it ruled over a dozen priories and about 80 churches in the environs. Decline came shortly after 1300, when the monks, profoundly divided in two factions, could not elect a new abbot. Pope John XII, then residing in Avignon, issued a bull in 1320 whereby the archbishop of Vienne would become the abbot of Saint-Chef, which forever lost its independence as of that fateful day.
The last remnants of the Benedictine communal life were washed away in the 1530s when the remaining “monks” (but could they still be called that?) were authorized by King Francis Ist and Pope Paul III to abandon their religious status and their vows (including that of poverty!), thus turning them into secular canons. The canons then went on living what was probably a much more comfortable (in all material respects!) life, until that wasn’t even good enough: in 1774, they requested and obtained (claiming isolation and the insalubrious nature of the area, poor dears) to abandon the village of Saint-Chef and be transferred to the abbey of Saint-André-le-Bas in the city of Vienne.
It should come as no surprise that, when the French Revolution erupted a few years later, not many voices were raised to defend and protect the abbey’s buildings, which were sold, destroyed and their stones used for construction works in the village and surrounding area.
The church itself, turned into a parish church, remained as the only legacy of what the powerful abbey had once been.
This rather sad story of downfall, lack of resolve and backbone, and probably outright lack of faith, outweighed by an appetite for creature comforts and personal wealth by those who had vowed to forsake them, has fortunately not contaminated the church itself, which remains as it ever was, one of the most striking examples of Romanesque architecture in the Dauphiné province. Even more importantly, the Saint Theudère former abbey church houses one of the finest (in all of France!) sets of Romanesque alfresco paintings from the 1100s, located in places not normally open to the public, but to which I managed to secure access. I hope you will enjoy them.
Back down at nave level, this shows the chancel and apse. The capitals around the chancel are the only sculpted ones in the church, and the leafy motifs remain very simple, almost at the level of a rough outline, a preliminary study. The stained glass is 19th century, as are the ugly paintings on the cul-de-four vault of the apse —or at least, what’s still visible of them, as they have been deteriorated by humidity seeping through.
Due to a request , here are 8 shots taken at Croydon & Chelsham (completely outside my 'comfort zone')in 1973 just before I moved away to Scotland. Apologies are necessary for the lack of quality - it was a very dull February day!
Here is RT3629 leaving Croydon Bus Stn. on the 154 route showing its block capital LT fleetname - I wonder if this was rare as I dont remember seeing many like this but - as I mentioned I moved away from the LT area shortly after. Note the hand signal from the driver. 10/2/73.
Requested a complete stranger on to jump for me .. and he obliged.. explained him that his face won't be visible still he did not mind.
He is a laborer staying in a hut on the hills of Warje hills (behind out building). He is from Parbhani and works in wakdewadi to install electrical junction boxes for buildings. He picked up the skill in last 4 months after coming to Pune in search of a living.
I wish him great luck and may his future be bright and may his life have a jump-start (like this image)
Please comment if you like this photo. Thank you so very much.
My friend Toni-Marie requested more pix of me in the Marks and Spence tan tights from the UK she gifted me. Here ya go Toni Dear. There's still more coming. Stay tuned.
Someone requested a copy of my original version of this, but I only had a small size available. It was in the dark days before I had any real kind of workflow for my images. So I've tried my best to reproduce the image again in the same format.
Let me know if you want any tweaks Sophie.
In the 1950s the "peace sign", as it is known today, was designed by Gerald Holtom as the logo for the British Campaign for Nuclear Disarmament, a group at the forefront of the peace movement in the UK, and adopted by anti-war and counterculture activists in the US and elsewhere.
The logo commonly recognized as the “peace sign” since the late ‘50s supposedly began as the logo for the Campaign for Nuclear Disarmament (CND). According to the CND, it was designed in 1958 by an English professional artist/designer named Gerald Holtom, who had graduated from the Royal College of Arts. Holtom, a conscientious objector who had preferred working on a Norfolk farm during WWII instead of joining the conflict, incorporated the hand-held flag symbols (semaphores) for N and D into his logo, the N standing for “nuclear” and the D for “disarmament.” In semaphore, the letter N is formed by a person holding two flags in an upside-down V, and the letter D is formed by holding one flag pointed straight up and the other pointed straight down. By superimposing the flag orientation of these two letters, the bars of the peace sign were derived.
Holtom presented his design to officials in the Peace News office in London and to the Direct Action Committee Against Nuclear War. The Direct Action Committee was already planning its first major anti-nuclear march from London to Aldermaston, where British nuclear weapons were manufactured. Bertrand Russell, an organizer of this march, selected the symbol to be placed on buttons and banners for the march. The "peace sign" made its first public appearance in the U.K. on that march over the 1958 Easter weekend. Holtom originally had intended to use the cross symbol within a circle as the logo for the march but various clergy he consulted about the idea were obviously not enthusiastic about using the cross on a protest banner. Holtom described the use of the downward V to represent the despair that he felt due to nuclear proliferation. He later reportedly regretted his choice, rather preferring an upward V, which he felt would express the joy of peace. He requested that the upward V peace sign be placed on his tomb, but this request was not heeded.
The symbol was brought to the U.S. by Bayard Rustin, a U.S. civil rights protester, who had participated in the Aldermaston march. The peace sign was first used in the United States later in the same year when a pacifist protestor, Albert Bigelow, sailed his small boat near a scheduled U.S. nuclear test site displaying the CND banner. It was later used on civil rights marches and appeared at anti-Vietnam War demonstrations.
Photos for editorial use ONLY. To purchase high resolution photos, please email press@worldtabletennis.com with your photo requests.
This is our 2 year old Grandson, Jaden. Saturday his father was putting up shelves in their garage. A neighbor gave him an old bookcase and he was using the shelves from it. Somehow Jaden managed to tip it over, and it fell on top of him bruising his back.
Our daughter Chrissy rushed him to the Emergency Room at the All Children's Hospital because he was screaming and could not stand up.
The Dr's took
X-Rays and could find no broken bones, they gave him a pain killer and sent him home. Monday Chrissy was beside herself because he still could not stand. She took him to his own Pediatrician who had all the information from the Hospital and gave him a complete neurological exam and told Chris that there was no nerve damage..
Now 3 days later we see no improvement. Now we are all concerned that the Dr's have missed something.
He is very special and the light of our lives. Please say a prayer for Jaden
The final word on this is that after he had an MRI, the Dr's figured out that he had a fractured pelvic bone....he is on the mend now and needed no surgery. The prayers worked.................we are so grateful
EOS 5D Mark IV + Canon EF 100-400mm F4.5-5.6L IS II USM
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If you would like to request license options on my images please contact me directly.
All images on this blog are copyright protected and registered with the US Copyright Office and vigorously protected. In order to avoid costly contact with my attorney, get my written permission before any use, additionally any web use of this image is also required to be linked to this URL and properly credited. NO commercial use is allowed without my written approval and compensation.
And on a side note... to any companies that have misappropriated my images and are somehow offended by peoples' use of the word stealing to describe the action ... please see the comments here.
I have been asked / told to show some pics of me in stockings so here they are. Apologies if there are too many
I have been asked / told to show some pics of me in stockings so here they are. Apologies if there are too many
Requested By: transport lover
This MAN ALX300 is now ex Stagecoach Bluebird 22709 (V709 DSA - Stagecoach in Orkney) seen here in a guesstimate at what it look's like now...
Original Net: Peter Fray
Updated & Adapted: Dominic Robson
+++ 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:
Clarence L. "Kelly" Johnson, vice president of engineering and research at Lockheed's Skunk Works, visited USAF air bases across South Korea in November 1951 to speak with fighter pilots about what they wanted and needed in a fighter aircraft. At the time, the American pilots were confronting the MiG-15 with North American F-86 Sabres, and many felt that the MiGs were superior to the larger and more complex American design. The pilots requested a small and simple aircraft with excellent performance, especially high speed and altitude capabilities. Armed with this information, Johnson immediately started the design of such an aircraft on his return to the United States.
Work started in March 1952. In order to achieve the desired performance, Lockheed chose a small and simple aircraft, weighing in at 12,000 lb (5,400 kg) with a single powerful engine. The engine chosen was the new General Electric J79 turbojet, an engine of dramatically improved performance in comparison with contemporary designs. The small L-246 design remained essentially identical to the Model 083 Starfighter as eventually delivered.
Johnson presented the design to the Air Force on 5 November 1952, and work progressed quickly, with a mock-up ready for inspection at the end of April, and work starting on two prototypes that summer. The first prototype was completed by early 1954 and first flew on 4 March at Edwards AFB. The total time from contract to first flight was less than one year.
The first YF-104A flew on 17 February 1956 and, with the other 16 trial aircraft, were soon carrying out equipment evaluation and flight tests. Lockheed made several improvements to the aircraft throughout the testing period, including strengthening the airframe, adding a ventral fin to improve directional stability at supersonic speed, and installing a boundary layer control system (BLCS) to reduce landing speed. Problems were encountered with the J79 afterburner; further delays were caused by the need to add AIM-9 Sidewinder air-to-air missiles. On 28 January 1958, the first production F-104A to enter service was delivered.
Even though the F-104 saw only limited use by the USAF, later versions, tailored to a fighter bomber role and intended for overseas sales, were more prolific. This was in particular the F-104G, which became the Starfighter's main version, a total of 1,127 F-104Gs were produced under license by Canadair and a consortium of European companies that included Messerschmitt/MBB, Fiat, Fokker, and SABCA.
The F-104G differed considerably from earlier versions. It featured strengthened fuselage, wing, and empennage structures; a larger vertical fin with fully powered rudder as used on the earlier two-seat versions; fully powered brakes, new anti-skid system, and larger tires; revised flaps for improved combat maneuvering; a larger braking chute. Upgraded avionics included an Autonetics NASARR F15A-41B multi-mode radar with air-to-air, ground-mapping, contour-mapping, and terrain-avoidance modes, as well as the Litton LN-3 Inertial Navigation System, the first on a production fighter.
Germany was among the first foreign operators of the F-104G variant. As a side note, a widespread misconception was and still is that the "G" explicitly stood for "Germany". But that was not the case and pure incidence, it was just the next free letter, even though Germany had a major influence on the aircraft's concept and equipment. The German Air Force and Navy used a large number of F-104G aircraft for interception, reconnaissance and fighter bomber roles. In total, Germany operated 916 Starfighters, becoming the type's biggest operator in the world. Beyond the single seat fighter bombers, Germany also bought and initially 30 F-104F two-seat aircraft and then 137 TF-104G trainers. Most went to the Luftwaffe and a total of 151 Starfighters was allocated to the Marineflieger units.
The introduction of this highly technical aircraft type to a newly reformed German air force was fraught with problems. Many were of technical nature, but there were other sources of problems, too. For instance, after WWII, many pilots and ground crews had settled into civilian jobs and had not kept pace with military and technological developments. Newly recruited/re-activated pilots were just being sent on short "refresher" courses in slow and benign-handling first-generation jet aircraft or trained on piston-driven types. Ground crews were similarly employed with minimal training and experience, which was one consequence of a conscripted military with high turnover of service personnel. Operating in poor northwest European weather conditions (vastly unlike the fair-weather training conditions at Luke AFB in Arizona) and flying low at high speed over hilly terrain, a great many Starfighter accidents were attributed to controlled flight into terrain (CFIT). German Air Force and Navy losses with the type totaled 110 pilots, around half of them naval officers.
One general contributing factor to the high attrition rate was the operational assignment of the F-104 in German service: it was mainly used as a (nuclear strike) fighter-bomber, flying at low altitude underneath enemy radar and using landscape clutter as passive radar defense, as opposed to the original design of a high-speed, high-altitude fighter/interceptor. In addition to the different and demanding mission profiles, the installation of additional avionic equipment in the F-104G version, such as the inertial navigation system, added distraction to the pilot and additional weight that further hampered the flying abilities of the plane. In contemporary German magazine articles highlighting the Starfighter safety problems, the aircraft was portrayed as "overburdened" with technology, which was considered a latent overstrain on the aircrews. Furthermore, many losses in naval service were attributed to the Starfighter’s lack of safety margin through a twin-engine design like the contemporary Blackburn Buccaneer, which had been the German navy air arm’s favored type. But due to political reasons (primarily the outlook to produce the Starfighter in Southern Germany in license), the Marine had to accept and make do with the Starfighter, even if it was totally unsuited for the air arm's mission profile.
Erich Hartmann, the world's top-scoring fighter ace from WWII, commanded one of Germany's first (post-war) jet fighter-equipped squadrons and deemed the F-104 to be an unsafe aircraft with poor handling characteristics for aerial combat. To the dismay of his superiors, Hartmann judged the fighter unfit for Luftwaffe use even before its introduction.
In 1966 Johannes Steinhoff took over command of the Luftwaffe and grounded the entire Luftwaffe and Bundesmarine F-104 fleet until he was satisfied that the persistent problems had been resolved or at least reduced to an acceptable level. One measure to improve the situation was that some Starfighters were modified to carry a flight data recorder or "black box" which could give an indication of the probable cause of an accident. In later years, the German Starfighters’ safety record improved, although a new problem of structural failure of the wings emerged: original fatigue calculations had not taken into account the high number of g-force loading cycles that the German F-104 fleet was experiencing through their mission profiles, and many airframes were returned to the depot for wing replacement or outright retirement.
The German F-104Gs served primarily in the strike role as part of the Western nuclear deterrent strategy, some of these dedicated nuclear strike Starfighters even had their M61 gun replaced by an additional fuel tank for deeper penetration missions. However, some units close to the German borders, e.g. Jagdgeschwader (JG) 71 in Wittmundhafen (East Frisia) as well as JG 74 in Neuburg (Bavaria), operated the Starfighter as a true interceptor on QRA duty. From 1980 onwards, these dedicated F-104Gs received a new air superiority camouflage, consisting of three shades of grey in an integral wraparound scheme, together with smaller, subdued national markings. This livery was officially called “Norm 82” and unofficially “Alberich”, after the secretive guardian of the Nibelung's treasure. A similar wraparound paint scheme, tailored to low-level operations and consisting of two greens and black (called Norm 83), was soon applied to the fighter bombers and the RF-104 fleet, too, as well as to the Luftwaffe’s young Tornado IDS fleet.
However, the Luftwaffe’s F-104Gs were at that time already about to be gradually replaced, esp. in the interceptor role, by the more capable and reliable F-4F Phantom II, a process that lasted well into the mid-Eighties due to a lagging modernization program for the Phantoms. The Luftwaffe’s fighter bombers and recce Starfighters were replaced by the MRCA Tornado and RF-4E Phantoms. In naval service the Starfighters soldiered on for a little longer until they were also replaced by the MRCA Tornado – eventually, the Marineflieger units received a two engine aircraft type that was suitable for their kind of missions.
In the course of the ongoing withdrawal, a lot of German aircraft with sufficiently enough flying hours left were transferred to other NATO partners like Norway, Greece, Turkey and Italy, and two were sold to the NASA. One specific Starfighter was furthermore modified into a CCV (Control-Configured Vehicle) experimental aircraft under control of the German Industry, paving the way to aerodynamically unstable aircraft like the Eurofighter/Typhoon. The last operational German F-104 made its farewell flight on 22. Mai 1991, and the type’s final flight worldwide was in Italy in October 2004.
General characteristics:
Crew: 1
Length: 54 ft 8 in (16.66 m)
Wingspan: 21 ft 9 in (6.63 m)
Height: 13 ft 6 in (4.11 m)
Wing area: 196.1 ft² (18.22 m²)
Airfoil: Biconvex 3.36 % root and tip
Empty weight: 14,000 lb (6,350 kg)
Max takeoff weight: 29,027 lb (13,166 kg)
Powerplant:
1× General Electric J79 afterburning turbojet,
10,000 lbf (44 kN) thrust dry, 15,600 lbf (69 kN) with afterburner
Performance:
Maximum speed: 1,528 mph (2,459 km/h, 1,328 kn)
Maximum speed: Mach 2
Combat range: 420 mi (680 km, 360 nmi)
Ferry range: 1,630 mi (2,620 km, 1,420 nmi)
Service ceiling: 50,000 ft (15,000 m)
Rate of climb: 48,000 ft/min (240 m/s) initially
Lift-to-drag: 9.2
Wing loading: 105 lb/ft² (510 kg/m²)
Thrust/weight: 0.54 with max. takeoff weight (0.76 loaded)
Armament:
1× 20 mm (0.787 in) M61A1 Vulcan six-barreled Gatling cannon, 725 rounds
7× hardpoints with a capacity of 4,000 lb (1,800 kg), including up to four AIM-9 Sidewinder, (nuclear)
bombs, guided and unguided missiles, or other stores like drop tanks or recce pods
The kit and its assembly:
A relatively simple what-if project – based on the question how a German F-104 interceptor might have looked like, had it been operated for a longer time to see the Luftwaffe’s low-viz era from 1981 onwards. In service, the Luftwaffe F-104Gs started in NMF and then carried the Norm 64 scheme, the well-known splinter scheme in grey and olive drab. Towards the end of their career the fighter bombers and recce planes received the Norm 83 wraparound scheme in green and black, but by that time no dedicated interceptors were operational anymore, so I stretched the background story a little.
The model is the very nice Italeri F-104G/S model, which is based on the ESCI molds from the Eighties, but it comes with recessed engravings and an extra sprue that contains additional drop tanks and an Orpheus camera pod. The kit also includes a pair of Sidewinders with launch rails for the wing tips as well as the ventral “catamaran” twin rail, which was frequently used by German Starfighters because the wing tips were almost constantly occupied with tanks.
Fit and detail is good – the kit is IMHO very good value for the money. There are just some light sinkholes on the fuselage behind the locator pins, the fit of the separate tail section is mediocre and calls for PSR, and the thin and very clear canopy is just a single piece – for open display, you have to cut it by yourself.
Since the model would become a standard Luftwaffe F-104G, just with a fictional livery, the kit was built OOB. The only change I made are drooped flaps, and the air brakes were mounted in open position.
The ordnance (wing tip tanks plus the ventral missiles) was taken from the kit, reflecting the typical German interceptor configuration: the wing tips were frequently occupied with tanks, sometimes even together with another pair of drop tanks under the wings, so that any missile had to go under the fuselage. The instructions for the ventral catamaran launch rails are BTW wrong – they tell the builder to mount the launch rails onto the twin carrier upside down! Correctly, the carrier’s curvature should lie flush on the fuselage, with no distance at all. When mounted as proposed, the Sidewinders come very close to the ground and the whole installation looks pretty goofy! I slightly modified the catamaran launch rail with some thin styrene profile strips as spacers, and the missiles themselves, AIM-9Bs, were replaced with more modern and delicate AIM-9Js from a Hasegawa air-to-air weapons set. Around the hull, some small blade antennae, a dorsal rotating warning light and an angle-of-attack sensor were added.
Painting and markings:
The exotic livery is what defined this what-if build, and the paint scheme was actually inspired by a real world benchmark: some Dornier Do-28D Skyservants of the German Marineflieger received, late in their career, a wraparound scheme in three shades of grey, namely RAL 7030 (Steingrau), 7000 (Fehgrau) and 7012 (Basaltgrau). I thought that this would work pretty well for an F-104G interceptor that operates at medium to high altitudes, certainly better than the relatively dark Norm 64 splinter scheme or the Norm 83 low-altitude pattern.
The camouflage pattern was simply adopted from the Starfighter’s Norm 83 scheme, just the colors were exchanged. The kit was painted with acrylic paints from Revell, since the authentic tones were readily available, namely 75, 57 and 77. As a disrupting detail I gave the wing tip tanks the old Norm 64 colors: uniform Gelboliv from above (RAL 6014, Revell 42), Silbergrau underneath (RAL 7001, Humbrol’s 127 comes pretty close), and bright RAL 2005 dayglo orange markings, the latter created with TL Modellbau decal sheet material for clean edges and an even finish.
The cockpit interior was painted in standard medium grey (Humbrol 140, Dark Gull Grey), the landing gear including the wells became aluminum (Humbrol 56), the interior of the air intakes was painted with bright matt aluminum metallizer (Humbrol 27001) with black anti-icing devices in the edges and the shock cones. The radome was painted with very light grey (Humbrol 196, RAL 7035), the dark green anti-glare panel is a decal from the OOB sheet.
The model received a standard black ink washing and some panel post-shading (with Testors 2133 Russian Fulcrum Grey, Humbrol 128 FS 36320 and Humbrol 156 FS 36173) in an attempt to even out the very different shades of grey. The result does not look bad, pretty worn and weathered (like many German Starfighters), even though the paint scheme reminds a lot of the Hellenic "Ghost" scheme from the late F-4Es and the current F-16s?
The decals for the subdued Luftwaffe markings were puzzled together from various sources. The stencils were mostly taken from the kit’s exhaustive and sharply printed sheet. Tactical codes (“26+40” is in the real Starfighter range, but this specific code was AFAIK never allocated), iron crosses and the small JG 71 emblems come from TL Modellbau aftermarket sheets. Finally, after some light soot stains around the gun port, the afterburner and some air outlets along the fuselage with graphite, the model was sealed with matt acrylic varnish.
A simple affair, since the (nice) kit was built OOB and the only really fictional aspect of this model is its livery. But the resulting aircraft looks good, the all-grey wraparound scheme suits the slender F-104 well and makes an interceptor role quite believable. Would probably also look good on a German Eurofighter? Certainly more interesting than the real world all-blue-grey scheme.
In the beauty pics the scheme also appears to be quite effective over open water, too, so that the application to the Marineflieger Do-28Ds made sense. However, for the real-world Starfighter, this idea came a couple of years too late.
I have received some requests to do some white lingerie pics so I am happy to oblige. I hope you guys and gals like this one.
Feel free to request pictures of any of my dolls from my collections! I have Disney, EAH, and life in the dreamhouse! What are you waiting for, make a request! ;) dolls featured in this picture are: Fashion secrets Megara and golden glow Hercules, both by Mattel. :)
I checked my right hold-up stocking earlier and now I'm checking the left one. Is the stocking top still neatly in place on my upper leg? Because of all the layers of skirt I cannot really see that well from above so maybe you can help? Please inspect my leg and stocking and let me know if they're alright or if there's and issue that needs correction maybe...
I spotted this pair of Deer Fawns in my back yard, but unfortunately when I arrived with my camera my request for a few photos was denied.
Battle of Britain airshow 1969
14 October 1975
On this date there was the terrible tragedy of the loss of 5 crew, and 1 civilian, and Avro Vulcan XM645 over the town of Zabbar.
At about 12.30PM local time (11:30 GMT), an Avro Vulcan B MK.2 XM645 of IX Squadron contacted Malta's control tower to confirm its position some 100 miles from the island, requesting permission to land on rwy 24 at RAF Luqa, at the Wied il-Knejjes end of Luqa village.
Barely 15 minutes later, the aircraft joined the landing circuit to perform its final approach to its last stage of a routine exercise flight from England, as it was based at Waddington at that time.
Just before hitting the runway, the Vulcan's port wing sank dangerously, making contact with the ground. As a result the mainwheel undercarriage on that side was torn off, and fell onto the runway. During landing the port (left) undercarriage collapsed forcing the crew to overshoot to do another circuit for an emergency landing on foamed runway.
The aircraft slid on its belly for some time, damaging the undersurfaces, although the pilot managed to put oll four Olympus engines into full throttle to force his crippled mount back into the air. Air Traffic Control warned the pilot about the damage, and that his aircraft was on fire; he replied that he would do a circuit and attempt a belly-landing on the same runway after it had been covered in foam. On the inbound track of the circuit pattern, the aircraft suddenly exploded, breaking into two main sections and a smaller third part which floated down into Zabbar, trailing a thick pall of smoke. Over Poala village, two parachutes were seen, and a few seconds later XM645 turned into a fireball. The Captain and Co-Pilot, the only two crew members provided with ejector seats, where thrown out with the force of the explosion and managed to escape by parachute; the other five members of the crew were killed. Luckily the largest part of the aircraft, including the engines and the front fuselage and wing, fell into a field a few metres away from a densley buil-up area, not so far from the Government Primary School. Part of the wing on the roof of Zabbar Primary School and another part in the main street of Zabbar village. The windows, doors and parked cars in main street all were burnt by the aircraft's fuel. Being a residential area it was fortunate that only one civilian woman and the other members of the crew died. It could have been much worse
Fire-fighters from the Royal Air Force (RAF) and the Royal Navy (RN) together with members of the Armed Forces of Malta (AFM), Admiralty Constabulary, the police and numerous civilians rushed to the scene to fight the raging flames at the crash site. They brought wiht them a stream of crash tenders, fire engines, ambulances and mobile cranes.
Rescue squads had to demolish a wall to make way fro the crash tenders which arrived from Luqa, their progress through some of the narrow streets of Zabbar further being hampered by a number of people who rushed to the scene of the accident, some in panic, others in shock.
At one point the rescue operation was threatened by a shortage of water, and this precious commodity had to be brought to the crash site by Royal Marine Commandos from No. 41 Commando Group, RN. Others who arrived to lend a hand in the rescue operations included men from the Pioneer Corps and other paramilitary bodies and members from the St John Ambulance brigade. The AFM evacuation operation was under the command of Major A.J. Gera, Acting Commander AFM, Major W.E. Abela and RSM R.Zerafa.
RN Sea King helicopter XV711/74 from the commando carrier HMS Hermes landed in a field on the outskirts of Zabbar (on the Xaghjra side) disembarking more rescue crews and para-medics while it remained on stand-by with engines running. Two other Wessex helicopters from the same ship flewmore men to the scene while a Super Frelon operated by a Libyan crew, attached to the AFM air squadron, also arrived to provide assistance.
Fight Lieutenant G.R. Alcock (pilot) and Flying Officer E.C. Alexander (pilot) were the two members of the Vulcan crew who parachuted to safety.
I know, when I ask for a 'By Request' and Lino suggests a car, that its going to be a bit weird. Freakish even.
For LUGNuts 120th Build Challenge - the 10th anniversary of the group, that the outcome was unlikely to be any different from previous suggestions. That the car was even called 'Freakshow', was pretty much going to seal its fate.
Anyway, here goes.....
I don't think I would be able to explain it any better myself, so I take the text quoted directly from 'CustomRodder' forum:
customrodder.forumactif.org/t1809-1964-chevy-pick-up-frea...
Freakshow has our noodle in a bind. There's not much left of the original '64 Chevy C-10, but it definitely says "1964 Chevy Pickup" on the placard. By all rights it should be the absolute baddest truck/car in the show hands down with a blown 354 cubic inch hemi, six Stromberg 97 carbs, the sickest custom headers we've ever seen all running through a four speed Muncie to a 9 inch Ford rear with 4:11 gears. It has a beer keg and an in-cabin tap coming out a skull mounted under a gun rack. And yet here we are torn - the car is pink, with white fur everywhere, and has a pink telephone on the dash. What. The. Hell?
Yes, we know, it doesn't look like any 1964C-10 we've ever seen either, that's because it's sporting a '61 Chrysler nose and a '57 Chrysler tail along with an incredibly schizophrenic paint scheme. But still, we circle back to this brutal dichotomy of total dominating badassity spitting in the face of convention. Sitting amidst this sea of flat black and rusty hot rods is a cotton candy monster waiting to eat your lunch, but it is nigh on invisible due to its fluffy persona. If Clint Eastwood dressed up like a lady and drove this car around, the world would end, of this we are certain.
Bill Bierman of the Creative Customs Chop Shop, maker of Freakshow, seen here and above and described by Iowahawk as “a pink flaked, green flamed pickup with an 8 duece blown Hemi, refridgerated full keg with console mounted beer tap, rifle rack with matching pink machine gun, and can full of angel fur.
So, there you go.
This Lego miniland-scale 'Bill Bierman's Freakshow', has been created for Flickr LUGNuts 120th Build Challenge - 'Happy 10th Anniversary, LUGNuts', - where all the previous challenge themes are open for use in creating builds for the Challenge.
'Freakshow' is a 'By Request', provided by LUGNuts' founder and admin, Lino Martins.
Done at the request of Don Raider 68, this scene depicts BR Blue liveried Class 86/0's numbers 86005 and 86007 crossing Crawford viaduct in South Lanarkshire, having just descended the bank from Beattock Summit with a northbound Freightliner service bound for Mossend Freight Yard in Glasgow during the late 1970s.
Again, tons and tons of crayon work went into the initial sketch, but I'm quite pleased with the turn out, even if all this crayon buying business is getting expensive! hehehe
Incidentally I also went for a wider dimensional range, hoping to obtain more countryside rather than just focusing on the locomotives as was the case in previous works.
uploaded for Sue as requested :) This was part of Wet Webs 2 slide show below. I was walking in a web wonderland.
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