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+++ 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 Grumman F8F Bearcat is an American single-engine carrier-based fighter aircraft introduced in late World War II and it was Grumman Aircraft's last piston-engine fighter aircraft.
The Bearcat concept began during a meeting between Battle of Midway veteran F4F Wildcat pilots and Grumman Vice President Jake Swirbul at Pearl Harbor on 23 June 1942. At the meeting, Lieutenant Commander Jimmie Thach emphasized one of the most important requirements in a good fighter plane was "climb rate". Climb performance is strongly related to the power-to-weight ratio and is maximized by wrapping the smallest and lightest possible airframe around the most powerful available engine. Another goal was that the G-58 (Grumman's design designation for the aircraft) should be able to operate from escort carriers, which were then limited to the obsolescent F4F Wildcat as the Grumman F6F Hellcat was too large and heavy. A small, lightweight aircraft would make this possible. After intensively analyzing carrier warfare in the Pacific Theater of Operations for a year and a half, Grumman began development of the G-58 Bearcat in late 1943.
In 1943, Grumman was in the process of introducing the F6F Hellcat, powered by the Pratt & Whitney R-2800 engine which provided 2,000 horsepower (1,500 kW). The R-2800 was the most powerful American engine available at that time, so it would be retained for the G-58. This meant that improved performance would have to come from a lighter airframe. To meet this goal, the Bearcat's fuselage was about 5 feet (1.5 m) shorter than the Hellcat and was cut down vertically behind the cockpit area. This allowed the use of a bubble canopy, the first to be fitted to a US Navy fighter. The vertical stabilizer was the same height as the Hellcat's, but increased aspect ratio, giving it a thinner look. The wingspan was 7 feet (2.1 m) less than the Hellcat's. Structurally the fuselage used flush riveting as well as spot welding, with a heavy gauge 302W aluminum alloy skin suitable for carrier landings. Armor protection was provided for the pilot, engine and oil cooler.
The Hellcat used a 13 ft 1 in (3.99 m) three-bladed Hamilton Standard propeller. A slight reduction in size was made by moving to a 12 ft 7 in (3.84 m) Aeroproducts four-bladed propeller. Keeping the prop clear of the deck required a long landing gear, though, which, combined with the shortened fuselage, gave the Bearcat a significant "nose-up" profile on the ground. The hydraulically operated undercarriage used an articulated trunnion which extended the length of the oleo legs when lowered; as the undercarriage retracted the legs were shortened, enabling them to fit into a wheel well which was entirely in the wing. An additional benefit of the inward retracting units was a wide track, which helped counter propeller torque on takeoff and gave the F8F good ground and carrier deck handling.
The design team had set the goal that the G-58 should weigh 8,750 pounds (3,970 kg) fully loaded. As development continued it became clear this was impossible to achieve as the structure of the new fighter had to be made strong enough for aircraft carrier landings. Ultimately much of the weight-saving measures included restricting the internal fuel capacity to 160 US gallons (610 l) (later 183 US gallons [690 l]) and limiting the fixed armament to just four .50 cal Browning M2/AN machine guns, two in each wing. The limited range due to the reduced fuel load would mean it would be useful in the interception role but meant that the Hellcat would still be needed for longer range patrols. A later role was defending the fleet against airborne kamikaze attacks. Compared to the Hellcat, the Bearcat was 20% lighter, had a 30% better rate of climb and was 50 mph (80 km/h) faster.
Another weight-saving concept the designers came up with was detachable wingtips. The wings were designed to fold at a point about 2⁄3 out along the span, reducing the space taken up on the carrier. Normally, the hinge system would have to be built very strong to transmit loads from the outer portions of the wing to the main spar in the inner section, which adds considerable weight. Instead of building the entire wing to be able to withstand high-g loads, only the inner portion of the wing was able to do this. The outer portions were more lightly constructed, and designed to snap off at the hinge line if the g-force exceeded 7.5 g. In this case the aircraft would still be flyable and could be repaired after returning to the carrier. This saved 230 pounds (100 kg) of weight.
The F8F prototypes were ordered in November 1943 and first flew on 21 August 1944, a mere nine months later. The first production aircraft was delivered in February 1945 and the first squadron, Fighter Squadron 19 (VF-19), was operational by 21 May 1945, but World War II was over before the aircraft saw combat service.
Postwar, the F8F became a major U.S. Navy and U.S. Marine Corps fighter, equipping 24 fighter squadrons in the Navy and a smaller number in the Marines. Often mentioned as one of the best-handling piston engine fighters ever built, its performance was sufficient to outperform many early jets. However, in United States service the F9F Panther and McDonnell F2H Banshee soon replaced the Bearcat as their performance and other advantages eclipsed piston-engine fighters. Therefore, many Bearcats with low flying hours were put in storage and/or sold to other nations.
One of these post-war operators became Uruguay, even though only with few aircraft. In 1942, Uruguay had received Grumman J4F Widgeon, Vought OS2U Kingfisher and Fairchild PT-23A trainers from the US under Lend-Lease, and after the war these were returned. A fundamental modernization of the Uruguayan Navy’s aviation branch started directly after WWII, though. During the years 1949 to 1957, a large supply of American aircraft was delivered. Among these were North American SNJ-4, Grumman Avenger, Martin Mariner and a mixed bunch of 12 old Grumman F6F Hellcats (-3, -5, -5N), delivered in 1952, even though not without trouble: to avoid the appearance of the United States supporting a small South American country, the planes were indirectly sold by a private company, Cobell Industries, and this meant that the planes came without armament to make the deal legal. However, after arriving in Uruguay, the planes were retrofitted with armament and other military hardware, while the pilots received training in the United States.
Attrition among the Hellcats was high and several F6Fs were soon lost in accidents. To fill these operational gaps, Uruguay closed a similar private deal, but this time for ten F8F Bearcat airframes, once more without armament and other military equipment. These arrived disassembled in crates in 1959 by ship. Upon re-assembly the former, all-blue USN aircraft were re-armed with 20 mm cannon instead of the original 0.5” (12.7 mm) machine guns, and they received new radio and navigational equipment. An additional oil cooler was mounted, too, visibly protruding from the cowling in front of the windscreen. When the Bearcats became operational in 1960, only six F6F had survived so far, and the Hellcats were soon withdrawn from service and fully replaced by the Bearcats.
During the mid-1960s, most of the ANU’s WWII-era planes reached the end of their operational lives and were written off. The Bearcats remained the only dedicated fighter aircraft of the Uruguayan Naval Aviation, and to expand the ANU’s ranks and build a stock of spare airframes to cannibalize, four more F8Us were ordered in late 1960. During this period, more aircraft from U.S. stock arrived and Beechcraft T-34 A, Beechcraft C-45, Grumman S-2A Tracker, Bell TH-13 and Sikorsky CH-34J were incorporated. Some more T-34A/B Mentors were exchanged from the Uruguayan Air Force for SNJ spare parts. During this phase, the Uruguayan Navy aircraft adopted a new high-visibility livery that had been introduced by the U.S. Navy in 1955, consisting of light gull grey over white. It replaced the former common overall dark sea blue paint scheme (sometimes with light grey undersides, as on the F6Fs).
The former tactical codes and large national insignia in four positions on the wings were initially retained, but this later changed into smaller wing roundels and “Armada” lettering replaced the large tactical codes on the fuselage – these were replaced with smaller markings on cowling and fin, now without the typical “A-“ (for Armada = Navy) prefix. The codes superficially resembled USN modex style codes now, but they were still just consecutive numbers as before. Another detail all ANU aircraft retained after their general livery update was the Uruguayan flag on the fin instead of a stylized banner version of the roundels, which were carried by the air force.
Towards the late Sixties, Uruguay was caught by political turmoil. In the late 1950s, partly because of a worldwide decrease in demand for Uruguayan agricultural products, Uruguayans suffered from a steep drop in their standard of living, which led to student militancy and labor unrest. An armed group, known as the Tupamaros, emerged in the 1960s, engaging in activities such as bank robbery, kidnapping and assassination, in addition to attempting an overthrow of the government.
President Jorge Pacheco declared a state of emergency in 1968, followed by a further suspension of civil liberties in 1972. In 1973, amid increasing economic and political turmoil, the armed forces, asked by the President Juan María Bordaberry, disbanded Parliament and established a civilian-military regime. The CIA-backed campaign of political repression and state terror involving intelligence operations and assassination of opponents was called Operation Condor. The Uruguayan Naval Aviation did not get directly involved in the inner tensions and the F8Fs saw only sporadic use during this phase, primarily in “show of force” appearances. They did not fire in anger, though, and served on well into the Seventies, even though maintenance became more and more complicated and expensive. In consequence, more and more machines had to be grounded or even fully retired and cannibalized to keep the small fleet flightworthy.
In 1979 nine North American T-28D Fennec and three C-45 were donated by the Argentinian Navy, and in 1980 the ANU’s F8Fs, which were now primarily used as attack aircraft, were retired, after only five of the original fourteen aircraft had been left operational. The Fennecs were used as a light attack platform until 2000.
General characteristics:
Crew: 1
Length: 28 ft 3 in (8.61 m)
Wingspan: 35 ft 10 in (10.92 m)
Height: 13 ft 10 in (4.22 m)
Wing area: 244 sq ft (22.7 m²)
Aspect ratio: 5.02
Airfoil: root: NACA 23018; tip: NACA 23009
Empty weight: 7,650 lb (3,470 kg)
Max takeoff weight: 13,460 lb (6,105 kg)
Powerplant:
1× Pratt & Whitney R-2800-30W Double Wasp 18-cylinder air-cooled radial piston engine,
with 2,250 hp (1,680 kW), driving an Aeroproducts 4-bladed constant-speed propeller
Performance:
Maximum speed: 455 mph (732 km/h, 395 kn)
Range: 1,105 mi (1,778 km, 960 nmi)
Service ceiling: 40,800 ft (12,400 m)
Rate of climb: 4,465 ft/min (22.68 m/s)
Wing loading: 42 lb/sq ft (210 kg/m²)
Power/mass: 0.22 hp/lb (0.36 kW/kg)
Armament:
4× 20 mm (.79 in) AN/M3 cannon with a total of 820 rounds
1× ventral (1.600 lb /725 kg) plus 2× underwing hardpoints (1.000 lb /454 kg each)
for a total ordnance of 3.600 lb (1.600 kg), including 150 and 200 gal. drop tanks,
4× 5” (127 mm) and/or bombs of up to 1,000 lb (454 kg) caliber
The kit and its assembly:
This rather simple what-if project is #2 in my current “Uruguayan What-if Series”. I had a surplus FROG 1:72 F8F in the Stash™ that I had bought in a cheap lot a while ago, but never had – beyond tentatively switching the engine to a Centaurus and painting it in Royal Navy colors – a good plan for it. This changed when I came across the Mistercraft F6F-5, a re-boxed Heller kit that comes with a vast decal set for no less than eight aircraft that also includes the exotic Uruguayan Navy markings from the Fifties. The idea: couldn’t the nimble F8F be a good complement or even a replacement for the ill-fated Uruguayan Hellcats?
Therefore, this became a simple “re-badging” of an unmodified Bearcat, just with some minor cosmetic twists. These included cockpit implants like a tub with side consoles (IIRC from a Heller Me 262) and a dashboard (of uncertain origin), some additional antennae (including a scratched IDF loop antenna fairing) on the back as well as a small pitot under the left wing. As a pure fighter I outfitted the Bearcat just with its OOB ventral drop tank (the bombs and HVARs that come with the kit look rather fishy). The propeller was replaced, too, with a (much) better alternative left over from an ArtModel F8F-2, the (by far) best kit of the Bearcat I have come across yet. It was mounted on a plastic rod which perfectly matched the opening/channel in the engine block, spinning free.
The FROG F8F is a simple, if not primitive and crude, affair, and fit is only mediocre – especially the wing/fuselage intersection did not fit at all. There are huge trenches around the flaps on the lower wing surfaces, and the landing gear is rather massive – just like anything else about the model. You get raised panel lines, but they are rather fine and there are not too many of them.
After having built the FROG kit I think it’s (even) weaker than the vintage Monogram kit, which is riddled with rivets and panel lines, but leaves overall a better impression. Gotta try the relatively new Hobby Boss 1:72 F8F someday, too – it looks like a compromise between all other kits.
Painting and markings:
A secondary factor behind this build was the plan to paint an F8F in the later USN grey-over-white high-viz livery, which some very late USMC AUs carried in real life. Since many aircraft of the Uruguayan Navy adopted this livery style in the late Sixties, too (e. g. the S-2 Trackers), it would look very natural on an ANU Bearcat.
The model was molded in dark-blue plastic and applying white was quite challenging. I relied upon a special, highly opaque white acrylic paint (rattle can) as a primer, Light Gull Grey (FS 36440, Humbrol 40) was added with a brush later. A dirty black (Revell 06) anti-glare panel was added in front of the windscreen. As an individual detail the propeller boss was painted red – inspired by a USN F8F I saw in literature with such a marking, and the real ANU Hellcats had their propeller bosses painted red, too.
The cockpit interior as well as the inside of the cowling were painted in chromate green (I used Humbrol 150), while the landing gear and its respective wells became, after long consideration, white. Being former USN aircraft, the F8Fs would certainly have had green bays with dark blue landing gear struts and wheel discs upon delivery – but I referred to pictures from the real ANU F6Fs as benchmark, and these had apparently all-white landing gear surfaces, matching their undersides, so I adopted this style for the Bearcat, too.
The kit received a light overall washing with black ink and some post-panel shading. As mentioned above, the decals came from a Mistercraft F6F (roundels and fin flash), while an Croco Models aftermarket sheet with decals for south American T-34s provided the basis for the tactical codes. The unit emblems on the cowling were taken from the same sheet, even though the actually belong to a Uruguayan Air Force T-34.
After some detail painting (exhaust stubs, oil cooler, position lights) and weathering (exhaust and gun soot with graphite) the model was sealed with matt acrylic varnish. Because the Bearcat would have been rather freshly painted, I omitted oil stains around the engine and the oil cooler.
Not a complex project, and the FROG Bearcat was a bit of a disappointment – but what could I expect from a mold dating back to 1975? Well, it found a good use – and in the Sixties’ USN high-viz livery the compact F8F looks a bit like a juvenile Douglas AD/A-1 Skyraider?
Former Maidstone & District 2580 (HKT 580D) was in a terrible state when I photographed it at Wealden PSV, Five Oak Green on September 25th 1997. This AEC Reliance 2U3RA fitted with Marshall DP49F bodywork was new in November 1966 and originally numbered SC80.
Creator: Unknown
Date: ca. 1910
Place: Cooper, Delta County, Texas
Description: Image of men skinning sheep after a train wreck in Copper, Texas.
Physical Description: 1 photographic print (postcard): gelatin silver; 9 x 14 cm
File: ag2019_1490_05_01_01_delta_07_hides_r.jpg
Rights: Please cite DeGolyer Library, Southern Methodist University as the source of this file. A high-resolution version of this file may be obtained for a fee. For details see the www.smu.edu/libraries/degolyer/research/permissions web page. For other information, contact degolyer@smu.edu.
Digital Collection: John Miller Morris Real Photographic Postcards and Photographs of Texas
For more information, see: digitalcollections.smu.edu/digital/collection/jmm/id/300
She was so exhausted she just layed their to die But when we saw her eyes blink we took on the arduous task of keeping her cool while we dragged her back to the water where she was able to recover. Hope she had better luck the next time she attempted to drop her eggs. North Magdelaine Sand Cay 490km east of Cairns. We hope to check it out again this spring on our way to East PNG.
Mount Pocono, PA. June 2015.
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If you would like to use THIS picture in any sort of media elsewhere (such as newspaper or article), please send me a Flickrmail or send me an email at natehenderson6@gmail.com.
This waterfall has been stopped for power saving since the earthquake disaster. This shot is one piece of the memory of the restoration of this.
In this park, a playground equipment for children is substantial. My kids enjoyed a slide here on that day.
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この滝は震災以来ずっと節電のために止められていたので、 復旧の記念に1枚撮っておきました。
ここは子供向けの遊具が結構充実しています。子供達は滑り台を気に入ったようです。
Saving in a piggy bank.
When using this image please provide photo credit (link) to: www.tradingacademy.com per these terms: www.tradingacademy.com/resources/financial-education-cent...
Saving money shouldn't be at the bottom of your list of priorities. Now more than ever, you should start saving for a rainy day with these seven tips. bit.ly/1ODwPxG
The Drop visited LACMA's Rain Room to promote the LADWP rain barrel program to conserve water. For more information, please visit bpw.lacity.org/klab/rainbarrels/.
We have officially released all of the photos taken in our company's studio under the Creative Commons Attribution 2.0 license!
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The only requirement to use our images for free is that you credit our business as the source of the image in the form of a link that points to our website when clicked: CheapFullCoverageAutoInsurance.com
Find more of our free of charge CC by 2.0 finance images by visiting our "photo stream".
Uses: Anything relating to saving money.
Space fans have been sending their names to Mars and other extraterrestrial destinations for more than two decades, and it’s that time again: From now until Sept. 30, NASA’s Jet Propulsion Laboratory is taking names for the Mars 2020 rover mission.
All you have to do is type your name and location into an online form on NASA’s website and hit the “Send” button. You’ll instantly get the opportunity to print out or save a souvenir boarding pass, listing more than 300 million miles’ worth of faux frequent-flier award points.
Once all the names pass muster, they’ll be handed over to JPL’s Microdevices Laboratory to be etched onto a silicon chip with an electron beam. Each line of text will be a mere 75 nanometers wide — which is less than a thousandth the thickness of a human hair.
That’s small enough to get more than a million names inscribed onto a dime-sized microchip. But even at that rate, it’s likely to take more than one chip to do the job. After all, more than 2.4 million names were etched on two chips that were sent to Mars on NASA’s InSight lander last year.
If anything, the Mars 2020 rover will be an even bigger deal, thanks to its role in NASA’s accelerating campaign to look for evidence of ancient life on Mars.
“We want everyone to share in this journey of exploration,” Thomas Zurbuchen, associate administrator for NASA’s Science Mission Directorate in Washington, said in a news release. “It’s an exciting time for NASA, as we embark on this voyage to answer profound questions about our neighboring planet, and even the origins of life itself.”
The 2,300-pound, car-sized rover is due for liftoff in mid-2020, with touchdown on the Red Planet scheduled for February 2021. The rover’s main mission at Jezero Crater will be to explore what’s thought to be the site of an ancient river delta on the edge of a giant impact basin. The crater’s rocks and soil may contain organic molecules and other traces of microbial life.
“The delta is a good place for evidence of life to be deposited and then preserved for the billions of years that have elapsed since this lake was present,” Mars 2020 project scientist Ken Farley said last November, when NASA revealed where the rover would be going.
The plutonium-powered rover will collect samples for saving up, with the intention of finding a way to return the samples during a future round trip to Mars. NASA also plans to pack a mini-helicopter on the rover, along with an experiment aimed at producing oxygen from Mars’ thin carbon-dioxide atmosphere.
Such a technology could come in handy when astronauts set up shop on the Red Planet, perhaps as early as the 2030s. And who knows? Decades or centuries from now, interplanetary explorers might well be able to recover the name-laden microchips from the Mars 2020 rover’s frame. Let’s just hope they bring their microscopes.
We have officially released all of the photos taken in our company's studio under the Creative Commons Attribution 2.0 license!
ATTRIBUTION INSTRUCTIONS
The only requirement to use our images for free is that you credit our business as the source of the image in the form of a link that points to our website when clicked: CheapFullCoverageAutoInsurance.com
Find more of our free of charge CC by 2.0 finance images by visiting our "photo stream".
Uses: Anything relating to finance or savings.
The last of the day's sunlight illuminates the face of NJ Transit Arrow III car 1524 as it arrives at Metuchen Station with Northeast Corridor Line train 7861. The clocks would be set back an hour overnight, and this train's run would be entirely in darkness the next day.
© Copyright 2014 Dibaday Photography. All Rights Reserved. This image is the exclusive property of Dibaday Photography and is protected
by the Copyright, Designs and Patents Act 1988. Images may not be copied, printed or otherwise disseminated without express written
permission from Dibaday Photography. No form of reproduction of this image, including copying or saving of the digital image file,
or the alteration or manipulation of said image files is authorised unless written permission is given. Use of any image as the basis
for another photographic concept or illustration (digital, artist rendering or alike) is a violation of the Copyright, Designs and Patents Act 1988.
The Chin tattooed women live in the Chin, Rakhine and Arakan states in northwestern Myanmar. The origin of facial tattoos in the region is unknown. Some believe that the practice began during the reigns of Kings long ago. The royalty used to come to the villages to capture young women. The men from the tribe may have tattooed their women to make them ugly, thereby saving them from a life of slavery. Interestingly, I heard a similar origin for body modification among the Mursi tribe in Ethiopia. As legend has it, the tribeswomen began wearing giant lip plates to make them uglier to would-be kidnappers. Now, the bigger the lip plate the higher the bride price.
For years, access to the tribal Mindat area was restricted by the burmese government. It was opened just two years ago. Only about 700 tourists visit per year. Most of them only visit the bucolic Mount Victoria by bus, never meeting the tattooed women who remain isolated, hours away by foot. Those who do wish to meet them better pack good walking shoes and be prepared to sleep in smoke-filled local houses complete with rats.
There are a few different face tattoo patterns. The spiderweb tattoo is popular in the Mrauk U region. It takes a three hour long tail boat ride to reach this remote area. This tattoo is usually accompanied by a circle in the center of the forehead which represents the sun or lines under the nose symbolizing tiger whiskers.
Another design, known as the bee pattern, is common in the Mindat area. It is composed of dots, lines and occasionally circles. It is worn by the Muun tribe who inhabit the hills of the Arakan state.
The Magan tribeswomen wear huge earrings made of beads and calabashes. They can also play the flute with their noses.
I ventured to Kanpelet village in search of the women from the U Pu tribe who have the incredibly rare whole face tattoo. This is one of the most impressive styles: the entire face is inked up. Rumors had it that only three women in this area had the tattoo. After hours of off roading, I arrive in the village only to learn that one died recently and another was very ill. I was lucky enough to meet Pa Late. At 85, she is nearly deaf but still works hard with her family in a small house on the top of a little hill.
Pa Late said that a completely black face had become a symbol of beauty in the past. The few women who refused to do it looked ugly to the men. The tattoo took three days but the pain lasted over a month.
There are two ways to make the tattoo needle. The first consists of tying three pieces of bamboo together and the second uses thorns. The ink is a mixture of cow bile, soot, plants, and pig fat. It usually took one day to complete the standard tattoo and a few more for the totally black one. The tattoo artist was a specialist or in some cases a parent. Infection was a common problem as the girls had blood all over their face.
Everything, including the eyelids, was tattooed. Many women say that the neck was the most sensitive area.
Ma Aung Seim shared her memories of the tattoo sessions : “I was 10 years old. The day before the tattoo ceremony, I only ate sugarcane and drank tea. It was forbidden to eat meat or peanuts. During the tattoo session, I cried a lot, but I could not move at all. After the session, my face bled for 3 days. It was very painful. My mother put fresh beans leaves on my face to alleviate the pain. I had no choice if i wanted to get married. Men wanted women with tattoos at this time. My mother told me that without a tattoo on my face, i would look like... a man! The web drawn on my face attracted the men like a spiderweb catches insects!”
Not all the tattooed women live in remote areas deep in the mountains. Some have integrated into modern society. Miss Heu, 67, lives in Kanpelet. Her grandmother forced her to get tattooed. She lives in a modern house and even has TV (when electricity is not out). Chin people have maintained their modesty and shyness: when a movie showspeople kissing or making love, most of them still fast forward the scene.
As a leader in the local community, Miss Heu had the chance to meet Aung San Suu Kyi when she came in the area for a meeting. She is very aware of the tattooed women and the ethnicities that are forgotten by the central government. She says she and Aung San Suu Kyi are friends now. Heu’s daughter has graduated and works in Singapore.
The Chin culture is threatened by the government as their teachers are usually not Chin. For a long time, they fought for independence, but since the country began to democratize, things have calmed down.
“I am old. Soon I will die” says to me a Chin woman from Pan Baung village, while she does the gesture of drying tears from her eyes. In her village, only 6 tattooed woman remain alive. Those women are the last of their kind…
© Eric Lafforgue
i had a major developing problem with this roll of polachrome; the film came out the processor totally dark.
i was about to threw it in the bin, when, taking a closer look, i saw the pictures on the film, in negative. so i proceed to remove the black, thick layer that should have been removed in the processor. under running tap water and using my fingers, i managed to remove the most of the dark layer, but, as you can see, the emulsion suffered major loss.
the lesson here is: never trash away your polachrome, the truth is under the thick black layer.
this polachrome film is expired in 1990
shot with a minolta srt101
We have begun the mamoth task of organizing all of the crap we've accumulated before moving house next month. Sometimes it's almost impossible to throw something away, even though you know you won't need it.
Date: March 17, 2012
Camera: Sony DSLR-A900
Exposure: 1/20 sec at f/1.4, ISO 400
Lens: 50mm F1.4 at 50 mm
© 2012 Benjamin Torode
shots taken out of boredom series
100mm+Nissin Di622
... playing w/ the flash. im quiet amazed of what this "cheap" flash can do : )
"If then you have been raised with Christ, Seek the things that are above, where Christ is... Set your minds on things that are above, not on things that are on earth." ~ Colossians 3:1-3
MEDITATION
"Through the Holy Spirit, we proclaim our ancient FAITH in the saving death and resurrection of Christ until He comes again. The Lord gives us His Holy Spirit as our divine Teacher and Helper that we may grow in the Knowledge and Wisdom of God.
“Do you Seek the Wisdom that comes from above and do you willingly obey God's word?"
PRAYER
"Lord Jesus, fill me with YOUR Holy Spirit and guide me into YOUR Way of Truth. Free me from erroneous and false ways and lead me in the Knowledge of YOUR Ways and YOUR Will for my life. May there be nothing in my Life that is not under YOUR Lordship."
#prayer and excerpt #meditation from today’s scripture reflection @ www.DailyScripture.Net or APP at Daily Scripture Servants of the Word -
Archive
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Filename ~ Seek the things that are above - DSC_8655 Sunset Watch ClSC - Topaz painting I NR2 EC 2013
Following the Son...
Blessings,
Sharon 🌻
God's Beauty In Nature is calling us into a deeper relationship with Him...
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Bloggers are welcome to use my artwork with, “Image from Art4TheGlryOfGod by Sharon under Creative Commons license”, (next to the image or embedded in it) with a link back to the images you use and please let me know in the comment section below, thank you...
#prints availability upon request
Art4TheGlryOfGod by Sharon
Faith, Hope & Love in daily Art meditations...
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X ~ mobile.twitter.com/art4thglryofgod
Flickr (complete portfolio) ~ www.flickr.com/photos/4thglryofgod/albums/
Fine Art America (canvas, prints & cards) ~ fineartamerica.com/profiles/sharon-soberon
Redbubble (canvas, prints & cards) ~ www.redbubble.com/people/4theglryofgod/shop
Pixoto (awards) ~ www.pixoto.com/4thegloryofgod/awards
Music Videos (from my Art Photography) ~
Was thinking about saving this image for Thanksgiving time.. but as you can see.. I changed my mind.. :-)
(Please View Large)
Nick Boren Photography © 2010
Before the prescribe gets to some equipment, the fire crew is putting asbestos to kept from burning up. The backfire has been started as you see the smoke behind them.
This projected piece (with spoken-word overlay) came preprogrammed with some "50 Easy Ways to Save the Earth" style sayings. Most of the anonymous responses, though, came from a rather sillier school of thought.
Three others: "I will recycle my bong water", "I will pleasure myself in the dark", "I will give it a faux hawk."
("What Will You Do?" by Nina Czegledy, Greg Judelman, Deborah Hession and Daniel Barber)
Model: Hạnh Tròn
Lighting: Khôi Đất & Hoang Phuc
Costume & Stylist: Nan Anh
Assitant: Sơn Lùn & Jimmii Khánh
Makeup & Hair style: Xiao Mei
Driver: Hieu Kenzo
Location: Bavi wild church
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