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Uma imagem vale mais que mil palavras. Na foto a Comunidade do Morro do Caracol. A rua Cabreúva no bairro da Penha.
A maioria dos moradores da comunidade são pessoas honestas e trabalhadoras. O local pode ser confirmado AQUI NO GOOGLE STREET VIEW do Google Mapas. Note que o carro do Google capturou a foto da entrada da rua bloqueada por trilhos de trem espetados em buracos no asfalto e blocos grandes de cimento para impedir a entrada da polícia pela rua ou calçada.
Não conheço ninguém que more nesta comunidade. Não faço a mínima ideia quem more nesta comunidade da Penha aqui no Flickr.
Esta Rua Cabreúva liga o Morro do Caracol a temida Vila Cruzeiro criada em 1956, conforme este registro oficial da Câmara Municipal para a Prefeitura do Rio, o QG da Criminalidade no Rio de Janeiro.
Nestas comunidades falta tudo: Limpeza urbana, água e esgoto canalizado pois detritos são jogados em rios ou valões sem tratamento e existe a falta de água por ser fim de linha de abastecimento com agravante da falta de pressão de bombas da Cia de Água e Esgotos do Rio para fazer subir a água pelas ladeiras e aclives.
As comunidades não tinham internet na sua maioria até 2009 e quase todas até 2010 quando as UPPs foram implantadas, facilitando assim o acesso a computadores apoiados por projetos de inclusão social do atual governo e de ONGs.
A população destas e localidades ainda sofrem também com a negativa de lojas como Casas Bahia, Ponto Frio e até os correios a entregarem produtos nas comunidades alegando área de risco. Existem diversos relatos e reclamações na internet e a situação só não é pior porque os compradores são informados na hora da compra que a loja não irá entregar o produto em domicílio. Graças a UPPs esta realidade está mudando onde é possível a entrada de um caminhão.
Falta luz elétrica estável devido a fraca rede elétrica, pois eram e ainda infelizmente são constantes as quedas de energia devido aos “gatos” nos fios elétricos e os tiros nos transformadores para que a escuridão ajude todos a se esconder da polícia.
A falta de oportunidades de trabalho também empurram às vezes alguns moradores para a criminalidade. Ninguém escolhe na verdade o crime ou quer isto para o futuro do filho.
A foto resume a dura realidade de alguns lugares do Rio e de todo Brasil. Nem tudo na Cidade Maravilhosa e bonito de se ver. A falta de política de habitação e de justiça social é que muitas vezes obriga a população mais carente a ter somente esta opção de moradia usada por 20% dos moradores da cidade.
Outros serviços públicos auxiliares acabam sendo ocupados por moradores que tentam fornecer serviços complementares como mototáxi onde o pode público deixou tudo no mais completo abandono e na imagem a situação é inegável de se desmentir.
Habitação, saúde e educação são a base do bem estar social e sem eles, não existe justiça social.
Pense nisto antes de votar nas próximas eleições. Compare o Brasil, seu Estado e sua cidade como eram e como estão agora. Compare com os dez anos anteriores, vinte anos anteriores e pense se o seu estado acompanhou o crescimento do Brasil , se não avançou nada ou se piorou.
Pesquise a vida do seu candidato escrevendo ao lado dele a frase “acusado de” ou “condenado por”.
Cuide bem do seu voto no presente e lembre-se. O Brasil do futuro depende dos filhos que você deixar para este país.
♪ ≡ ♫ =♪ =♫ ≡ ♪ =♫
♫ ESPECIAL DO DIA com DUAS MÚSICAS:
[ ♪ ] Reza Vela
[ ♪ ] SANDI PATTY - How Great Thou Art
♪ ≡ ♫ = ♪ = ♫ + ♪ = ♫
Não é verdade que todos os bairros do Rio tenha comunidades em favelas ou sejam perigoso de viver.
Os bairros de Sulacap, Jardim Guanabara e Todos os Santos, por exemplo, não tem favelas.
A isenção de favelas faz até que bairros como Jardim Guanabara ocupe a 3° colocação em IDH na Cidade do Rio e o Bairro de Todos os santos a 19° posição ente os 126 bairros da Cidade do Rio de Janeiro e à frente de bairros da Zona Sul como Catete(26°), Cosme Velho, (34°) ou São Conrado em 38° no IDH.
fonte: Prefeitura do Rio de Janeiro - GEO Rio.
Não use palavras como favelado ou pratique preconceito nos comentários, os moradores na sua imensa maioria não tem culpa de política habitacional do Brasil da injustiça social.
Muitos moradores também moram nestas comunidades e negam apenas morar no morro, mas isto é apenas em alguns casos uma DISSIMULAÇÃO, pois morro não é sinônimo de favela e a Cidade de Deus retratada em filme prova justamente isto.
Ao contrário dos dissimuladores, muitos moradores de comunidades tem verdadeiro orgulho delas e algumas são bem famosas como Mangueira, Salgueiro ou a Rocinha recebendo mais turistas internacionais que muitos museus e igrejas do Rio.
Sculpture behind me is by MellowDee and can be seen along with much of her other work until 11/30 at the Panorama Art Gallery. The colors change and swirl, a picture really doesn't do it justice.
© 2011 David Young-Wolff All rights reserved
davidyoung-wolff.blogspot.com/
Here is what the artist Naomi says about this piece of art,
This mask was created for many coinciding purposes, but most importantly with the intent to
transform. Although clearly not a traditional mask, and indeed to the contrary, a mask that was
designed for war and, arguably, a tool of fear and genocide; it is my intent to recreate the mask
through art. By decorating the mask as I have, I seek to transcend the bleakness of its origin and
to breathe new life into its rigid man-made material through the real and symbolic act of layering it
with the organic life of the deer hide. In some way, the mask has been reborn with its own
power to transform; though perhaps not to transform the wearer into spirit, certainly to alter the
character of the wearer’s spirit.
Product Price: $370.94 USD
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My sexy transform roommates comics 39
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Tranform yourself when you step into our perfectly Pink Men’s Lace Corset, made especially with transwomen and crossdressers in mind.
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USAID work is transforming lives, communities, and economies. Share these pictograms showcasing stories of impact of the work that USAID and partner organizations are doing around the world.
All winners of the Transforming Services Awards are pictured. An individual or team from each borough in Greater Manchester was nominated for their achievements in transforming health and social care services.
For Our Daily Challenge - In the Kitchen. I shot a tupperware collander in the light of an open fridge door. I opened it in PS, duplicated it and flipped the duplicate horizonally. I moved one on top of the other and used multiply to blend. I moved one image horizontally until I liked the mirror image. Then I cropped and made further adjustments to taste. A la Expressionism - Mirror Montages, by Andre Gallant
Don't use this image on websites, blogs or other media without explicit permission.
© All rights reserved
For Our Daily Topic - Transform
Good fun, got the grey cells working.
Thanks for the challenge Debbie
Thanks to those who view and the comments you leave
Ps..sss (lol) used One of Rosie's' kits Summer Berries
I had a dream that I was in a store where they were selling Blacksuits but in the dream they were morphing into different shapes or textures or changing from orange and black to yellow, blue and white. These images created with prompts using recraftai get close to how the figurines looked in the dream.
Pointblank from G1 Transformers cartoon series, turns into a futuristic speedster. Transformation doesn't require reassembly of parts.
I am taking inspiration from both his original toy version from the 80s and also some design cues from his cartoon/comic version.
For more photos and writeups of this LEGO creation, do pay a visit to my blog link below ! Thank you!
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We've been working on developing good habits at school, and it's been a long process. In the grand scheme of things, the things like following rules ("getting green" in class), finishing his lunch and drinking his water each day aren't end-of-world things, but it's been a bit more of a challenge than we expected. Maybe because he's young for his grade? Anyway, sometimes incentives work - this week he was good and I took him to a local (non-violent) arcade called Area 151 on Friday. It was also the start of spring break. We had some fun and he turned in his tickets for these prizes. This is how we came home to greet mommy. #97.
Address : Lighthouse Road, Cape Mudge, Quadra Island, British Columbia Canada
Dates:
1916 to 1916 (Construction)
1898 to 1898 (Established)
Description of Historic Place
The Cape Mudge Lighthouse is a 12-metre (40 feet) tall tapered, octagonal, reinforced-concrete tower surmounted by an octagonal lantern. The lighthouse is located on the southwestern-most coast of Quadra Island. Constructed in 1916, it is the second lighthouse on the site, having replaced the original lighthouse built in 1898. It marks the southern entrance of the Discovery Passage for passing commercial and recreational vessels.
Heritage Value
The Cape Mudge Lighthouse is a heritage lighthouse because of its historical, architectural, and community values.
There are four related buildings on the site that contribute to the heritage character of the lighthouse: (1) the 2000 three-bedroom dwelling; (2) the 1965 single dwelling; (3) the 1971 fog alarm/engine room; and (4) the 1970 storage shed/garage.
Historical values
The Cape Mudge Lighthouse is an excellent illustration of the emphasis placed in the early 20th century on upgrading lighthouses already in existence in British Columbia, rather than establishing ones in new locations. The lighthouse is also representative of the efforts of the federal government to establish aids to navigation along British Columbia’s treacherous coast. In the years since its establishment, the Cape Mudge lightstation has been an attractive post for lightkeepers given its proximity to urban centres and has also been an important search-and-rescue facility.
The Cape Mudge lightstation is strongly linked to the development of the Discovery Passage, an important shipping route that forms part of the Inside Passage between Alaska and Washington. As such, the lighthouse is closely associated with the development of Quadra Island and efficient shipping along the Inside Passage. The lighthouse is also closely linked to the Klondike Gold Rush, which transformed the West Coast from isolated outposts to permanent cities.
Architectural values
The Cape Mudge Lighthouse is an excellent example of the early generation of octagonal, reinforced-concrete lighthouses in Canada. It is a well-proportioned, four-storey tower with a flared cornice and octagonal lantern. It exhibits classical details such as windows capped with simple pediments, and features a well-defined base and elegantly tapered shaft which rises 12 metres to the lantern gallery. The lighthouse features the typical red-and-white colours common to Canadian lighthouses.
The Cape Mudge Lighthouse is in excellent overall condition. Its walls are 18 inches thick and extremely strong due to the ready availability of fresh water for the concrete mixture. Octagonal, reinforced-concrete towers were an effective design that became a departmental standard in the 20th century. Two foghorns protruding from an enclosed upper-level window on the tower are distinguishing elements on this tower and speak to the provision of an auditory aid to navigation at the lightstation.
Community values
The Cape Mudge Lighthouse reinforces its relatively rugged, isolated coastal site and at the southern tip of Quadra Island. It is the dominant building on the site and is surrounded by an evocative group of ancillary buildings, the whole being visible from the water and Campbell River.
The lighthouse is a well-known landmark and symbol of the local communities and remains a functional and important aid to navigation at the entrance of the Discovery Passage. It is a popular stop for visitors and residents alike, and accessible by automobile. It is known as a premier fishing destination and is the oldest standing building in the region.
Online Source: pc.gc.ca
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Thank-you for your visit, and please know that any faves or comments are always greatly appreciated!
Sonja
LEGO Powermaster Optimus Prime Cab
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Mũi Né is a coastal fishing town in the Bình Thuận Province of Vietnam. The town, with approximately 25,000 residents is a ward of the city of Phan Thiết. Mui Ne and the other wards of Phan Thiet that stretch along the coast for approximately 50 kilometers have been transformed into a resort destination since the mid 1990s, when many visited the area to view the solar eclipse of October 24, 1995. Most notably, tourism has developed in the area from the city center to Mũi Né, which has more than a hundred beach resorts, as well as restaurants, bars, shops and cafes.
Mũi Né ward has two beaches; Ganh Beach and Suoi Nuoc Beach, both with a number of resorts and a few shops and restaurants. But the most highly developed area is Rang Beach in Ham Tien ward, which extends west of Mui Ne. Strong sea breezes make all three beaches very popular for kitesurfing and windsurfing. The tourist season is from December to April The average temperature is 27 °C, and the climate is hot and dry much of the year.
____________________________________________
Mui Ne is a traditional fishing town in Binh Thuan Province that became a ward of the City of Phan Thiet in 1999. The name Mui Ne is often erroneously used as the general name for the main resort area in Phan Thiet along Mui Ne Bay, 220 km northeast of Ho Chi Minh City (South Vietnam).
Mui Ne is a coastal fishing community in Bình Thuận Province which is part of the South Central Coast of Vietnam. The town, with approximately 25,000 residents is a ward of the city of Phan Thiết. Mui Ne and the other wards of Phan Thiet that stretch along the coast for approximately 50 km have been transformed into a resort destination since the mid 1990s, when many discovered the area during the solar eclipse of October 24, 1995. Most notably, tourism has developed in the area from the city center of Phan Thiet to Mui Ne, including Phu Hai and Ham Tien wards along Phan Thiet Bay. The dense resort area along Phan Thiet Bay and beyond now boasts over two hundred beach resorts and hotels, as well as guest houses, backpacker hostels, restaurants, bars, shops and cafes.
In 2018 the Prime Minister approved the master plan to develop Mui Ne (Binh Thuan) as a National Tourist Site with a size of around 14,760 ha by 2025, with an orientation towards 2030.
An area of 1,000 ha has been defined as a core area for the establishment and development of functional areas for the tourism sector. Mui Ne National Tourism Site will be developed in an environmentally responsible way with a focus on protecting existing natural resources and environments, landscapes, and in particular the ecosystem in the Bau Trang tourist area (White Sand Dunes) as well as the sand dunes along the sea shore.
UNDERSTAND
Northeast of Phan Thiet the coastal road climbs over the slope of a Cham tower-topped hill and descends into the long, sandy crescent of Mui Ne Bay. The formerly little-inhabited beach southwest of the historic fishing village of Mui Ne proper has seen some serious development in the last 15 years. Now it is a 15 km long strip of resorts that line up like pearls on Nguyen Dinh Chieu Street, shaded by coconut palms. The main resort strip lies between the addresses of 2 and 98 Nguyen Dinh Chieu and is called Ham Tien. Like Mui Ne it is now a ward of the city of Phan Thiet which stretches over 50 km of coastline to the south and to the west of the original city center of Phan Thiet.
At the shoreline, nature moves the sand around, much to the dismay of some developers. Beach sand tends to migrate up and down the coast seasonally, leaving some (but not all) spots with just a concrete breakwater rather than sandy beach. There is always a good sandy beach somewhere along this 15 km beach. Accommodations at higher addresses tend to be smaller and less expensive, somewhat removed from the main tourist section and more mixed in with local life. If a sandy beach is important to you, some research is called for before booking in the area, especially after the tropical storm season. This research is important as without the beach there is little for non-kite-surfers to do in Mui Ne.
Quite a few bargain and "backpacker" hotels have popped up on the inland side of the road, across from the shoreline resorts. If you stay on the inland side, you will need to pass though one of the resorts to reach the beach, which might or might not result in some hassle from the guards. The resorts jealously guard their lounge chairs and palapas, though the beach itself is open to everyone.
Mui Ne Bay has become very popular with Russian tourists. Major Russian tour operators who bring busloads of tourists to Ham Tien and Mui Ne from the airports in Cam Ranh and Ho Chi Minh City have bought up several hotels along the main road and fill them year-round with Russian charter tour groups. English and Russian menus are common in most restaurants, and many stores and hotels are advertising and catering specifically to the Russian-speaking tourists, especially along the lowered numbered area of the strip on Nguyen Dinh Chieu Street which some guidebooks have rebaptised "Little Moscow."
GET IN
BY BUS
Most overseas visitors reach Ham Tien and Mui Ne via "open tour" buses that run between Ho Chi Minh City and Nha Trang. Most depart from Ho Chi Minh City between 07:30 and 09:00 (07:30 for Sinh Cafe's air conditioned bus) and arrive at Ham Tien and Mui Ne at about 13:00. In the opposite direction, buses typically depart from Mui Ne and Ham Tien around either 14:00 or 02:00 and arrive in Ho Chi Minh City approximately five hours later. Joe's Cafe is a good place to catch an outgoing night bus as it offers full service all night and you never know how late the bus will be. Outside Ho Chi Minh City, the coach will stop at a petrol station with a large shop and stalls selling snacks, drinks, and fruit.
The buses stop in the heart of the tourist strip in Ham Tien, so there is no need to take a taxi. The cost is about 105,000 dong each way, and tickets are sold all over the tourist districts of both Ho Chi Minh City and Nha Trang. If you are traveling to Ho Chi Minh City from Mui Ne and Ham Tien, you will most likely be put on an already full bus traveling from Nha Trang. As you are not assigned a seat, you may not be able to sit with any traveling companions, and at some of the less scrupulous travel agents you may not even get a real seat. You might get a mat at the back of the bus with four other people.
Public buses from both destinations also travel to the Mui Ne area, though finding the departure stations and figuring out the schedule is difficult for visitors. It's not worth the trouble unless you have a strong need to depart at a different time of day other than when the open tour bus leaves. Travel agencies play dumb because they don't earn anything from helping you find a public bus. The main bus station in Phan Thiet is at Từ Văn Tư, Phú Trinh and a taxi from there to the tourist strip can cost more than your bus ticket from HCMC!
BY TRAIN
A train runs daily from Ho Chi Minh City to Phan Thiet, departing around 06:30 and arriving five hours later. The return trip leaves Phan Thiet around 13:30. The cost is quite modest at around 60,000 dong per person each way (similar to the bus). The train station in Ho Chi Minh City (Saigon Railway Station) is in District 3, about 3 km from the centre. The railway station in Phan Thiet is about 5 km (80,000 dong taxi ride) from the beginning of the Ham Tien resort strip, and taxis are abundant to take you there. The railway also sometimes runs a mid-sized bus from the station to Mui Ne for 25,000 dong per person. Tickets are sold on the train, though the announcement might be made in Vietnamese only, and you need to watch carefully for the ticket sellers to pass by.
The train has regular carriages operated by the state railways, and sometimes other carriages booked and operated by private companies. The latter have somewhat larger seats for a higher price, but fall short of luxury. The regular carriages are a bit cramped for the Western-sized body. When the train is not full, railway staff usually packs everyone into one carriage, leaving another one empty, and then run a side business selling "upgrades" to the quiet, empty carriage. The entire train will be jammed on holidays.
Overall, the train is probably less comfortable and convenient than the open-tour bus, though it has some advantages. You get a better view of the countryside and avoid the endless honking of horns and lunatic driving of the bus drivers.
BY TAXI
You might consider coming to Mui Ne from Saigon by taxi, instead of open bus. The departure times of the open buses might not suit your schedule. They are also slow sometimes, because the driver makes stops at rather bad restaurants where he receives commission. The ride by taxi takes 4-5 hours, depending on road conditions, and will cost US$70-100, depending on your ability to bargain. Talk to taxi drivers in the airport to get best prices.
Fare from Tan Son Nhut Airport to Mui Ne by SATSCO is US$100/trip.
GET AROUND
You can't get lost in Mui Ne and Ham Tien, since the whole place consists of one long strip along a main street, Nguyen Dinh Chieu. Motorbike taxis are present everywhere and their drivers will bug you each time you leave the hotel or walk along the road. Along the tourist strip it is much cheaper to stop a xe om as long as you know how to bargain. It can be hard for Western tourists to get appropriate prices (10,000-15,000 dong is more than enough to pay for a ride from one place to another along the main strip). Taxis are also abundant, with fares slightly higher than Ho Chi Minh City, but still reasonable (starting at around 20,000 dong).
You can rent motorbikes and bicycles at many resorts and tour agencies. Since traffic is light, motorbikes or bicycles are a pleasant way to explore the surroundings. Motorbikes cost anywhere from 60,000-150,000 dong per day depending on how late in the day you start, how many hours you need, and age/type of motorbike (automatics can cost 230,000 dong). The locals say it's getting harder to rent because of bike thefts and police driving license enforcement. Your hotel might rent to you, which may be a bit more convenient since they already have your passport. Western tourists should avoid taking a rented motorbike to the White Sand Dunes if you are not in the possession of a Vietnamese driver's license. The Mui Ne police is known for stopping all motorbikes on the road leading to Bau Trang (White Lake) and collect at least 1 million dong from any foreigner not able to provide at least an international driver's license.
Be careful when riding a bike in Ham Tien and Mui Ne. Traffic is light, especially during the summer months, but nobody pays any attention to traffic rules. For example, it's common to see Vietnamese riders turning left from the right lane. Also, Vietnamese riders don't stop or even look when entering the main road from secondary one. The increase in big motor coaches shuttling Russain tourists in and out of Ham Tien and the uncontrolled jeeps used to bring hundreds of tourists to the White Sand Dunes every day contribute to increased risks for motorbikes and pedestrians along Nguyen Dinh Chieu Street in particular. Traffic fatalities are not uncommon. Rumors are that up to 30 people die every month in accidents. If you plan to ride a bike here, investment in medical insurance, if you can get it, is a wise move.
Even-numbered addresses are on the sea side of the street, and odd numbers on the inland side. Even and odd addresses are not aligned, thus 39 on the odd side can be several hundred metres from 40 on the even side.
SEE
CHAM TOWER
The Poshanu Cham Tower in Phu Hai ward (Thap Po Sah Inu) is a derelict remainder of the ancient Cham culture that was built in the 8th century. It is still in use for religious and social gatherings by the local Cham population, especially during the annual Kate festival.
Fish Sauce Plants, where the famous nuoc mam (fish sauce) is produced. Big jars harbour the concoction that, after months in the blazing sun, is sold all over Vietnam to add some spice to the food.
The famous Red Sand Dunes (Doi Cat), on the main coastal road a short distance north of the fishing town at the north end of Mui Ne Bay, about 10 km from the main resort strip. The whole region is fairly sandy, with orange sand threatening to blow onto the coastal road in some spots. The dunes that visitors visit are about 50 ha (1/2 km²) of open sand on a hillside with ten-meter undulations, staffed by dusty children with plastic slides, who will offer instruction and assistance if you want to slide on the sand. Caution is recommended since a number of tourists have lost money, cameras or cell phones in the sand or through theft and pick-pocketing on the dunes. The sand dunes offer nice views of the sea coast to the north. On the opposite side of the road are a series of small cafes (illegally built but tolerated by the local police), where you can park your vehicle for a small fee if you ride there on your own. Most day tours sold by local tour operators include a stop at the dunes. The trip by taxi from the main resort strip in Ham Tien is about 170,000 dong each way, and less by xe om. It is reachable by bicycle in 30-45 minutes, passing the Fairy Stream on the way. From the resorts on Malibu Beach (Ganh Beach) it is just a short 5 to 10 minute walk to the bottom of the dunes.
Mui Ne Market (Chợ Mũi Né) and fishing harbor (Lang chai Mui Ne). If you are staying on the resort strip in Ham Tien or Phu Hai wards, don't miss out to visit this once quiet "fishing village" but nowadays bustling town, at the northeast end of Mui Ne Bay. The coastal road leads straight into the town (with a left turn required at the first red light to continue up the coast). If you arrive during the dry "winter" season, don't miss the harbor overlook at the entrance to Mui Ne with a splendid view of hundreds of colorful fishing boats moored in the bay. The boats move to the other side of the "Shelter Cape" (English translation of "Mui Ne") during the monsoon season from May through October, when the wind direction changes from mainly northeast to mainly southwest. Further along into town, just off the main road, there is a colorful local market. If you take your transport just down to the water, you will reach the fishing harbor, where you can purchase fresh seafood (if you have any means to cook it) or purchase steamed crabs, shellfish, etc. to eat on the spot from local vendors. Walking along the beach, you'll pass by fishermen sorting out their catch, ship-wharves and, at the southern end of town, a section where clams have been rid of their shells for many years, so the sand on the beach is by now substituted with littered shells. Be prepared to encounter piles and stretches of rubbish on the beach.
The Fairy Stream (Suoi Tien) is a little creek that winds its way through bamboo forests, boulders and the dunes behind the village, in parts resembling a miniature version of the Grand Canyon. Local children will want to accompany you to show you the way (and of course earn a dollar or so), but since you're just following the stream, there's little need. For the most part, the stream is about ankle-deep and no more than knee-deep even at its deepest. It is sandy with few stones and can be walked comfortably barefooted. You can climb up the red sand hills overlooking the river valley and even walk there parallel to the river, however, the sand may be hot on a sunny day, so bring some footwear. Walking upstream for about 20 minutes, you will reach a small waterfall into at most waist-deep water, great to take a refreshing bath before heading back. To reach the stream, head along the main road towards the east until you cross a small bridge. The stream is underneath, you will see a sign pointing towards a path to the left, go that way to reach an easy place to enter the stream. By bicycle it's about 15 minutes from the main resort strip and shouldn't be more than 20,000 dong by xe om. You can enter somewhere along the beach or at the bridge where you will be charged 10,000 dong for entry (although entrance is officially free) and 5,000 dong for motorcycle parking.
The White Sand Dunes are approximately 45 km away from the Ham Tien tourist strip to the northeast, and some 24 km from the Red Sand Dunes and nearby resorts on the east side of the Mui Ne peninsula (GPS 11.068254 108.428513). Trips are offered by any tourist agency along the resort stretch for 4x4 or quad drives, as well as by some resorts with their own vehicles. While too far away for a bicycle trip especially in summer, a motorbike trip can bring you there. Make sure to bring an international driver's licence if you do not own a Vietnamese one (driving without Vietnamese driver's license is illegal in Vietnam), the local police is well-known for stopping foreigners on motorbikes on their way to and from the White Sand Dunes and extort a fine (up to 1 million dong) or sometimes even confiscate the motorbike. Entrance is a 10,000 dong fee.
DO
KITE SURFING
Kitesurfing is offered by many outfitters and hotels. Kite surfing instruction is available, starting at US$60/hour, beginners package of 7 lessons start at US$350. From November till March you generally will have strong winds every day. The Winds in Mui Ne emerge by thermal movements, after the shores got warmed by the sun. You will have perfect wind everyday from 11:00 until the late evening. Gusty winds are seldom. With strong winds, the sometimes choppy waves can be as high as 4 m and more. The water is free of rocks, which makes it relatively safe to kite. However in the peak season there up to 300 kiters in the water at the same time. Beginners and Students, who mainly practice close to the beach front makes things a bit more dangerous. So watch out for other kitersurfers and swimmers and control the speed, in particularly because swimmers are difficult to see when waves are high. Accidents between kitesurfers or between kitesurfers and Swimmers happen from time to time and medical facilities are limited in terms of their equipment and abilities.
There are several kitesurfing schools along the beach, which all employ beach boys who will help you to start and launch the kite. It is widely common to tip the beach boys with US$1/day. If you bring your own equipment and don't want to carry it from and to your hotel every day, you can store it at one of the kitesurfing schools for US$20/week or US$60/month, including usage of their compressors and shower facilities.
If you are a beginner but already can practice independent without an instructor, you might avoid the area around Sunshine Beach Hotel/Sankara/Wax, because there are too many kite surfers and swimmers which may lead to accidents, particularly if you can not fully control the kite. Try the western part of beach front around the Kitesurfing School Windchimes. There are less kiters in this area and you can practice without bringing you and others into danger.
There is a place called "wave spot" or "Malibu beach" (10.92676, 108.29500). It is suitable only for intermediate/advanced kiters, but its much less crowded there.
OTHERS
All-terrain vehicle. You can ride one on white sand dunes.
Cooking classes, 400,000 dong/hr. If you want to learn to cook Vietnamese food, check cooking classes near C2SKY kitesurfing school (opposite Kim Shop). You will learn to cook pancakes, Pho Bo soup, shrimp salad and fresh spring rolls. All ingredients are ready, you'll just mix them under supervision of Vietnamese cook.
Day tours, US$10-13. Travel agents and restaurants abound with day tour offerings. The standard half day tour takes in the fishing village, fairy stream, and the red and while sand dunes. Tours normally start at either 17:00 or 14:30 so you can watch the sunrise/sunset over the sand dunes.
Balloon riding, ☏ +841208536828, ✉ booking@vietnamballoons.com. 05:00-08:00. Mui Ne is the only place in Vietnam where you can fly hot air balloons. A balloon company has European management, balloons, and pilots. Most flights take place over white sand dunes. When the winds in dunes are too strong, flights take place from Phan Thiet city centre. (updated Jan 2018 | edit)
Sailing, 108 Huynh Thuc Khang. Manta Sail Training Centre was newly founded in 2010 and water sport has been gaining popularity since then. Classes are available at US$50/hour for individuals with certified international and local instructors. The sailing area is safe, quiet, with no swimmers and only a few advanced kitesurfers. edit
Surfing. Sometimes you get good waves in mornings of windy season. Lessons, day trips and rentals are available, don't hesitate to ask around. While Mui Ne is not the best destination for surfing, it can be good place to give it a try.
Swimming. The sea is wonderfully warm, but it can be quite rough, with large waves and a strong rip tide. When the tide is in, there is not much of a beach to speak of. When wind is blowing it can be quite chilly to even think of swimming. The area between kilometre markers 11 and 13 has the largest stretch of enduring sandy beach. Since large waves normally emerge after 11:00 you might prefer to swim in the early morning hours, when the water is flat and free of Kitesurfers. Most mid-range and top-end resorts have swimming pools for their guests. Some are open for day users starting at 80,000 dong per day. But you can always behave as guest from this hotel and buy a few drinks for these 80,000 dong.
Water sports. Most outfitters offer a host of water sports including kayaking, paddle surfing, and jet ski rental.
Windsurfing. If you like to do some windsurfing, go to eastern part of Mui Ne. Starting from Hai Au resort, there are some hotels that are offering good place to water start, rent or store your gear.
BUY
Along the Mui Ne strip are several small nameless shops; all selling the same sundries and souvenirs. You can find packaged snacks (Oreos, cakes, biscuits, ice cream, etc.), liquor, clothing, and souvenirs.
Anything beyond very basic necessities should be brought with you. There is a small pharmacy, but it would be wise to bring your own first aid kit.
Standard souvenirs offered include wooden and lacquered bowls, wooden statues, snake whiskey, and pearl necklaces. Compared with Ho Chi Minh City, souvenirs are almost five times more expensive in Mui Ne. The same small wooden bowl selling for US$3 in HCMC is US$14 in Mui Ne.
Several travel agencies along the strip also double as used book stores. Most have a few shelves of English books, along with a small selection in German and French. Books cost 80,000-100,000 dong and most shops will give a 50% discount if you trade in a book.
Coop Mart, Phan Thiet (corner of Nguyen Tat Thanh and Tran Hung Dao), ☏ +84 62 3835440, +84 62 3835455. 08:00-21:30. A large, Western-style grocery store that also sells books, jewellery and necessities.
EAT
Every resort area in Ham Tien and Mui Ne is surrounded by restaurants specializing in seafood. The food is invariably fresh, well-prepared, and served in friendly and interesting surroundings. By all means get out of your hotel and try one of the local restaurants. The best restaurants are a motorbike ride away, found outside of the tourist/resort district on the ocean.
1 Bo Ke Street (Go to the fishing village past the Tien Dat Hotel until you see many small cafes near seashore). This is a street full of local cafes that serve BBQ seafood. Prices are very cheap and choice is wide. Scallops with onion and garlic sauce are must-to-have here. If you're a fussy about hygiene, don't bother coming here. edit
Joe's (The Art Cafe), 86 Nguyen Dinh Chieu St, Ham Tien (Across from Shades Resort), ☏ +84 62 374 3447. 24 hr daily. Joe's is the only place open 24/7 in Mui Ne. It's a cosy old farmhouse cafe offering Western fare. A Canadian developed the menu, and the pancakes with maple syrup (50,000 dong including coffee) are great. The sandwiches with home cut fries and salad (60,000 dong) are also recommended. Two movies are shown each evening in the pillow-filled loft. Free Wi-fi, exhibits and live performances. A great place to have your bus pick you up at 02:00 when you head out and great for a chill spot for after party breakfast or a romantic glass of wine. A 24-hr supermarket is part of the complex. Joe is on the strip, offering now even accommodation. Drinks 10,000 - 60,000 dong, meals 50,000 - 120,000 dong. edit
Lâm Tòng, 92 Nguyễn Đinh Chiêu (Right on the beach next to Jibes under some shady palms), ☏ +84 62 384 7598. You can even sit at tables in the sand. There's a little hut with hammocks strung. Try one of the pancakes (bánh xèo) with condensed milk (sữa đặc), the fried fish with lemon, and the chicken fried in fish sauce. edit
2 Pho Bo and sandwiches, Bo Ke St (Go past Bo Ke St in the direction of Pogo Bar, small pavilion on the right). The only place to have food at night (since Joe's doesn't serve food at night anymore). They serve nice sandwiches with chicken and scrambled eggs (30,000 dong). Also you can have pho bo here. edit
3 Santimatti Pizzeria, 83 Nguyen Dinh Chieu St. Classic Italian cuisine. Place is nice looking, with a good atmosphere. Locals and long stayers enjoy a 10% discount with membership card. Owner is on-site, so expect good service. edit
4 Sindbad Kebap, Nguyen Dinh Chieu (opposite Pogo Bar). Good beef/chicken/veggie kebabs, shawarma and tsatsiki. edit
Smoky House, 125 Nguyen Dinh Chieu St. Offers large, high-quality meals, and offers all customers free ice cream. edit
Snow Restaurant, Club and Sushi Bar, 109 Nguyen Dinh Chieu St. 10:00-02:00. Famous for its cool air-conditioned hall that is unique in Mui Ne. European, Japanese, Russian and Vietnamese cuisines, including exotic dishes such as filet of crocodile. Lounge still open after 22:00, cinema-sessions in the evening. Free Wi-Fi, free pool, and free transfer by Taxi Mai Linh to the restaurant and back to hotel. edit
The Terrace Restaurant, 21 Nguyen Dinh Chieu St (in front of Anantara Resort), ☏ +84 62 3741293, ✉ admin@herbalhotelmuinevietnam.com. 08:00-23:00. The restaurant's first floor is fully air conditioned and the terrace on the upper floor is an open concept with a a nice view. It serves breakfast, lunch and dinner. The restaurant specializes in sushi, fresh seafood and Vietnamese food and the bar serves beer, wine and cocktails. US$3-15. (updated Jul 2016
DRINK
Deja Vu Restaurant and Shisha Bar, 21 Nguyen Dinh Chieu (Opposite Anantara Resort), ☏ +84 62 374 1160, +84 913327232, ✉ dejavuvn@gmail.com. 11:00 - 24:00. Family restaurant focused on good food and entertainment for all the ages. Daily live music, cozy garden with kids area. Seafood, European food, Vietnamese food, kids menu, exotic food, cocktails, shisha- culture show "Folklore night" (show + dinner) every W 20:00. Exotic food show every F 19:00. edit
DJ Station (El Vagabundo), 120C Nguyen Dinh Chieu (300 m to the right when facing Sinh Cafe). 09:00-03:00. Ocean view terrace area, dining area and large dance floor. Happy hour 18:00-21:00 means selected cocktails are 30,000 dong, and regular priced cocktails are all buy-one-get-one-free. It's a popular backpacker place and usually very crowded weekends. edit
Pogo Bar, 138 Nguyen Dinh Chieu. Popular place once, but you can still expect surfers and expats. Cocktails and buckets are cheap, but not tasty. edit
Mooney's Irish Bar, 121 Nguyễn Đình Chiểu, Phường Hàm Tiến, Thành phố Phan Thiết, Bình Thuận, Vietnam (almost opposite Joe's Cafe), ☏ +84 91 402 65 96. 18:00-02:00. A small establishment run by a genuine Irishman (which marks it out from many 'Irish' pubs in Asia), an affable chap form just outside Dublin. There's a pool table, but the best thing to do is order a beer and have a chat with Liam. (updated Jul 2018 | edit)
The Crown and Anchor, 117c Nguyen Dinh Chieu, Ham Tien Phan Thiet (about 2 minutes from Mooney's Irish Bar.). 16:00-23:45. A new establishment that promises a lot. Great design, long bar, games room with pool, darts and table football. Brian from the English Midlands and Adele from Kyrgyzstan are the friendly hosts. Live sports and Sunday Roasts are popular features. (updated Jul 2018 | edit)
Old Fashioned Bar, 151 Nguyễn Đình Chiểu, Phường Hàm Tiến, Thành phố Phan Thiết, Bình Thuận, ☏ +84 368 307 432. 08:00-03:00. Classic bar. Large territory: bar, hookah, restaurant area, cinema, air-conditioned room of a coffee shop, rooftop. European cuisine. Live music. The largest bar in Muine with the largest selection of coffee, tea, alcohol, cocktails and services. Located near the BOKE site.
SLEEP
Mui Ne and Ham Tien have over 200 accommodations to choose from, in every price category (US$5-200), along the main ocean strip of Nguyen Dinh Chieu, Huynh Thuc Khang ("HTK"). Small guest houses, family-run beach hotels and some big luxury resorts can also be found east of the town center of Mui Ne proper, along the road leading to the Red Sand Dunes, where Ganh Beach offers long sandy beaches and excellent kite-surfing on the east side of the Mui Ne peninsula.
Accommodations at higher addresses of Nguyen Dinh Chieu towards HTK and Mui Ne ward tend to be smaller and less expensive, somewhat removed from the main tourist section in Ham Tien and more mixed in more with local life. If a sandy beach is important to you, some research is called for before booking in that area. Many "beach side" resorts are actually against a sloping cement wall that leads into the sea. The sand itself migrates up and down the long coast seasonally leaving some areas with expansive beaches and others with little at any given time.
A few budget hotels have popped up on the inland side of the road, across from the beach side resorts. If you stay on the inland side, you will need to pass though one of the resorts to reach the beach, which might or might not result in some hassle from the guards. The resorts jealously guard their lounge chairs and palapas, though the beach itself is open to everyone. If all else fails, you can always access a nice sandy stretch of beach via the Wax Bar at 68 Nguyen Dinh Chieu.
Remember that during Tet (Vietnamese New Year), hotels and resorts are booked way in advance.
BUDGET
Go past the Pogo Bar in the direction of the fishing village to find the best budget hotels (as low as US$5 a day for adouble room with air-con).
Bao Trang, Nguyen Dinh Chieu (Turn right when exiting from Sinh Cafe). Small bungalows with a beach frontage. From US$10. edit
Guest House 20, 20 Nguyen Dinh Chieu, ☏ +84 62 374 1440, ✉ guesthouse20@yahoo.com.vn. Very nice guest house on main strip without beach access. Also organise tours and transport for you. Very friendly staff, family-owned and operated. From US$15. (updated Mar 2015 | edit)
Hon Di Bungalows, 70 Nguyen Dinh Chieu, ☏ +84 62 847 014, ✉ hdhongdi@yahoo.com. Has simple but nice bungalows with fan and attached bath. There is a shady courtyard strung with hammocks, and four of the bungalows are directly facing the beachfront. A small restaurant and Internet access cater to your needs. US$10-12. edit
Keng Guesthouse, 185 Nguyen Dinh Chieu (About 100 m east of Phuoc Thien Pagoda), ☏ +84 62 374 3312, ✉ yongkeng999@yahoo.com. Simple, clean guest house with all the usual facilities on the quiet end of the main strip. About 15 min walk to the bar and restaurant area. Friendly English speaking owner. Dorm 100,000 dong, rooms from 160,000 dong. edit
Lan Anh, Huynh Tân Phát (Coming from Phan Thiet, turn left when entering the village, in the corner where there's a business called Nhà Tho). Local guesthouse in the village, a couple of kilometres from the resorts and beaches, but close to shops, market and street food stalls. Perfect for experiencing local life. Owner family can barely understand English but are nice. Room with 2 double beds, fan, fridge, toilet, and TV. Free Wi-Fi. 150,000 dong. edit
Mai Am Guesthouse, 148 Nguyen Dinh Chieu. Beachfront bungalows with air-con, working shower, mosquito net, and nothing more. Clean pool. Beach seating with chairs and mats, although some of furniture is falling apart. Can hear next door bar till 03:00 nightly which may bother some. Also, they have monkey cages in the courtyard for some reason. US$10-15. edit
Thien Son, 102 Nguyen Dinh Chieu, ☏ +84 62 384 7187, +84 91 861 0727. Guest house just down the road from Joe's cafe with clean, large rooms. Can get breakfast for about US$1. Very friendly people, though English is limited. Also organises tours to sand dunes (depends on size of group, but from US$4-9) as well as buses to Saigon and Nha Trang. From US$12. edit
1 Nam Chau Boutique Resort - Mui Ne Passion ((Formerly Nam Chau Resort)), Khu phố 5, Mũi Né (Coming from the Red Sand Dunes go down the hill towards the town of Mui Ne, the resort lies right after the Pandanus Resort on the left hand side of the road (ca. 600 m from the dunes). Coming from the town center of Mui Ne (Mui ne market or Fishing Village) turn left at the red light (in front of Blue Shell Resort), continue for about 200 m (entrance after Malibu Resort on the right hand side).), ☏ +84 252 3849 323, ✉ sales@namchauresort.com. Rustic beach resort with 48 rooms offering free WiFi, refrigerators, and TVs with cable channels in a 3-ha tropical garden on the beach in Mui Ne. Inexpensive restaurant, beach bar organising disco parties on weekends. Swimming pool, ongoing activities including kite-boarding and SUP. From US$11 for shared accommodations. Dormitories in cottages, private bungalows available.
MID-RANGE
Ngoc Suong Marina Hotel, Nguyen Dinh Chieu (Across the road from TM Brothers Cafe, beside Tien Dat Resort). On the beach, with an excellent swimming pool. Rooms have mosquito nets, air-con, satellite TV, and en suite bath. US$40 including breakfast. edit
Novela Muine Resort & Spa, 96A Nguyễn Đình Chiểu, Hàm Tiến, Phan Thiết (In the center of Muine Resort), ☏ +84623743456, ✉ sales@novelaresort.com. US$50 including breakfast.
SPLURGE
2 Anantara Mui Ne Resort, Mui Ne Beach, KM10 Ham Tien Ward, Phan Thiet City, ☏ +84 62 374 1888, ✉ muine@anantara.com. The resort includes 89 rooms, suites and pool villas designed according to Vietnamese tradition. US$105. (updated Jan 2017)
3 Blue Ocean Resort, 54 Nguyen Dinh Chieu, ☏ +84 62 3847 322. Has various rooms and bungalows. Only metres from many of the kite surfing schools, particularly Windchimes, which is directly outside the property. 2,770,000 - 8,100,000 dong. (updated Mar 2016 | edit)
Cham Villas Boutique Luxury Resort, 32 Nguyen Dinh Chieu. Has 6 villas with beach front view and 12 villas with garden view. Each villa has a king size bed, bathtub overlooking a small private garden, and a large private patio with comfortable club chairs and a day bed. edit
Grace Boutique Resort, 144A Nguyen Dinh Chieu. Has the look of a Mediterranean villa. There are only 14 rooms, all with sea views. Well-trained staff, a beautiful garden, and a charming pool. Rates include daily breakfasts. Discounts are offered during the low season and for long-term stays. It is advisable to book well ahead during the holidays. edit
4 Pandanus Resort, Block 5, Mui Ne (The average driving time from the center or airport in Ho Chi Minh City to the resort is approximately four hours. Can be reached in 20 mins by car via main road Vo Nguyen Giap from Phan Thiet city center (25 km). At the roundabout below the Red Sand Dunes turn right. The resort is the second on the left (ca. 150 m). Coming from Ham Tien and the Mui Ne fishing village take Huynh Tan Phat at the red light to another red light in from of Blue Shell Resort. Turn left, the resort will be on the right hand side after approx. 400 m.), ☏ +84 252 3849 849, ✉ pandanus@pandanusresort.com. Check-in: 14:00, check-out: 12:00 noon. 134 renovated rooms including 24 bungalows with outdoor bathtub in a relaxing beachside environment: 10 ha of lush tropical gardens within walking distance of the Red Sand Dunes. Phan Thiet's largest free-form swimming pool, 2 restaurants, 3 bars incl. lounge with live entertainment, two live bands, spa (indoor and outdoor). Weekly seafood BBQ buffets by the pool, All Inclusive package, weddings, special events, team building, tours and excursions, transfer service. Complimentary bicycle rental. Daily complimentary walking tour of Mui Ne fishing town, free shuttle service to Mui Ne, Fairy Stream and Ham Tien tourist strip. Jet Ski, surfboards, kiteboarding nearby. US$60-310 including Mui Ne's biggest breakfast buffet (based on room type and number of guests). Group discounts, All Inclusive package, honeymoon packages and special event rates available.. (updated Dec 2017 | edit)
5 The Sailing Bay Beach Resort, 107 Ho Xuan Huong St, ☏ +84 8 6282 4567, ✉ resorts@thesailingbay.com. 192 rooms with sea views, all-day restaurant, open-air beach club, a grand ballroom that accommodates 400 guests and a fully equipped board meeting room for 40 guests. On-site water sports facility with a professional international team managing board sailing, kite surfing and other activities. US$100-644 including breakfast (low-season). edit
Shades Resort, 98A Nguyen Dinh Chieu (Across from Joe's Cafe). Has 8 studios/apartments with kitchens, Jacuzzi or rainshower, preloaded computers, 42 inch flatscreen TVs and a lovely view. The site includes a swimming pool and a bar with Bon Cafe coffees made with fresh milk from Dalat. Rate includes daily breakfast, bottled water, and laundry service. US$45-200. edit
The Cliff Resort, 5, Phu Hai Ward, Phan Thiet, Binh Thuan (Along the Nguyễn Thông road to Mũi Né), ☏ +84 252 3719 111 (HCMC), +84 24 3936 5065 (Hanoi), ✉ reservation@thecliffresort.com.vn. Check-out: 12:00. A resort complex that has many different room designs in different prices, the more big and beautiful they are, the more expensive they are. All guests can enjoy the big pool in the middle and can have access to the Mui Ne beach. The location is near Phan Thiet. US$100-500.
WIKI VOYAGE
This map shows a cluster of over 70 earthquake events that occurred from 7 to 8 December 2021 offshore from America's Pacific Northwest. Activity started at 4:21 AM, local time, on 7 December 2021. As of this writing, 74 quakes of magnitude 3.4 or greater have been reported. Fifteen events were in the 5s. The two most powerful quakes were both magnitude 5.8. Clusters of earthquakes are called "swarms".
[Update: 101 quakes in the swarm, up to 10 December.]
This earthquake swarm occurred along the Blanco Transform Fault Zone (often mis-referred to as the "Blanco Fracture Zone"), along which the Pacific Plate and the Juan de Fuca Plate are sliding past each other. Despite the term "sliding", movement is usually in the form of sudden jolts. The Blanco Transform Fault is about 340 kilometers long and has an overall en echelon structure. It offsets spreading centers of the Juan de Fuca Ridge (to the north) and the Gorda Ridge (to the south).
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See info. at:
earthquake.usgs.gov/earthquakes/eventpage/us6000gaag/exec...
[A write-up of this swarm is at the bottom of that webpage.]
and
en.wikipedia.org/wiki/Blanco_Fracture_Zone
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An earthquake is a natural shaking or vibrating of the Earth caused by sudden fault movement and a rapid release of energy. Earthquake activity is called "seismicity". The study of earthquakes is called "seismology". The actual underground location of an earthquake is the hypocenter, or focus. The site at the Earth's surface, directly above the hypocenter, is the epicenter. Minor earthquakes may occur before a major event - such small quakes are called foreshocks. Minor to major quakes after a major event are aftershocks.
Most earthquakes occur at or near tectonic plate boundaries, such as subduction zones, mid-ocean ridges, collision zones, and transform plate boundaries. They also occur at hotspots - large subsurface mantle plumes (Examples: Hawaii, Yellowstone, Iceland, Afar).
Earthquakes generate four types of shock waves: P-waves, S-waves, Love waves, and Rayleigh waves. P-waves and S-waves are body waves - they travel through solid rocks. Love waves and Rayleigh waves travel only at the surface - they are surface waves. P-waves are push-pull waves that travel quickly and cause little damage. S-waves are up-and-down waves (like flicking a rope) that travel slowly and cause significant damage. Love waves are side-to-side surface waves, like a slithering snake. Rayleigh waves are rotational surface waves, somewhat like ripples from tossing a pebble into a pond.
Earthquakes are associated with many specific hazards, such as ground shaking, ground rupturing, subsidence (sinking), uplift (rising), tsunamis, landslides, fires, and liquefaction.
Some famous major earthquakes in history include: Shensi, China in 1556; Lisbon, Portugal in 1755; New Madrid, Missouri in 1811-1812; San Francisco, California in 1906; Anchorage, Alaska in 1964; and Loma Prieta, California in 1989.
Ancien édifice appartenant à la banque Cajamadrid transformé en espace social et culturel. La fondation y propose expositions, films, bibliothèque, etc. depuis 2002.
Makuta evolves further into his ultimate form, transforming into a powerful centaur, or rather a Legendary Lynel, Makuta's Power, Speed & Hate only grows. Makuta now possesses the strength, stamina & speed as a stallion, the ground shakes from his loud & heavy hooves when on the hunt and in combat, leaving a trail of fire behind when he runs at full speed. His mask of Control allows him to command near by Rahi, Lynel & his Skull army, able to heal & revive them as well. Beware, this is not even his final form.
Time to transform! At this scale, we will have to adapt to the finite size of Lego elements if we are to transform. Faithfulness to the final look is key factor here.
1. Remove Head (as always) and equipment.
To the surprise of nobody who's ever talked to me, I have eclectic tastes when it comes to collectibles. Yeah, I'll get the things that are generally universally liked, but ultimately shock value and general tastelessness (by puritan US standards) are what kind of guide my collecting path.
About a year ago, there was a company with a dream - Big Firebird Toy - and that dream was to make a transforming Arcee figure that was more Senran Kagura than G1 Autobot. Her name would be Nicee, and would share enough characteristics with her licensed namesake so you could help Hot Rod live out his high school fantasies including a familiar alt mode and a very G1 Arcee head.
People complained, of course, but in this day and age, what else is new? At least this wasn't Flametoys where they were selling licensed figures... this was the Wild Wild West of Third Party Transformer figures. I'll admit the window dressing was might attractive, but the Engineer in me also wanted to know.. just how would they pull off such an ambitious design?
At any rate, preorders were placed and all was well for a while.
First it was COVID causing mayhem and delaying production of everything across the board. Then, rumour has it that Hasbro started actually cracking down on Chinese bootlegs of their figures, and so Big Firebird Toy dropped the Arcee head, and just stuck with their own original content. That all passed, and I finally received my copy of the figure.
So just how did they do? Lets look at the Big Firebird Toy EX-01: Nicee figure.
I ordered mine from TF-Direct, who were the lowest price point at the time. Prices have since jumped up from the $95 USD I paid, which included EMS shipping, but a cursory glance at eBay shows you should still be OK. The figure came in it's own brown shipper, with an art box contained within which houses all the fun stuff.
A quick glance at the art box should very quick establish that no... this is not a kids figure. It's not quite Skytube hentai PVC material, but it is at least Teen territory. Also nice is the Pink foiled letters.
I also have to giggle at the security seal and the quality assurance foil sticker because, well... China.
Nicee is packed in robot mode, and comes in a single layered tray with her accessories. By the time things are said and done, the box is gigantic, effectively 12" x 12" x 4", like something out of the old Toys R Us MP boxes. Accessories include an extra Aheago head, a breast plate with soft rubbery breasts, a laser pistol, an energy arrow, a sword, part of her chasis, the handle for her bow, and six additional hands. Naturally, she has a set of instructions, as well as a nifty art card.
Nicee is a gorgeous figure, and I'm not just talking curves. I had two major concerns - crappy paint work, and crappy build. I've done the best I can on my photos, but one of things I couldn't make out on other photos I've seen is the fact that Nicee has a nice pearl finish on all her painted parts. Try as I might, I could not find any areas of overspray or bleeding, with the only bad paint being a fibre or something being embedded into the forehead of my Aheago head. Even the pink on the wheels are pearl finish. Now, I would ADD some colours to a few areas, such as the blade of the sword and maybe to the face to make the lips turn out better, but that's another discussion - what paint work you do get is pretty damn good and is generally resistant to most forms of contact.
I'm not saying you should break out the sand paper, but you can at least be assured you don't have to worry about actually handling the figure without gloves.
Build quality is a bit tougher to explore, but to put aside any immediate worries, overall things are very good. Nicee has rubber tires, which is becoming more and more of a rare thing. There are some die cast metal parts, though these in high stress structural components. The plastics they used feel like the same stuff you'd get on a Takara Tomy MP figure, but perhaps a bit thinner, maybe due to the sheer number of curved parts on this figure.
The finish on these parts is, without a doubt, phenomenal. very few rough surfaces or mould lines found. My mind is blown at how well the pieces fit together, and that truly the finished product matched the CG renders almost perfectly. QC with regards to accuracy of tabs and slots is almost perfect, but isn't quite up to Takara Tomy standards, so it can be a bit of pain to get things aligned correctly but it can be done, at least, and the parts come together with tolerances that wouldn't be out of place on an MP figure.
Joints in general tend to be a bit on the stiff side, especially the neck and head joints, which can make posing Nicee a bit of a headache..
Finally I feel the hands should have used the more popular method of connection, that is having the ball on the wrist joint itself and the socket on the hand, as opposed to the opposite. This would make things connect more securely, as well as improve range of motion here.
Nicee herself is 19 cm tall, which puts here out of MP scale, as she's supposed to be slightly smaller than Hot Rod. On the plus side, she's that much more visually impressive and has that much more shelf presence.
Articulation is impressive, and is in line with what I'd expect from an MP figure. You get full ankles (two separate points of movement), double jointed knees, thigh twist, hips with pull down for greater range of motion, waist, mid torso, shoulders with lateral movement (so arms can come closer together), bicep swivel, single jointed elbows, wrists, neck, and head. Provided you can get the joints to cooperate, you can put the figure into many, many poses, though for next time Big Firebird Toy, double jointed elbows, please.
For all the effort put into the design of this figure, I feel that Big Firebird Toy put their C Team on weapons duty. The sword is a bit bland, but more importantly, there's one hand dedicated to holding both the Sword and the Bow, and neither of them are really held that well. The laser pistol is perhaps the only weapon where they did some homework as there's almost no way that gun will ever get loose from that hand, and I wish that they had given her a second pistol, in addition to more useful hands.
Another thing that might cool your enthusiasm for Nicee is that she is somewhat of a Partsformer, like most of the current mainline Transformers. In order to achieve a certain body shape, designers just made unwanted parts removable and convertible into accessories for the main figure.
In Nicee's case, that piece of the car body turns into a shield that is pegged in a way that you either can move the forearm it's attached to, or you hold it like a gun because there's no proper handle. Then there's the bow.... oh that bow.
It's made up of the front of the vehicle mode, which usually hangs on to her behind her neck, giving Nicee those wing looking things. Conversion to a bow involves plugging in a plastic piece that gives it a handle, then squeezing it into the hand that is meant for the sword. It's very, very awkward to say the least, and the fact there's no real dedicated hand for holding the arrow is also a major pain.
Oh right, in the event you don't fancy a bow, you can convert most of the parts into a skirt for... reasons, which unfortunately leaves you with a completely useless panel as well as reduced articulation.
Finally, coming full circle we have transformations, though before I go on I should probably mention that you swap out the breast plates by popping up the shoulders and head and replacing the part.
Conversion into vehicle mode isn't really that complicated once you decipher the instruction manuals mentions of degrees and misspelt words. To their credit, there is a link to a transformation video, which I didn't watch, but I'll presume is more helpful than the instructions. The overall methodology is kind of like TM2 Blackarachnia where you stretch out the body, wrap the legs around the body and cover the entire thing in a shell. IIRC the Generations version had this method and maybe even the other 3P Arcee I have, the Occular Max Zinnia.
I guess I should also mention there was controversy about how the vehicle mode had the visual making of a Vagina or something. I dunno.. I don't looking for the meaning of life in my cups of coffee, and I don't go looking for Vaginas in my vehicle modes.
So in conclusion, the base figure itself is very good, and I'm impressed with the excellent paint work and overall production values of the figure. Weapons really is where the ball was dropped, and even then things could have been saved if the variety of hands was greater and if the bow/shield had actual proper handles so they could do their job. But all-in-all, this is much better than any novelty figure has the right to be.
So if you're an open minded transforming robot fan, I'd highly recommend you give Nicee a try.
My sexy transform roommates comics 31
travesti.silicone-breast.com/2016/07/27/my-sexy-transform...
imgur.com/kDhWV8V.jpg?utm_source=rss&utm_medium=rss
Notice : Releasing this comic on every Moday to Thursday !
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SPECIAL REPORT: WHAT WENT WRONG
DO BUILDERS' BUCKS BUY POLITICAL POWER?
LISA GETTER Herald Staff Writer
December 20, 1992
Page: 7SR
As developers transformed the landscape of Dade County in the decade before Hurricane Andrew, more and more of their money fueled Metro Commission campaigns.
In 1980, building interests contributed almost one of every four campaign dollars collected, a Miami Herald analysis of campaign contributions showed. In 1986, when construction was booming, the building industry gave at least one of every three campaign dollars.
"Contributions from builders helped make it easier, quicker and more profitable for them to build," said political strategist Philip Hamersmith.
"People don't give contributions for better government reasons. They give for greater access to the County Commission and ultimately, to get the action or position they want."
To study the local political clout of the building industry, The Herald created a computer database to analyze major campaign contributions to Metro Commission candidates. The
commission has the final say over zoning and revisions to the South Florida Building Code. It also appoints the Board of Rules and Appeals, the panel that oversees the code.
The database included contributions of $100 or more that were given to any commission candidate who collected at least $20,000 for the six elections between 1980 and 1990. The study was limited to contributions of $500 or more for the 1988 election. The final database included 17,268 contributions.
It showed that:
* Building money accounted for about 27 percent of the money collected by commission candidates during the study period.
* Builders contributed about $2.2 million in the six elections -- more money than was collected in any single election year by all major candidates combined.
* More than half of the money that came from builders throughout the study period was contributed during the 1986 and 1988 elections, years when there was increased growth in the county.
* Political dollars from builders peaked in 1986, when 38 percent of the money collected came from the construction industry.
* Contributions from builders dropped significantly in 1990 to the 20 percent level, where they had been in 1982.
Engineer Herbert Gopman said his tenure on the Board of Rules and Appeals illustrates the power campaign money can buy.
Records show that Mayor Steve Clark appointed Gopman to the board in 1984, but Gopman said he really was the appointee of the trade unions.
Former Commissioner Beverly Phillips said appointments to the board often were made the way Gopman described. "We used to call the building and zoning people or the unions or the building trades" for names of nominees, she said. In hindsight, she said, it was "maybe the fox going into the hen house."
Gopman said trade unions considered him accountable to them. The study showed trade unions contributed about $80,500 to commissioners.
"In a controversial matter, they will call you out and say, 'You've got to vote this way.' I didn't always meet their demands," Gopman said. "I wasn't reappointed."
The 1992 grand jury concluded last week that "parts of the construction industry continually exert undue influence" on the board's decisions.
Homeowners' representatives say they are powerless to raise the kind of money that comes from the building industry.
"It's very difficult. You can sit and have a party for a commissioner and maybe raise $1,000 or $2,000," said Neal Alper, an officer in the Kendall Federation of Homeowners Associations. "But a developer, who stands to make hundreds of thousands of dollars in profits, can just contribute $1,000 at a time."
Chuck Lennon, the executive director of the Builders Association of South Florida, said the 1,100-member organization's political action committee contributes money every year to commission candidates -- about $23,000 during the decade, the study showed. Before contributing money, the PAC interviews candidates and makes endorsements.
"The only thing it does is give you entry. It doesn't give you their vote, but it does give you an opportunity to get their ear," Lennon said.
Mayor Clark, who received more money from builders than any other candidate, said he thinks builders supported him because he had been a general contractor. "If builders contributed to my campaign, I thank them for that," he said. "I didn't give them special treatment."
Former Commissioner Phillips, who often voted against builders, said she never sought their money. But she said she would at least listen to people who contributed to her.
"They gave money to me just so they could have my ear on occasion," she said.
The Latin Builders Association also interviews candidates and makes endorsements. Although its political action committee contributed only $8,000 throughout the decade, individual members have contributed hundreds of thousands of dollars more.
Among past and present LBA members who contributed more than $10,000 during the decade, either individually or through their firms, were homebuilder Pedro Adrian, developers Erelio Pena, Jesus Portela and Felix Lima, engineering contractor Rolando Iglesias and plumbing company owner Sergio Pino.
"It gives you an open door with the commissioner. You're at least able to get an appointment with a commissioner and explain your case," said LBA executive director William Delgado.
Once the LBA board of directors decides who it will support, the organization sends a mailing to its approximately 1,000 members. The group also holds fund-raisers. It raised $45,000 for Sherman Winn at a 1986 fund-raiser and $77,000 for Clara Oesterle at a 1988 fund-raiser.
Under the guidance of zoning lawyer Tom Carlos, the LBA was successful in persuading the commission in 1985 to open 2,900 acres to development in West and Southwest Dade.
"There was a period there when the commission was definitely dominated by pro-development views. That can best be shown by votes on Master Plan applications," said Metro Commissioner Harvey Ruvin.
Ruvin voted against most of the changes in the county land- use plan. "As it turns out, a lot of that development, especially in the Southwest, did experience extreme hurricane damage," he said.
After the 1985 hearings, Carlos told the LBA leadership it needed to financially support the commissioners who voted for the changes.
"These events were very important," Carlos said in a 1988 interview about the fund-
raisers. "I wanted the commissioners to associate faces with contributions. Later, when we go to the commission on an application, I want the commissioners to think of the individual contributors when they see me. I want them to be accountable to the person who is an applicant and my client."
Reginald Walters, who retired this year after 28 years as Metro planning director, said special interests contribute money "to keep in good favor with the commissioners."
"As long as I had been with Dade County, growth had been very rampant and very strong and the building industry had always had a great influence over the commission," Walters said.
ANDREW'S WINDS EXPOSED FLAWS IN INSPECTION SYSTEM
Continued from Page 6SR,
INSPECTIONS: A BREAKDOWN IN THE SYSTEM
LISA GETTER Herald Staff Writer
inspections, saying he had jeopardized the public's safety. The surveillance showed that he spent 64 minutes of his day making 38 inspections, approving 30.
"That's in the past," Varona said in a recent interview. "That's over with me."
The computer showed that Varona had logged five days with more than 50 inspections, including the day in 1990 he reported making 82. Varona said he did not remember ever doing that many in a day. The most, he said, was "probably 50 or 55."
Everett said the high number of inspections he performed is misleading because he worked long days. The computer showed 40 times since 1988 when he was sent out on more than 50 inspections in a day.
"The grand jury had a report. They said you can't do that many. What I would say is go to the homeowner who reported seeing me at 8:30 p.m.," he said. "I have had many people come up to me after the hurricane and say, 'Mr. Everett, you may not remember me, but you inspected my house and it's still standing.' "
Tucker, the inspector who did 68 inspections in one day in 1988, said it's possible to do an excellent job if all the inspections are in the same neighborhood and many are rejected. The computer database indicates on that day he rejected 13 inspections and the remainder -- mostly slab and framing inspections -- were approved. He would not comment directly.
The county's chief code compliance officer, Charles Danger, said he doesn't think any inspector should make more than 20 inspections in a day. The department's new goal is 18. Danger was amazed to learn that inspectors made more than 50.
"It's impossible for a person to do that amount of inspections and do a good job on it," Danger said. "It's humanly impossible."
Inspectors testified to the 1990 grand jury that their inspections had been "inadequate and falsified" in many instances. They blamed the large number of daily inspections required.
"While we are certain that there are many qualified and dedicated building inspectors doing an effective job, we are also certain that others are not," the grand jurors wrote.
Grand jury investigators caught inspectors spending part of their work day watching women bowl, reading a newspaper in a library, sleeping in a car or going home early.
"Prior to the grand jury, the message that I had from upper management was to be more efficient as possible. We really tried to work our tails off," said Chief Building Inspector Roberto Pineiro. "The emphasis was put on productivity. After the grand jury report, the emphasis was put on quality."
Pineiro said he found it hard to believe that the computer database was accurate in pinpointing so many instances of high inspection days. His theories: clerks entered the data wrong; the inspections listed on those days were canceled; the inspections on those days were all in the same neighborhood.
"Building and zoning supervisors appear out of touch with the actual operations of the inspection department," the 1990 grand jurors concluded.
Inspector Rodriguez said times have changed since the days when inspectors were asked to make more inspections in a day than they could realistically complete. The computer database showed 33 times since 1988 in which he logged more than 50 daily inspections. Once, Rodriguez said, he was given a daily route sheet calling for him to make 110 inspections.
"We were being demanded to do all of our inspections. We just ran right through them," he said.
Sometimes, other inspectors would help. And sometimes, Rodriguez said he carried over inspections to the following day -- a practice that was frowned on by the department. The days in which Rodriguez carried over his inspections were not included in the Herald computer study.
Joaquin Avino, who has been county manager since 1988, said it would be "unrealistic" to make 110 inspections in a day. "Needless to say, as county manager, you don't look at the number of inspections an inspector was doing," he said.
The 1990 surveillance caught some inspectors who never left their cars when doing inspections. To some investigators, that's worse than taking money.
"I really don't know if it's the giving of money that's totally corrupt. Maybe it's not getting your butt out of your car to see if something was built right that's really corrupt," Metro-Dade detective Anthony Kost said in a recent interview. Kost worked on the 1986 undercover probe of the building department.
In that case, contractors literally threw money into the car of a Metro detective who was posing as an inspector. Eventually, 24 contractors, developers, homeowners and one building inspector were charged -- most with giving $10 and $20 bribes.
Roofing contractor Ernesto Valladares pleaded no contest after he gave the undercover officer $100 to approve three roofing inspections that had been rejected. Thirty homes contracted by Valladares' firm were uninhabitable after Andrew, computer data show.
"There was an awful lot of bribery going on. It was a common way of doing business," said former state prosecutor David Troyer, who handled the case. "I think it would be unreasonable to assume it began and ended with that investigation."
But none of the 15 who pleaded guilty in the 1986 probe got a harsh sentence. Judges were not inclined to sentence a developer to jail for a $20 bribe.
Ten years before Troyer's investigation, a 1976 grand jury condemned county inspections.
"Instead of requiring thorough, proper inspections, the county gave into the pressure of the building industry," the 1976 grand jury wrote. "The county should have been prepared to adequately staff the department during peak periods of construction with trained personnel. It was not prepared."
Franklyn Tarbox, an inspector from 1966 until 1982, said he never had to meet a quota.
"In the '70s and '60s, you checked how many nails were in the boards. I don't know, I guess it might have changed," he said. "How long would it take? Sometimes a half hour, sometimes an hour."
The importance of a thorough inspection became apparent when dentist Jeffrey Glasser had his South Dade house built in 1976. The county stopped work on the house after a building inspector supervisor discovered code violations that another inspector had missed.
The construction was so bad that an engineer determined the house would be "insecure under hurricane wind loads."
Glasser got a new contractor. The county suspended for three days the inspector who missed the shoddy work. The house survived Andrew.
Dade experienced another building boom in the 1980s. Instead of learning from its mistakes, the county repeated them.
"We kept increasing the fees, but we never kept up with the inspection needs," said former Metro Commissioner Beverly Phillips, who was defeated in 1988. The fees from building permits finance code enforcement.
The county increased the number of daily inspections each inspector was supposed to make -- from 22 in 1985 to 27 in 1989 to 29 in 1990, rather than provide enough money to adequately staff the department, or attract young inspectors who want to make the job a career.
Because the job requires construction experience, many don't become inspectors until after they have retired from another job. Dave Bacon, for instance, didn't become an inspector until he was 65. He died in 1982 at 75 -- while still on the county payroll as an inspector. Julio Aldecocea became an inspector this year. He is 63.
General contractor Eduardo Roca, 36, joined the building department as an inspector in July 1991. He left after three months for a better job.
"In a lot of cases, they're taking the rap for no need," Roca said of the inspectors. "In my experience, what I saw, the work was being carried out in a very professional manner and they were doing everything to the best of their abilities."
While the county was tight with money for code enforcement, the code itself was undergoing a transformation. Builders, seeking cheaper and faster ways to construct homes, began using products not envisioned by the writers of the original 1957 code.
Many developers relied on letters from engineers that certified they were using building products -- like premanufactured roof trusses -- that met the code. The letters were rarely challenged by inspectors. Roof trusses failed repeatedly in the storm.
"There was a lot of stuff run under engineering letters. I have no idea how good they were," former inspector Kurtz said. "If an engineer certified that it was done according to code, we would accept it."
A major problem in the hurricane was the failure of roof tiles. Code compliance chief Danger said the problem could have been lessened had inspectors been given scales to test for wind uplift. Danger said inspectors told him they don't have the scales or know how to use them.
But chief inspector Pineiro, who said inspectors were given scales, said they weren't needed. "With a scale you could go fishing," he said. "It's not required. It's a gadget."
Retired inspector Tarbox said he became concerned when the county began allowing builders to use staples to attach shingles to roofs.
But inspectors are powerless to change the code. It was adopted and can be changed only by the Metro Commission. The job of interpreting the code is left to the Board of Rules and Appeals, whose members are appointed by the commission.
Inspector Rodriguez blamed the shoddy construction uncovered by Andrew on several factors. "I think there was a combination of a lot of things: poor design, poor workmanship, no supervision, and just maybe if we had spent more time on inspections," he said.
Copyright 1992 Miami Herald
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based 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, the Korean War and other conflicts. The Mustang was conceived, designed and built by North American Aviation (NAA) in response to a specification issued directly to NAA by the British Purchasing Commission. The prototype NA-73X airframe was rolled out on 9 September 1940, 102 days after the contract was signed and, with an engine installed, first flew on 26 October.
The Mustang was originally designed to use the Allison V-1710 engine, which had limited high-altitude performance. It was first flown operationally by the Royal Air Force (RAF) as a tactical-reconnaissance aircraft and fighter-bomber (Mustang Mk I). The addition of the Rolls-Royce Merlin to the P-51B/C (Mustang Mk III) model transformed the Mustang's performance at altitudes above 15,000 ft, giving it a much better performance that matched or bettered almost all of the Luftwaffe's fighters at altitude. The definitive version, the P-51D (Mustang Mk IV), was powered by the Packard V-1650-7, a license-built version of the Rolls-Royce Merlin 60 series two-stage two-speed supercharged engine, and armed with six .50 caliber (12.7 mm) M2 Browning machine guns.
The Mustang VI (later re-designated FR.6; the Mustang V was a lightweight fighter of which only one prototype reached England) was an indigenous, British project that was based on the P-51D. It was to meet Air Ministry Specification F.4 of 1940 for a high altitude fighter, designed to fight at extremely high altitudes, in the stratosphere.
Background was that Great Britain feared, with an ever increasing air superiority over the British Isles, that German bomber raids might come in at very high altitudes in the near future, staying out of reach from conventional defense measures. Earlier reconnaissance flights of Ju 86P aircraft had already shown that this was a realistic scenario. Additionally, the domestic development progress of pressurized cockpits for high altitude fighters convinced authorities that Germany would easily be on the same technical level, so that a high altitude interceptor was indeed needed.
While Westland and Vickers responded with twin-engined designs, North American was also requested to modify the relatively new Mustang (which was designed for medium to high altitudes) for extreme altitudes, as F.4/40 specification was revised into F.7/41 in early 1941. British pressurized cabin technology was to be incorporated, but the engine could be based on US technology.
North American was quick to respond and modified a P-51D airframe. This prototype was internally coded NA-73HK and ready for inspection in mid-late 1942.
The NA-73HK’s most obvious feature was the enormous high aspect ratio wing, achieved by extended wing tips, together with a fortified internal wing structure and weight saving measures (which had already been designed for the lightweight Mustang V). This new wing necessitated enlarged tail surfaces and a slightly elongated fuselage to provide a longer moment arm.
The aircraft was powered by a Packard V-1650-20 engine that delivered 1.233 hp (920 kW) at 35,000 ft (10,668 m). It was based on the Rolls Royce Merlin 76 (RM 16SM), but instead of the standard two-speed, two-stage supercharger it was coupled with a General Electric C-23 turbo-supercharger. The system was fitted with A.D.I and a General Electric ignition system with a tubular ignition harness developed by the Scinitilla company. A water injection system was added for short-term power boosting, too. The original Bendix-Stromberg carburetor was retained, even though optimized for lower air density use and a higher air mass flow. It drove a new, four-bladed propeller with increased diameter and enlarged single blade area.
Since the slender P-51 airframe did not allow the placement of the turbo-supercharger in front of the cockpit it was re-located into a large ventral fairing which replaced the original radiator tunnel – the basic layout resembled that of the P-47 Thunderbolt. But due to lack of internal space the system had to be connected through external exhaust pipes running along the fuselage flanks. This was a draggy arrangement, but it would not matter much anymore once the aircraft was at its intended operating altitude of 40.000 ft (~12.000m) and beyond.
The cockpit retained an aft-sliding bubble canopy, even though it had to be reinforced and was quickly recognizable through its stiffener bars. The cockpit pressurization system was driven by a separate Rotol supercharger attached to the engine, providing a constant pressure of 3.5 psi (24 kPa) over the exterior pressure. This resulted in an apparent cabin altitude of 24,000 feet (7,300 m) when the aircraft was operating at its design altitude of 45,000 ft (14,000 m).
This cabin altitude was still too high for normal breathing, so the pilot had to wear an oxygen mask during flight. A rubber gasket filled with the pressurized air sealed the canopy when the system was turned on, and a valve ensured the pressure was controlled automatically. Moreover, the pilot also had to wear a high altitude suit as he might have been required to bail out at altitude.
Detail work turned into time-consuming process, though. For instance, the Mustang VI, how the type was called by the RAF, and “The White Horse” by its pilots and service drews, required a new, sophisticated electrical system. This was necessary in order to minimize the number of seals and points of entry into the cockpit for the controls and instrumentation. It worked, but it was complicated: it took an electrician experienced in the features of the Mustang VI almost four hours to undertake a pre-flight check of this system!
The armament was modified, too. The original six 0.5" machine guns were to be replaced by four long-barreled Hispano 20 mm cannon in the wings. These offered greater range and ensured more damage against the expected, big targets.
Five prototypes were used in the development process in early 1943. Despite its complexity the White Horse proved to be successful, as it easily reached 50.000 ft. (15.000 m) altitude and handled well. But production was delayed as the standard P-51D had priority and no immediate high altitude threat from Germany materialized.
Serial production eventually started in mid-1944, but at a much smaller scale than initially planned: the original production plan from late 1942 demanded no less than 500 specimen, but towards late 1943 this drastically reduced to 100, and eventually only a mere 50 of these aircraft actually reached its exclusive user, the Royal Air Force, until early 1945.
When the Mustang VI arrived at the frontline in January 1944, there was virtually no sign of high altitude aircraft to be intercepted – and there was hardly any other use for this specialized aircraft. As a consequence most of the almost new airframes were modified to carry cameras for high altitude reconnaissance missions. These machines were converted by the Forward Repair Unit (FRU) to have two camera compartments fitted: one behind the cockpit cabin, facing to port or starboard, with respective windows added behind the cockpit and above the turbocharger compartment, and another in the extension segment in front of the tail wheel, where up to two vertical cameras could be mounted (even though the location proved to be rather unsuitable, as hot air from the radiator and oil leaking from the turbocharger frequently obscured clear vision). These modified aircraft were re-designated Mustang PR.VI, which turned into FR.6 from late 1944 on.
After WWII hostilities ended, a small number of Mustang FR.6 was kept in RAF service and allocated to squadrons in Germany and in the Far East, where the aircraft were exclusively used for reconnaissance duties.
One of the type's last missions took place in 1951, when Hainan Island (People's Republic of China) was targeted at the behest of U.S. Naval Intelligence for RAF overflights. RAF Mustang FR.6 of 80 Squadron, based at Kai Tak Airport in Hong Kong, were deployed, together with Spitfire PR.19 from 81 Squadron.
General characteristics
Crew: 1
Length: 34 ft (10,37 m)
Wingspan: 48 ft 9½ in (14.90 m)
Height: 14 ft 7½ in (4.46 m) w. tail wheel on ground & vertical propeller blade
Empty weight: 4,870 kg (10,737 lb)
Loaded weight: 5,100 kg (11,244 lb)
Max. take-off weight: 6,020 kg (13,272 lb)
Fuel capacity: 1,200 l (264 imp gal)
Powerplant:
1 × Packard V-1650-20 liquid-cooled piston engine, rated at 1.233 hp (920 kW) at 35,000 ft (10,668 m)
Performance
Maximum speed: 420 km/h (261 mph; 227 kn) at sea level, 660 km/h (409 mph) at 15.000 m (49.130 ft)
Cruise speed: 362 mph (315 kn, 580 km/h)
Range: 460 km (286 mi; 248 nmi) at maximum continuous power with 595 l (131 imp gal) of fuel at sea level; 1,440 km (895 mi) with 1,200 l (264 imp gal) of fuel at 15.000 m (49.130 ft)
Service ceiling: 50.500 ft (15.420 m)
Maximum ceiling: 55,610 ft (16,950 m)
Rate of climb: 11.5 m/s (2,260 ft/min) at sea level, 3.92 m/s (13 ft/s) at 15.000 m (49.130 ft)
Armament
4× 0.787 caliber (20mm) Hispano cannons with 200 RPG in the outer wings; some aircraft only carried a pair or these or were completely unarmed to save weight
2× hardpoints for up to 2.000 lb (907 kg) of external ordnance under the wings, typically only two drop tanks were carried.
The kit and its assembly
I've always been a big fan of the Westland Welkin and its elegant high altitude livery in PRU Blue and Medium Sea Grey, but lacking a suitable kit this had always been just a plan - until you build a suitable aircraft on your own! The plan for a high altitude Mustang had also been lingering for some time, as I found good donation parts in the stash (see below).
So... why not combine these into a whif model? Specification F.4/40 was a good real world background, and maybe a single-engined aircraft in the style of the Bv 155 would have been a better answer than the twin-engined Welkin or its competitor, the Vickers 432?
The basis is the Hasegawa P-51D. It's a decent kit with good detail but only of average fit. It's an old casting, but for this conversion it was a very good basis.
Many things were changed in order to create the FR.6, though:
● Wing tips extended with parts from a HUMA Me 309 (leading and training edge sweep match perfectly!)
● Extended rear fuselage, with a 2C putty plug (about 1 cm) inserted
● Elongated fin, the upper half comes from a Special Hobby He 100D
● New stabilizers, taken OOB from an ART Model Bv 155
● New ventral fairing; it's a seriously trimmed radiator from the aforementioned ART Model Bv 155 with scratch parts
● New/larger carburetor air intake, from a Matchbox Martin Marauder
● Camera windows on the real fuselage - simply drilled holes, filled with black glass paint and Humbrol Clearfix
● New propeller; the spinner is OOB, the blades come from the ART Model Bv 155, too
● New canopy; it's a vacu piece, also leftover from the ART Model Bv 155 (it fits almost perfectly!)
● Long-barreled Hispano cannons from a late Spitfire kit from Special Hobby
Fortunately I had everything at hand, true spare-parts recycling. Building the thing was pretty straighforward, the biggest issue were the fuselage with its extension and the bulbous, dorsal fairing, and the extended fin.
The exhaust system was completely scratched from styrene profiles. I used the Bv155 and a P-47 explosion sketch as design benchmarks – but I give NO guarantee for realism! Some small details were added with white glue, which was also handy as a kind of fluid putty that would bridge some gaps in the piping.
Painting and markings
I had a clear benchmark, to my Mustang FR.6 ended up with upper sides in uniform Medium Sea Grey (Humbrol 165) and lower sides in PRU Blue (Humbrol 230). Since the Mustang has a similar layout as the Spitfire, I went for a high waterline - I think that this makes the aircraft more interesting than an all-grey upper side?
The basic tones were later highlighted through dry-brushing with lighter shades (Humbrol 145 and 167) and a thin black ink wash.
The interior incl. the landing gear was painted in Interior Green (Humbrol 78). The complex exhaust system received special attention with some graphite, as I wanted to present the pipes as painted, yet totally scorched and worn from the hot gases inside, so that they stand out in front of the all-blue background.
The markings come from a Special Hobby Spitfire F.23 which contains markings for several RAF 80 Squadron machines based in Hong Kong. I kept the aircraft rather sober, with minimal markings and just the 80 Squadron ‘Bell’ badge as individual highlight.
After some additional dry-brushing with medium grey overall, the kit was sealed with a coat of matt acrylic varnish.
A quick one and everything was kept very simple and straightforward, even though it might appear different. In the end the modified Mustang looks very nice and elegant, despite the extra plumbing and slightly distorted proportions. It actually looks like the illegitimate offspring between a P-51D and a Bv 155 in a dark night over the Channel...?