http://browse.deviantart.com/traditional/?order=9&q=airplane+runway deviantART RSS for boost:popular in:traditional airplane runway en-us Copyright 2013, deviantART.com Sun, 19 May 2013 07:20:37 PDT deviantART.com http://blogs.law.harvard.edu/tech/rss http://st.deviantart.net/minish/widgets/apple-touch-icon-precomposed.png http://urban-barbarian.deviantart.com/art/Airplane-Sketches-140121921 http://urban-barbarian.deviantart.com/art/Airplane-Sketches-140121921 Mon, 12 Oct 2009 22:39:15 PDT Airplane Sketches nonadult traditional/drawings/illustration/conceptual urban-barbarian http://a.deviantart.net/avatars/u/r/urban-barbarian.gif Copyright 2009-2013 =urban-barbarian @urbanbarbarian
I had an interesting flight... Had to switch planes because the original bird had a bit of an oil leak. Then a teenage girl sat down next to me and while we were taxiing down the runway she informed me that she was going to pass out. I caught her as her head nearly smacked the seat in front of her. I called the flight attendants and they stopped the jets and the paramedics helped her off the plane. Oxygen masks and stretcher - the whole deal.

United Airlines gave me a $100 flight voucher. Like I said, interesting flight...

These are all pretty much same size. Loose and quick. I drew the Richard Pryor inspired sketch with a fine tipped pen. It's nice to abandon the pencil altogether sometimes and really commit to each line. Especially if you're just goofing off.

Also, you'll notice I drew Banshee and there's a reason for that. Louise "Weezie" Simonson is penning a 5 issue limited series titled X-Factor Forever and I'll be drawing it! ( I like that's it's both limited AND forever! Deal with that! ) I can't wait! I've already character designed everyone in the book and I can't wait to get started on the real thing! I'm even submitting logo designs! ]]>
I had an interesting flight... Had to switch planes because the original bird had a bit of an oil leak. Then a teenage girl sat down next to me and while we were taxiing down the runway she informed me that she was going to pass out. I caught her as her head nearly smacked the seat in front of her. I called the flight attendants and they stopped the jets and the paramedics helped her off the plane. Oxygen masks and stretcher - the whole deal.

United Airlines gave me a $100 flight voucher. Like I said, interesting flight...

These are all pretty much same size. Loose and quick. I drew the Richard Pryor inspired sketch with a fine tipped pen. It's nice to abandon the pencil altogether sometimes and really commit to each line. Especially if you're just goofing off.

Also, you'll notice I drew Banshee and there's a reason for that. Louise "Weezie" Simonson is penning a 5 issue limited series titled X-Factor Forever and I'll be drawing it! ( I like that's it's both limited AND forever! Deal with that! ) I can't wait! I've already character designed everyone in the book and I can't wait to get started on the real thing! I'm even submitting logo designs!

]]> http://anomonny.deviantart.com/art/Runway-118758048 http://anomonny.deviantart.com/art/Runway-118758048 Fri, 10 Apr 2009 09:15:57 PDT Runway nonadult traditional/drawings/landscapes Anomonny http://a.deviantart.net/avatars/a/n/anomonny.gif?13 Copyright 2009-2013 ~Anomonny http://creativecommons.org/licenses/by-nc-nd/3.0/

]]> http://rhinehartd.deviantart.com/art/Li-Hua-12-127895422 http://rhinehartd.deviantart.com/art/Li-Hua-12-127895422 Wed, 01 Jul 2009 06:33:54 PDT Li Hua 12 adult traditional/drawings/portraits Rhinehartd http://a.deviantart.net/avatars/r/h/rhinehartd.jpg?1 Copyright 2009-2013 ~Rhinehartd
Li Hua saw a car pull over outside her house. It was time to go. She peeked into her mother's bedroom to say a final goodbye, but it was no use; to her, Li Hua didn't exist anymore. Hauling a bag full of what little belongings she had, Li Hua got into the car with the scientist and Graham. During the car ride, the scientist reassured Li Hua that things will be better in the States. She would be provided a home while a way to reduce her overly muscle-bound physique will be researched. Li Hua asked if she would be treated as badly in the States as she was in China by the locals there. Graham said that the people in America are more accepting of different people than in China, and that he knew someone who she could definitely make good friends with.

After an hour-long drive, they arrived at a private airport where Li Hua could see a jet waiting for them. A wave of nervousness hit her, as the reality of leaving her home and old life for good begin to really sink in. As Graham and the scientist got out of the car, Li Hua began to feel strange. It felt like she was having a sharp cramp and feeling out of breath at once. She struggled to regain her composure, then got out. The scientist asked what was wrong, and Li Hua said she was in pain all over. Immediately the two men helped Li Hua out of the car and told her to put her arms around them as they helped her walk to Graham's private jet. The weight of the 17 year old's two muscular arms pressed down on both men's shoulders.

Just as they were about to reach the jet, Li Hua heard the sounds of sirens behind them. She looked around to see two police SUVs speeding toward them. Li Hua screamed in horror as the scientist and Graham both realized that they had been found out. Graham quickly climbed into the jet and shouted for Li Hua and the scientist to get in, but as she was about to climb the stairs, a tremendous wave of pain hit Li Hua. She doubled over and screamed horribly, saying in between that she felt like her whole body was throbbing. The scientist tried his very best to usher Li Hua up the stairs, but by then the police had stopped a few meters away from them and had their guns trained on him.

A police sergeant spoke through a loudspeaker for the scientist and Li Hua to put their hands in the air and step forward slowly. The scientist obeyed, but Li Hua was in too much pain. She immediately fell to her knees. The scientist instinctively reacted by kneeling down next to Li Hua to help her, but an overzealous policeman snapped to his sudden movement and shot him in the shoulder. The scientist shouted and fell back. Graham tried to go down and help him, but the cop on the loudspeaker told him to get back in the plane and not go near the two of them, or else he'd be arrested. Li Hua, amidst her pain, saw the scientist writhing in agony on the floor. She was horrified beyond belief; her only real friend throughout this entire ordeal had been shot in front of her. She screamed and cried, and at that point something began to happen.

Li Hua felt another wave of pain hit her, this one the most painful and prolonged of them all. She grabbed her head with both hands as she rose to her feet and convulsed in agony. The police could only watch her in confusion. Suddenly, Li Hua began to hear the sound of her own flesh and skin expanding at an impossibly rapid rate. Her entire body was gaining more and more muscle mass at a freakishly fast rate. Li Hua looked down in horror as her already massive pectoral muscles thickened and bulged more and more outward, rapidly disintegrating her blouse. Her arms were rapidly growing to the size of watermelons, and didn't stop. Her entire frame became more and more massive as whatever trace of her feminine form was destroyed by her rapidly expanding muscles. The police, Graham and even the scientist watched in pure disbelief as the 17 year old girl before them rapidly turned into a muscle-bound hulk, gaining so much mass that it wasn't possible for any human.

She stared down at her transformed body and gasped with horror. The police simply looked back in fright and confusion, unable to stomach what they had just witnessed. The sergeant, with nervousness in his voice, demanded that Li Hua surrender, but the tone of his voice suggested he really didn't know what to do. The other policemen lowered their aim, unable to fully concentrate because of what they had just seen. To these men, the girl they were sent to arrest was not even a girl; not even human. To them, it was like being sent to exterminate a poisonous fungus, only to have the fungus transform into a dog. Li Hua, now seven feet in height and fully naked was in a complete daze. Graham, noticing the police were in a state of confusion, yelled at Li Hua to grab the scientist and get on the plane. Li Hua snapped to her senses, and sweeping her injured friend off the ground, made her way up the stairs into the plane. On the tarmac, the dumbfounded police could only watch as the muscle monster barely managed to squeeze through the plane's cabin door. One of the officers asked his sergeant what they were supposed to do now, to which his superior could only shake his head.

Back on the plane, Graham ordered his pilot to take off immediately. The plane slowly began to move, while Li Hua, unable to fit on any of the seats, sat down on the floor. She looked out the window, at the police who were simply staring back. They disappeared from visibility as the plane taxied down the runway. As the plane began to take off, she felt a hand on her shoulder. The scientist, strapped into the seat next to her, one hand pressing down on his gunshot wound, and the other patting her massive shoulder, whispered that things were going to be alright. The plane then became airborne, as Li Hua, spending her first time on an airplane, simply disconnected herself from the drama she endured since day one up till now. She looked out the window once more, seeing her homeland shrink as the plane got further away, and began thinking of the uncertain future that lay before her. ]]>
Li Hua saw a car pull over outside her house. It was time to go. She peeked into her mother's bedroom to say a final goodbye, but it was no use; to her, Li Hua didn't exist anymore. Hauling a bag full of what little belongings she had, Li Hua got into the car with the scientist and Graham. During the car ride, the scientist reassured Li Hua that things will be better in the States. She would be provided a home while a way to reduce her overly muscle-bound physique will be researched. Li Hua asked if she would be treated as badly in the States as she was in China by the locals there. Graham said that the people in America are more accepting of different people than in China, and that he knew someone who she could definitely make good friends with.

After an hour-long drive, they arrived at a private airport where Li Hua could see a jet waiting for them. A wave of nervousness hit her, as the reality of leaving her home and old life for good begin to really sink in. As Graham and the scientist got out of the car, Li Hua began to feel strange. It felt like she was having a sharp cramp and feeling out of breath at once. She struggled to regain her composure, then got out. The scientist asked what was wrong, and Li Hua said she was in pain all over. Immediately the two men helped Li Hua out of the car and told her to put her arms around them as they helped her walk to Graham's private jet. The weight of the 17 year old's two muscular arms pressed down on both men's shoulders.

Just as they were about to reach the jet, Li Hua heard the sounds of sirens behind them. She looked around to see two police SUVs speeding toward them. Li Hua screamed in horror as the scientist and Graham both realized that they had been found out. Graham quickly climbed into the jet and shouted for Li Hua and the scientist to get in, but as she was about to climb the stairs, a tremendous wave of pain hit Li Hua. She doubled over and screamed horribly, saying in between that she felt like her whole body was throbbing. The scientist tried his very best to usher Li Hua up the stairs, but by then the police had stopped a few meters away from them and had their guns trained on him.

A police sergeant spoke through a loudspeaker for the scientist and Li Hua to put their hands in the air and step forward slowly. The scientist obeyed, but Li Hua was in too much pain. She immediately fell to her knees. The scientist instinctively reacted by kneeling down next to Li Hua to help her, but an overzealous policeman snapped to his sudden movement and shot him in the shoulder. The scientist shouted and fell back. Graham tried to go down and help him, but the cop on the loudspeaker told him to get back in the plane and not go near the two of them, or else he'd be arrested. Li Hua, amidst her pain, saw the scientist writhing in agony on the floor. She was horrified beyond belief; her only real friend throughout this entire ordeal had been shot in front of her. She screamed and cried, and at that point something began to happen.

Li Hua felt another wave of pain hit her, this one the most painful and prolonged of them all. She grabbed her head with both hands as she rose to her feet and convulsed in agony. The police could only watch her in confusion. Suddenly, Li Hua began to hear the sound of her own flesh and skin expanding at an impossibly rapid rate. Her entire body was gaining more and more muscle mass at a freakishly fast rate. Li Hua looked down in horror as her already massive pectoral muscles thickened and bulged more and more outward, rapidly disintegrating her blouse. Her arms were rapidly growing to the size of watermelons, and didn't stop. Her entire frame became more and more massive as whatever trace of her feminine form was destroyed by her rapidly expanding muscles. The police, Graham and even the scientist watched in pure disbelief as the 17 year old girl before them rapidly turned into a muscle-bound hulk, gaining so much mass that it wasn't possible for any human.

She stared down at her transformed body and gasped with horror. The police simply looked back in fright and confusion, unable to stomach what they had just witnessed. The sergeant, with nervousness in his voice, demanded that Li Hua surrender, but the tone of his voice suggested he really didn't know what to do. The other policemen lowered their aim, unable to fully concentrate because of what they had just seen. To these men, the girl they were sent to arrest was not even a girl; not even human. To them, it was like being sent to exterminate a poisonous fungus, only to have the fungus transform into a dog. Li Hua, now seven feet in height and fully naked was in a complete daze. Graham, noticing the police were in a state of confusion, yelled at Li Hua to grab the scientist and get on the plane. Li Hua snapped to her senses, and sweeping her injured friend off the ground, made her way up the stairs into the plane. On the tarmac, the dumbfounded police could only watch as the muscle monster barely managed to squeeze through the plane's cabin door. One of the officers asked his sergeant what they were supposed to do now, to which his superior could only shake his head.

Back on the plane, Graham ordered his pilot to take off immediately. The plane slowly began to move, while Li Hua, unable to fit on any of the seats, sat down on the floor. She looked out the window, at the police who were simply staring back. They disappeared from visibility as the plane taxied down the runway. As the plane began to take off, she felt a hand on her shoulder. The scientist, strapped into the seat next to her, one hand pressing down on his gunshot wound, and the other patting her massive shoulder, whispered that things were going to be alright. The plane then became airborne, as Li Hua, spending her first time on an airplane, simply disconnected herself from the drama she endured since day one up till now. She looked out the window once more, seeing her homeland shrink as the plane got further away, and began thinking of the uncertain future that lay before her.

]]> http://drewhammond.deviantart.com/art/Gloved-Catfight-96712014 http://drewhammond.deviantart.com/art/Gloved-Catfight-96712014 Mon, 01 Sep 2008 10:38:21 PDT Gloved Catfight adult traditional/drawings/illustration/conceptual drewhammond http://a.deviantart.net/avatars/d/r/drewhammond.jpg Copyright 2008-2013 *drewhammond
Chapter One
Part F
Veni, Vedi, Veci
(I Came, I Saw, I Conquered)

‘There, if ever was a situation to try the strongest soul. But the answer came like a flash.
Ich kann nicht anders – I can’t do otherwise. It was one of the great utterances of history.’

Thomas Wolfe – ‘Look Homeward Angel’

What Jackson was imagining and planning was only fantasy. In its own bizarre way a romantic fantasy, it certainly was an intimate fantasy; but fantasy nevertheless.
However what was occurring on the floor was reality; hurtful reality. Neither catfighter took their time to feel each other out, instead they tore into each other’s boob with the ferocity of cats in heat. Between these two there wouldn’t be a polite submission, then switch tits for round two. There was only one round, a most brutal round, a quite final round; and each cat was determined by force of arms, in this case directing the fingers, that it be hers. These were educated women and knew well the physiology of breasts, which they humorously referred to as: ‘Boobs’.
The reality was these were full-breasted women and as such had at least 20 mammary glands in each boob. During the heat of battle fluids had been flowing into their breasts and they had become noticeably larger – More like udders. Some of this fluid had flowed into the milk glands and they had swollen to small ovals. Though small, each sac was large enough to be felt by a fingertip. And both fighters knew about those sacs. Because of this there was no mauling of breasts by their being twisted and pulled, or nipples being pinched. Their mauling was to be more subtle, and as such doubly vicious, as well as destructive, again by twice – Although all this malevolent fury would be concentrated upon only one of the other woman’s two breasts. For each woman did not want to hurt the other, instead her intent was to destroy her female rival’s breast. That was the intent, and the extent was total destruction – To give new meaning to mangled.
This was total war, and it’s harsh reality was each woman was probing with her fingertips for those fluid filled ovals, and as each one was found out the fingers pinched and squeezed at the gland until it ruptured. Each woman knew when another of her rival’s mammary ovals collapsed because she could feel the pop of fluid spurting out of the oval gland now made flat. The released liquid either flowed into the bulk of the breast or shot forward down the tubular duct leading to the nipple. That is when the nipple started oozing a clear fluid, which soon turned to a pale red liquid. This catfight had become a messy business, in more ways than one.
Jackson’s romantic fantasy about intimate squeezeoffs faded fast as she watched in horror as the red fluid started oozing from each woman’s nipple. Although she couldn’t hear the pop as each milk sac was ruptured, she could see the violated boob shudder in a spasm of pain. Closely followed by the entire torso writhing in pained reaction to the tit’s mounting distress. What she could hear were the gasps from Bergman, and the grunts from Brown, as each woman let it be known to the visibly shocked assemblage that she had felt another one of her milk ducts being smashed flat. And before long Jackson knew what the outcome would be, because she had heard more than twice the number of those convulsive gasps as grunts.
Because their chins were on the other’s shoulder, the mouth of one woman was next to the ear of the other. As each gasp or grunt was sounded, its discharge was almost an explosion of noise to the ear. To one, a most sweet noise. To Brown, those gasps were the sweetest of sounds. Shortly a cruel smile slashed across the face of the Negress, because her desperate hope had been realized – The larger bulk of her breast was hiding most of her delicate milk sacs from Bergman’s probing fingertips; while she was having no trouble finding the Nordic’s swollen glands and crushing them – Relentlessly, one by one.
After no more than two minutes of this Bergman screeched out her agony and tried to break loose from the hand that had utterly destroyed her right udder. However, Brown wasn’t having any of that, for she hung on and kept squeezing at the mangled right breast. Out of painful desperation the Blonde used both hands to grab the back of the Brunette’s hair, and yanked the head backward so hard that Brown lost her balance and fell backward, landing hard on her back with Bergman atop her.
The Brunette immediately encircled both of her arms around the Blonde’s back and used those precious seconds of mutual immobility to kick off the lingerie imprisoning her ankles. Now with her legs free, Brown lashed out with both of her upper thighs and enveloped one of Bergman’s upper thighs. She had learned that while she was stronger and heavier, Bergman was quicker; and was now determined to keep the Blonde close by and use her superior strength and weight to grind her opponent down. It had already worked superbly on one of her white breasts.
In desperate retaliation, the Nordic used her one free leg to enfold her upper thigh around one of the upper thighs of the Negress. Within seconds each woman had pinned the upper thigh of her opponent between her two upper thighs. Neither woman was going anywhere with that leg clamped mutually around the other. Nor were they of a mind to. Both were exhausted, and this mutual leg lock offered a brief respite.
The Brunette decided to put such a respite to good use as she immediately used her heavier weight to roll the Blonde onto her back. With the advantage of the on-top position she commenced with her chest attack. Brown had already destroyed one tit and now grabbed the other one to finish the job. The extent of her intent was to so damage Bergman’s chest that she would never want a man to touch them again. Starting with Ralph. Especially Ralph as far as the sister was concerned. To that end she started digging into the left breast with the fingers of one hand, while pinning to the floor one of Bergman’s wrists with the other hand.
However, with her free hand, the Nordic was able to peel away, one by one, the probing fingers which had hold of her left boob. Every time the hand grabbed at the breast, they were peeled back. This is where Brown found out that Bergman had the stronger fingers, or the more desperate ones. Either way the Negress was unable to maintain her grip on the left breast. Finally to gain some time for her to reduce her panting, she grabbed the free wrist and pinned it to the floor. Now she had both arms pinned, for how long she hadn’t a clue.
Positioned as they were, chest-to-chest, belly-to-belly, as well as face-to-face, the two women had become a close couple. In actual fact a hateful couple.
The loathing was mutual, and the best solution to enable such passions to cool down was to evoke both distance and time – Of which neither was available. In fact the exact opposite was the reality, and from this reality was fueled an explosive mixture. Ironically, for a short interlude, passions of a different sort came to the fore.
It all came about because of the proximity of superheated bodies and their juxtapositioned legs. Or thighs to be more exact.
It hadn’t been planned that way, but positioned as they were each woman had a firm grip of their two legs upon one of the upper thighs of the other. As they struggled for physical dominance there was much movement of legs. And of these upper thighs. Especially the upper thighs. As a result there was no preventing the rubbing of naked skin against the naked pubic bush of the enclosing legs.
After about a half minute of this Brown silently declared, “Oh my; this bitch’s leg is getting me excited.” She looked into the Blonde’s blue eyes and saw that they were glazing over in some sort of sexual ecstasy. “Well, I’ll be dammed, all this rubbing is getting to her too.” A cruel smile slashed across her face as she thought, “Let’s see where this will take us.”
For Brown, up the steps to the front door of Nirvana, and go no further. As for Bergman, she too would face the door, and after a slight hesitation, open the door wide and pass on through to the other side.
The devious mind of the Afro-American set in motion the answer to the question of where both women were going by concentrating on rubbing the front of her upper thigh gently, but relentlessly against the V of silken hairs that forested the Nordic-American’s golden pussy. Shortly the Blonde knew exactly what the Brunette was up to and responded in kind, which was not unkind, by rubbing her upper leg against the grove of course hairs that formed Brown’s furry V, it too pointing the way to another engorged clit.
Both in her physiology and psychology, Brown opened up her legs and mind to the caressing leg. But she didn’t open her legs too wide as to lose the grip they had around that exciting limb. As she gave way to her emotions and descended into her sexual physicality, the Mulatto found she was ascending spiritually at about the same rate. At first it was all very confusing to her, something like climbing up the down staircase, while at the same time going down the up staircase. Somewhere in between her sexual and spiritual needs met, going in opposite directions, briefly waved at each other than continued on their merry way – In their respective descent and ascent, only the degree and rate was their only measurement. It was in this somewhere in between that the Negress was floating, more than that, she was dancing in her mind – And it was a slow waltz.
The only question that mattered to her was if she were waltzing in time or with time. Of this she wasn’t sure, nor soon did she care anymore; for she was not about to let such thoughts break on through and shatter her languid mood. In her heavy breathing and surging emotions, Brown could be likened to the Oregon shoreline, inhaling and exhaling the Pacific tides in their daily flow of seawater to first cover, than in turn expose the broad sandy beaches.
However, she soon was caught up in the rip tide of raw sex, and found herself being borne toward deep waters. Heading toward a depth she had no wish to enter, be it physiologically or psychologically.
With great reluctance the Negress had to break the spell. And surface.
Not so the Nordic. She decided to submerge herself in the physical pleasure of sensation. She knew better, but she was seduced by the thought of it, every bit as by the feel of it. And this ‘it’ seduced her every bit as thoroughly as any man.
There are those who are in love with love, but who cannot bring themselves to love another. The concept of love is intoxicating enough. Bergman, of course, wasn’t like that, for she was madly in love with ‘Her jock’; and would fight savagely to keep him – As was readily apparent for all could see.
It was the ganging up of the physiological as well as the psychological sensations that quite overwhelmed her.
But there was also something else.
For she heard the sound of music.
With most who love classical music it is the increasingly louder, but also maddening relentless staccato beat of Ravel’s Bolero which represents the quintessential climax; musically as well as sexually. However, for the Scandinavian it was another Ravel piece that led the way to her sexual Nirvana. One of Bergman’s favorite recordings was Ravel’s ‘Ma Mere I’Oye’ by the Montreal Symphony, conducted by Charles Dutoit. Also known as the ‘Mother Goose Suite’, the last movement was called a ‘Fairy Garden Of Delight’. For some strange reason it was this final piece of music, which played itself out inside her mind’s ear. A musical vision that started out in the magical stillness of a fairy garden and 9 minutes later delightfully climaxed in sonorous rapture. As did she.
As she approached her orgasm Bergman had to make a fundamental decision. She knew that the Negress had outlasted her and wouldn’t cum first. The first choice was in action. She could break the spell by unwrapping her legs from the caressing thigh and pull them away. The only other choice was inaction; to leave her legs as they were and accept the consequences of climbing to the pinnacle of her carnal summit. Followed by jumping off her sexual cliff. An instant later she chose the latter.
“I can’t do otherwise,” she thought. That decided, she returned to the music playing inside her head. In this test of their sexual will, Bergman knew she had lost to Brown. A minute later, without a word being spoken, she admitted her defeat by the physical act of untwining her coiled white legs from around the black thigh. The legs now free, she drew up her knees and placed each foot square against the floor. As her climax approached her body seemed to levitate, as it slowly arched upward, carrying 170 pounds of astonished Negress skyward. However, that didn’t stop Brown from continuing to rub her thigh against Bergman’s pussy. She was along for the ride and wasn’t about to get off – Getting off was reserved for her Blonde nemesis.
Shortly Bergman started to tremble in anticipation of the approaching orgasm. By now she was hyperventilating, which stopped when the orgasm hit. She didn’t make a sound except for the hissing of expelled air through clinched teeth as her full lungs emptied to the point of collapse. The entire length of her torso was now suspended in midair, held up by the legs at one end, and resting on the back of her shoulders at the other.
Seen from the side, the outline of her legs straight up at one end, her inclined body at the top slanting downward to her floored shoulders, with the floor forming the base – She looked like a human triangle. From this position she must have vibrated for almost ten seconds; then with the passing of the climax her body slowly sank back down toward the waiting floor. It was as if she were a triangular balloon, the sound of hissing was deflating her as surely as if her hide had been rendered with a slow puncture.
Now hard-pressed against the floor Bergman came to realize that it’s hard to dance with the devil on your back. Or in this case a devil of a woman on her stomach.
Lost to the Blonde was the irony of the following piece of prophetic music on the Ravel/Dutoit recording: ‘avane For A Dead Princess’.

Veni
Bergman sighed, “I came.”
Vedi
“I know,” whispered Brown. Then added, “I saw.”
The Brunette felt her rival wilt underneath her. Not only was she underneath her, by dissipating all of her energy into her climax, the Caucasian was now beneath the Negress in her remaining strength. In sharp contrast Brown had nurtured her rising sexual energy, and just as it reached its peak had capped it, bottled it, stored it. She had cultivated this renewed life force and directed it to flow inward; having the presence of mind to not squander its surging intensity by releasing it to flow outward into an orgasm.
Brown was full of fight and ready to press on. She knew that this had been the crucial turning point of the conflict and that she had won. For her passion to win was peaked, while Bergman’s passion had been transformed into her climax. Now to be a steady draining away of what little energy she had left. The Blonde had shot her bolt, and now was spent.
This fact was so declared: Succulently. Harshly. Fatefully. Defiantly. Absolutely. Terminally.

Veci
Brown hissed into the Nordic’s ear, “I conquered.”
“I know,” replied Bergman softly.
“And I have you now,” purred the African Black Panther.
And she did.
However, for a moment the Negress wanted to savor the moment. There would be time enough to put her spent antagonist away via ignominious defeat. To humiliate her to such a degree that no man would ever want to be seen in her presence again. Especially Ralph.
For several seconds there was an eerie calm which seemed to have first descended from atop the lofty rafters of the bar, a sort of warm fog settled downward upon all who stood in that fight circle. Everyone was enveloped in a hushed blanket of quietude, the only sound was the heavy breathing emanating from the two combatants. They were standing in an almost perfect circle, a ring of silent humanity which delineated the physical territory of those two subdued felines, now in exhausted repose. All knew this to be a false calm, but it permitted reflection.
One by one, throughout the bar, each patron had gravitated toward the conflict. What had started out as a cluster of watchers at the end included virtually everyone. By now the viciousness of this catfight had transformed bystanders into a transfixed audience.
The male members of this audience were astonished at both the ferocity and passion of this battle. No man had moved forward to intervene, nor any woman. Transfixed as they were, the men could not, and the women would not. Between their various couldn’t and wouldn’t was an accepted cabal.
Concerning the women, this because of the chemical reaction which takes place with most females who are placed next to a better looking specimen. They turn green.
With envy.
Although the color they turn is internal, by body language or catty remark, they show that they feel uncomfortable, at times even inadequate; especially when men are present. In viewing those of the same age and sex, in the main – Women compare while men evaluate. The only comfort any of the women could take about the two cats on the floor was that in the American dictates of beauty they were not slim. Since they both were medium boned and had full figures, they tended toward voluptuous. And even when fully clothed tended toward securing men’s glances of appreciation. Needless to say, the color in the eyes of just about every woman in that bar had changed to green. As such this envious green made them lust to see the lovely faces of Bergman and Brown ripped open by clawing fingernails; to view firm full breasts hammered into bruised bloated blobs of shapeless flesh; and see shapely rounded derrières scarred deep by nailed fingertips turned into talons. Catty women gloating as they purred their silent pleasure in watching two lovely women reduced to naked physical wreckage.
In contrast the men evaluated the way these two women went at each other with awe. Their excited faces punctuated by numerous flinches of alternating wonderment and dismay. Full well knew each that only if they were drunk would any of them permit the battering to face and body that each of these women had already inflected upon the other. When sober a man will normally quit a barroom fight when he experiences moderate pain, or be open to possible injury to body or disfigurement to his face.
Women have a higher threshold of pain and their rage will enable them to fight through it. An all out catfight will continue until it’s broken up, or one of the snarling cats is broken down. At times it is more than anger which propels two women to go at each other with all they have by their claws, fists, knees, and teeth – Not seeming to care how they will end up; or down. That is passion, pure and simple. A hateful lust driven to unsex the other female rival by a series of relentless and varied attacks devoted to vicious hair-pulling, face-clawing, tit-biting, breast-punching, crotch-clawing, face-sitting, and groin-kneeing.
Be they male or female, at first thought no one who think themselves civilized would permit such an occurrence to continue for very long before making a move to stop it.
Except they be witness to a passion rare in all its mindless lust and fury. A passion of such perverse focused power that it can be regarded as having its own strange beauty.
Watching sharks gliding through the ocean waters comes to mind.

Chapter Two
Passion
Part A
The Various Roads To: ‘The Passion’

‘She was a virgin, crisp like celery.
All the young beauty in the world dwelt for him in that face that had kept wonder, that had kept innocency, that had lived in such immortal blindness to the terror and foulness of the world. He came to her, like a creature who had traveled its life through dark space, for a moment of peace and conviction on some lonely planet, where now he stood, in the vast enchanted plain of moonlight, with moonlight falling on the moonflower of her face. For if a man should dream of heaven and, waking, find within his hand a flower as token that he had really been there – What then, what then?
She was buried in his flesh. She throbbed in the beat of his pulses.
She was wine in his blood, a music in his heart.’

Thomas Wolfe – ‘Look Homeward Angel’

Passion can raise its noble head at the most inopportune times. Make no mistake about it, passion is not the same as sex. Any more than fucking can be equated with romance. For sex is not even in the same league as passion. While sex can open the door to passion, it is only one entrance. There are a number of various ways to gain access to passion, and the concept does not have to be restricted to the passion of the flesh.
There is the passion for things mechanical which traverse the land, the sea, and the sky. Objects created by the mind and hand of man representing extreme machines: Driven forward by brute power; running before the wind; and slipping through the air. The genius of three different men created objects that were in turn big, resplendent, and deadly. In their own way – Beautiful beasts all.

The land: Sometimes it is the biggest of something that evokes wonder, opening the door to passion. That something, those something’s, were called: ‘Big Boy’. Between 1941 and 1944 there were only 25 of them built by the American Locomotive Company (ALCO) for the Union Pacific Railroad, and were designed specifically to haul very long trainloads of coal, iron ore, as well as other commodities of great weight and bulk over the vast distances of the American West.
For running down the spine of the West, in fact they formed its raised backbone, were the mighty Rocky Mountains; and the Big Boys were built to traverse these lofty barriers of soaring granite with ease, pulling 100 fully loaded cars behind them. To do this were built the world’s longest and heaviest locomotives of 7,000 horsepower and weighed 772,000 pounds. Her wheel arrangement was known as a 4-8-8-4 which meant that she had 4 wheels supporting her front end, another 4 wheels holding up her rear end, and two sets of 8 wheel drivers propelling this engine flat out to a maximum speed of 80 miles per hour.
An entire generation of boys would stand next to the Union Pacific tracks and watch with lust in their young hearts as these mighty engines raced across the vast plains of the West, and silently promise themselves, ‘Someday I’m going to be an engineer and drive one of those beautiful beasts.’

The sea: Sometimes it is the most beautiful of something that evokes wonder, opening the door to passion. In Greenwich, England resides the ‘Cutty Sark’, the last remaining example of the China Tea Clippers, and thought by many the most beautiful ship, of a resplendent fleet of ships, that ever traversed the mighty oceans. Though she be British, the heritage of her design dates back to an American genius by the name of Donald McKay, designer of those initial greyhounds of the sea – The extreme clippers.
Almost 150 years ago McKay built sailing ships of such height, beauty, and grandeur, that they became America’s cathedrals of the oceans. Their masts were so tall that these ocean cathedrals were called cloud rakers. They were given names for the white of their sails, their speed, and the pride of the American nation who conceived them. The ‘Flying Cloud’ was our Notre Dame, the ‘Sovereign Of The Seas’ our Rheims Cathedral, and the ‘Great Republic’ our Westminster Abbey.
With all sails deployed and driven forward only by the wind, they seemed to skim across the vast waters. In a stiff wind the billowing white canvas of each sail would bulge out like a puffy cloud. Under full sail it seemed as if the Almighty himself had gone to sea – To become a saltwater sailor and lashed sparkling white clouds to those lofty masts in order to harness the breath of angels.
That eminent naval historian Samuel Eliot Morison wrote the following:

‘Never in these United States has the brain of man conceived, or the hand of man fashioned so perfect a thing as the clipper ship.’

An entire generation of boys would stand on hilltops facing one of America’s two oceans, and watch with lust in their young hearts as these sleek clippers raced across the vast Atlantic and Pacific; and silently promise themselves, ‘Someday I’m going to be a captain and command one of those beautiful beasts.’

The sky: Sometimes it is the deadliest of something that evokes wonder, opening the door to passion. Having a sinister beauty all her own is the World War Two fighter known as the P-51D Mustang.
The Winston Churchill of the skies. This because she represented the marriage of a North American Airframe with a 1,450 horsepower English Rolls-Royce ‘Merlin’ engine. There had been precedent set when Lord Randolph Churchill married Jennie Jerome of New York. Their union resulted in Young Winston, who in his later years, with typical British bulldog tenacity, lead his nation onward to final victory.
In this union of American airframe and English engine was created an airplane of such deadly power, speed, altitude, maneuverability, and especially her long range, that fleets of them swept the Nazi Messershmitts and Focke-Wulfs from the European skies. In the doing, slamming open the aerial doors for the B-17 Flying Fortress, and the aptly named B-24 Liberator, to bomb the way forward so that the Normandy invasion on the coast of France could succeed – The D-Day landings leading to the liberation of Western Europe, and the destruction of the greatest evil to arise during the 20th Century: Fascism.
This is what Ernest Hemingway thought about Mustangs:

'You love a lot of things if you live around them, but there isn't any woman and there isn't any horse, nor any before nor any after, that is as lovely as a great airplane, and men who love them are faithful to them even though they leave them for others. A man has only one virginity to lose in fighters, and if it is a lovely plane he loses it to, there his heart will ever be. And a P 51 can do something to a man's heart. Mustang is a tough, good name for a bad, tough, husky, angry plane that could have been friends with Harry Greb if Greb had an engine instead of a heart.'

Half a generation of boys would stand next to airport runways and watch with lust in their young hearts as these mighty Mustangs would race down runways, to streak into the vast sky and disappear into the clouds. Silently these boys would promise themselves, ‘Someday I’m going to be a pilot and fly one of those beautiful beasts.’

Then there is a passion of a different sort. As such, because of its uniqueness in history, is known biblically as: ‘The Passion’ – The crucifixion of Christ.
A moment in time that changed forever, all history; for all nations, though they know it not. Yet.
So be it all peoples, from the mighty to the lowly, that sometime during the life of each individual they will undergo their own personal carrying of the cross – Be it a great burden or small. By whatever faith it be called, just about every thing called human passes through a time of trial and error, their own ‘The Passion’.
The ‘Lord of the Dance’ sang it’s hard to dance with the devil on your back. I am the Lord of the Dance said he, and dance wherever you may be; but beware of dancing in the valley of sin and delight.
Then there is that dance of the female mind which has a name. ‘Sturm Und Drang’ was personally felt by Brown and Bergman, and the object of all this tumult was a man, which is nothing new, nor was the way the women were settling the question; although by any standard the means were rather extreme.
Each passionately wanted to keep her man, be they kept as brother or lover. For this each was willing to go to war, and war is what they got.
And deserved.
In the passion of war did the Blonde come to grips with the Brunette, as well as her own inner demons. Throughout the struggle she was in a forced march to confront her excesses of pride, lust, rage, and arrogance. She had wrestled Brown every bit as hard as she wrestled with herself. The outcome was that in her personal passion she did experience a deeper passion. However, there was one more plateau which lurked in the immediate future to await her.
For Erica Bergman had just cum to know the lesser passion, and was about to experience the greater. ]]>
Chapter One
Part F
Veni, Vedi, Veci
(I Came, I Saw, I Conquered)

‘There, if ever was a situation to try the strongest soul. But the answer came like a flash.
Ich kann nicht anders – I can’t do otherwise. It was one of the great utterances of history.’

Thomas Wolfe – ‘Look Homeward Angel’

What Jackson was imagining and planning was only fantasy. In its own bizarre way a romantic fantasy, it certainly was an intimate fantasy; but fantasy nevertheless.
However what was occurring on the floor was reality; hurtful reality. Neither catfighter took their time to feel each other out, instead they tore into each other’s boob with the ferocity of cats in heat. Between these two there wouldn’t be a polite submission, then switch tits for round two. There was only one round, a most brutal round, a quite final round; and each cat was determined by force of arms, in this case directing the fingers, that it be hers. These were educated women and knew well the physiology of breasts, which they humorously referred to as: ‘Boobs’.
The reality was these were full-breasted women and as such had at least 20 mammary glands in each boob. During the heat of battle fluids had been flowing into their breasts and they had become noticeably larger – More like udders. Some of this fluid had flowed into the milk glands and they had swollen to small ovals. Though small, each sac was large enough to be felt by a fingertip. And both fighters knew about those sacs. Because of this there was no mauling of breasts by their being twisted and pulled, or nipples being pinched. Their mauling was to be more subtle, and as such doubly vicious, as well as destructive, again by twice – Although all this malevolent fury would be concentrated upon only one of the other woman’s two breasts. For each woman did not want to hurt the other, instead her intent was to destroy her female rival’s breast. That was the intent, and the extent was total destruction – To give new meaning to mangled.
This was total war, and it’s harsh reality was each woman was probing with her fingertips for those fluid filled ovals, and as each one was found out the fingers pinched and squeezed at the gland until it ruptured. Each woman knew when another of her rival’s mammary ovals collapsed because she could feel the pop of fluid spurting out of the oval gland now made flat. The released liquid either flowed into the bulk of the breast or shot forward down the tubular duct leading to the nipple. That is when the nipple started oozing a clear fluid, which soon turned to a pale red liquid. This catfight had become a messy business, in more ways than one.
Jackson’s romantic fantasy about intimate squeezeoffs faded fast as she watched in horror as the red fluid started oozing from each woman’s nipple. Although she couldn’t hear the pop as each milk sac was ruptured, she could see the violated boob shudder in a spasm of pain. Closely followed by the entire torso writhing in pained reaction to the tit’s mounting distress. What she could hear were the gasps from Bergman, and the grunts from Brown, as each woman let it be known to the visibly shocked assemblage that she had felt another one of her milk ducts being smashed flat. And before long Jackson knew what the outcome would be, because she had heard more than twice the number of those convulsive gasps as grunts.
Because their chins were on the other’s shoulder, the mouth of one woman was next to the ear of the other. As each gasp or grunt was sounded, its discharge was almost an explosion of noise to the ear. To one, a most sweet noise. To Brown, those gasps were the sweetest of sounds. Shortly a cruel smile slashed across the face of the Negress, because her desperate hope had been realized – The larger bulk of her breast was hiding most of her delicate milk sacs from Bergman’s probing fingertips; while she was having no trouble finding the Nordic’s swollen glands and crushing them – Relentlessly, one by one.
After no more than two minutes of this Bergman screeched out her agony and tried to break loose from the hand that had utterly destroyed her right udder. However, Brown wasn’t having any of that, for she hung on and kept squeezing at the mangled right breast. Out of painful desperation the Blonde used both hands to grab the back of the Brunette’s hair, and yanked the head backward so hard that Brown lost her balance and fell backward, landing hard on her back with Bergman atop her.
The Brunette immediately encircled both of her arms around the Blonde’s back and used those precious seconds of mutual immobility to kick off the lingerie imprisoning her ankles. Now with her legs free, Brown lashed out with both of her upper thighs and enveloped one of Bergman’s upper thighs. She had learned that while she was stronger and heavier, Bergman was quicker; and was now determined to keep the Blonde close by and use her superior strength and weight to grind her opponent down. It had already worked superbly on one of her white breasts.
In desperate retaliation, the Nordic used her one free leg to enfold her upper thigh around one of the upper thighs of the Negress. Within seconds each woman had pinned the upper thigh of her opponent between her two upper thighs. Neither woman was going anywhere with that leg clamped mutually around the other. Nor were they of a mind to. Both were exhausted, and this mutual leg lock offered a brief respite.
The Brunette decided to put such a respite to good use as she immediately used her heavier weight to roll the Blonde onto her back. With the advantage of the on-top position she commenced with her chest attack. Brown had already destroyed one tit and now grabbed the other one to finish the job. The extent of her intent was to so damage Bergman’s chest that she would never want a man to touch them again. Starting with Ralph. Especially Ralph as far as the sister was concerned. To that end she started digging into the left breast with the fingers of one hand, while pinning to the floor one of Bergman’s wrists with the other hand.
However, with her free hand, the Nordic was able to peel away, one by one, the probing fingers which had hold of her left boob. Every time the hand grabbed at the breast, they were peeled back. This is where Brown found out that Bergman had the stronger fingers, or the more desperate ones. Either way the Negress was unable to maintain her grip on the left breast. Finally to gain some time for her to reduce her panting, she grabbed the free wrist and pinned it to the floor. Now she had both arms pinned, for how long she hadn’t a clue.
Positioned as they were, chest-to-chest, belly-to-belly, as well as face-to-face, the two women had become a close couple. In actual fact a hateful couple.
The loathing was mutual, and the best solution to enable such passions to cool down was to evoke both distance and time – Of which neither was available. In fact the exact opposite was the reality, and from this reality was fueled an explosive mixture. Ironically, for a short interlude, passions of a different sort came to the fore.
It all came about because of the proximity of superheated bodies and their juxtapositioned legs. Or thighs to be more exact.
It hadn’t been planned that way, but positioned as they were each woman had a firm grip of their two legs upon one of the upper thighs of the other. As they struggled for physical dominance there was much movement of legs. And of these upper thighs. Especially the upper thighs. As a result there was no preventing the rubbing of naked skin against the naked pubic bush of the enclosing legs.
After about a half minute of this Brown silently declared, “Oh my; this bitch’s leg is getting me excited.” She looked into the Blonde’s blue eyes and saw that they were glazing over in some sort of sexual ecstasy. “Well, I’ll be dammed, all this rubbing is getting to her too.” A cruel smile slashed across her face as she thought, “Let’s see where this will take us.”
For Brown, up the steps to the front door of Nirvana, and go no further. As for Bergman, she too would face the door, and after a slight hesitation, open the door wide and pass on through to the other side.
The devious mind of the Afro-American set in motion the answer to the question of where both women were going by concentrating on rubbing the front of her upper thigh gently, but relentlessly against the V of silken hairs that forested the Nordic-American’s golden pussy. Shortly the Blonde knew exactly what the Brunette was up to and responded in kind, which was not unkind, by rubbing her upper leg against the grove of course hairs that formed Brown’s furry V, it too pointing the way to another engorged clit.
Both in her physiology and psychology, Brown opened up her legs and mind to the caressing leg. But she didn’t open her legs too wide as to lose the grip they had around that exciting limb. As she gave way to her emotions and descended into her sexual physicality, the Mulatto found she was ascending spiritually at about the same rate. At first it was all very confusing to her, something like climbing up the down staircase, while at the same time going down the up staircase. Somewhere in between her sexual and spiritual needs met, going in opposite directions, briefly waved at each other than continued on their merry way – In their respective descent and ascent, only the degree and rate was their only measurement. It was in this somewhere in between that the Negress was floating, more than that, she was dancing in her mind – And it was a slow waltz.
The only question that mattered to her was if she were waltzing in time or with time. Of this she wasn’t sure, nor soon did she care anymore; for she was not about to let such thoughts break on through and shatter her languid mood. In her heavy breathing and surging emotions, Brown could be likened to the Oregon shoreline, inhaling and exhaling the Pacific tides in their daily flow of seawater to first cover, than in turn expose the broad sandy beaches.
However, she soon was caught up in the rip tide of raw sex, and found herself being borne toward deep waters. Heading toward a depth she had no wish to enter, be it physiologically or psychologically.
With great reluctance the Negress had to break the spell. And surface.
Not so the Nordic. She decided to submerge herself in the physical pleasure of sensation. She knew better, but she was seduced by the thought of it, every bit as by the feel of it. And this ‘it’ seduced her every bit as thoroughly as any man.
There are those who are in love with love, but who cannot bring themselves to love another. The concept of love is intoxicating enough. Bergman, of course, wasn’t like that, for she was madly in love with ‘Her jock’; and would fight savagely to keep him – As was readily apparent for all could see.
It was the ganging up of the physiological as well as the psychological sensations that quite overwhelmed her.
But there was also something else.
For she heard the sound of music.
With most who love classical music it is the increasingly louder, but also maddening relentless staccato beat of Ravel’s Bolero which represents the quintessential climax; musically as well as sexually. However, for the Scandinavian it was another Ravel piece that led the way to her sexual Nirvana. One of Bergman’s favorite recordings was Ravel’s ‘Ma Mere I’Oye’ by the Montreal Symphony, conducted by Charles Dutoit. Also known as the ‘Mother Goose Suite’, the last movement was called a ‘Fairy Garden Of Delight’. For some strange reason it was this final piece of music, which played itself out inside her mind’s ear. A musical vision that started out in the magical stillness of a fairy garden and 9 minutes later delightfully climaxed in sonorous rapture. As did she.
As she approached her orgasm Bergman had to make a fundamental decision. She knew that the Negress had outlasted her and wouldn’t cum first. The first choice was in action. She could break the spell by unwrapping her legs from the caressing thigh and pull them away. The only other choice was inaction; to leave her legs as they were and accept the consequences of climbing to the pinnacle of her carnal summit. Followed by jumping off her sexual cliff. An instant later she chose the latter.
“I can’t do otherwise,” she thought. That decided, she returned to the music playing inside her head. In this test of their sexual will, Bergman knew she had lost to Brown. A minute later, without a word being spoken, she admitted her defeat by the physical act of untwining her coiled white legs from around the black thigh. The legs now free, she drew up her knees and placed each foot square against the floor. As her climax approached her body seemed to levitate, as it slowly arched upward, carrying 170 pounds of astonished Negress skyward. However, that didn’t stop Brown from continuing to rub her thigh against Bergman’s pussy. She was along for the ride and wasn’t about to get off – Getting off was reserved for her Blonde nemesis.
Shortly Bergman started to tremble in anticipation of the approaching orgasm. By now she was hyperventilating, which stopped when the orgasm hit. She didn’t make a sound except for the hissing of expelled air through clinched teeth as her full lungs emptied to the point of collapse. The entire length of her torso was now suspended in midair, held up by the legs at one end, and resting on the back of her shoulders at the other.
Seen from the side, the outline of her legs straight up at one end, her inclined body at the top slanting downward to her floored shoulders, with the floor forming the base – She looked like a human triangle. From this position she must have vibrated for almost ten seconds; then with the passing of the climax her body slowly sank back down toward the waiting floor. It was as if she were a triangular balloon, the sound of hissing was deflating her as surely as if her hide had been rendered with a slow puncture.
Now hard-pressed against the floor Bergman came to realize that it’s hard to dance with the devil on your back. Or in this case a devil of a woman on her stomach.
Lost to the Blonde was the irony of the following piece of prophetic music on the Ravel/Dutoit recording: ‘avane For A Dead Princess’.

Veni
Bergman sighed, “I came.”
Vedi
“I know,” whispered Brown. Then added, “I saw.”
The Brunette felt her rival wilt underneath her. Not only was she underneath her, by dissipating all of her energy into her climax, the Caucasian was now beneath the Negress in her remaining strength. In sharp contrast Brown had nurtured her rising sexual energy, and just as it reached its peak had capped it, bottled it, stored it. She had cultivated this renewed life force and directed it to flow inward; having the presence of mind to not squander its surging intensity by releasing it to flow outward into an orgasm.
Brown was full of fight and ready to press on. She knew that this had been the crucial turning point of the conflict and that she had won. For her passion to win was peaked, while Bergman’s passion had been transformed into her climax. Now to be a steady draining away of what little energy she had left. The Blonde had shot her bolt, and now was spent.
This fact was so declared: Succulently. Harshly. Fatefully. Defiantly. Absolutely. Terminally.

Veci
Brown hissed into the Nordic’s ear, “I conquered.”
“I know,” replied Bergman softly.
“And I have you now,” purred the African Black Panther.
And she did.
However, for a moment the Negress wanted to savor the moment. There would be time enough to put her spent antagonist away via ignominious defeat. To humiliate her to such a degree that no man would ever want to be seen in her presence again. Especially Ralph.
For several seconds there was an eerie calm which seemed to have first descended from atop the lofty rafters of the bar, a sort of warm fog settled downward upon all who stood in that fight circle. Everyone was enveloped in a hushed blanket of quietude, the only sound was the heavy breathing emanating from the two combatants. They were standing in an almost perfect circle, a ring of silent humanity which delineated the physical territory of those two subdued felines, now in exhausted repose. All knew this to be a false calm, but it permitted reflection.
One by one, throughout the bar, each patron had gravitated toward the conflict. What had started out as a cluster of watchers at the end included virtually everyone. By now the viciousness of this catfight had transformed bystanders into a transfixed audience.
The male members of this audience were astonished at both the ferocity and passion of this battle. No man had moved forward to intervene, nor any woman. Transfixed as they were, the men could not, and the women would not. Between their various couldn’t and wouldn’t was an accepted cabal.
Concerning the women, this because of the chemical reaction which takes place with most females who are placed next to a better looking specimen. They turn green.
With envy.
Although the color they turn is internal, by body language or catty remark, they show that they feel uncomfortable, at times even inadequate; especially when men are present. In viewing those of the same age and sex, in the main – Women compare while men evaluate. The only comfort any of the women could take about the two cats on the floor was that in the American dictates of beauty they were not slim. Since they both were medium boned and had full figures, they tended toward voluptuous. And even when fully clothed tended toward securing men’s glances of appreciation. Needless to say, the color in the eyes of just about every woman in that bar had changed to green. As such this envious green made them lust to see the lovely faces of Bergman and Brown ripped open by clawing fingernails; to view firm full breasts hammered into bruised bloated blobs of shapeless flesh; and see shapely rounded derrières scarred deep by nailed fingertips turned into talons. Catty women gloating as they purred their silent pleasure in watching two lovely women reduced to naked physical wreckage.
In contrast the men evaluated the way these two women went at each other with awe. Their excited faces punctuated by numerous flinches of alternating wonderment and dismay. Full well knew each that only if they were drunk would any of them permit the battering to face and body that each of these women had already inflected upon the other. When sober a man will normally quit a barroom fight when he experiences moderate pain, or be open to possible injury to body or disfigurement to his face.
Women have a higher threshold of pain and their rage will enable them to fight through it. An all out catfight will continue until it’s broken up, or one of the snarling cats is broken down. At times it is more than anger which propels two women to go at each other with all they have by their claws, fists, knees, and teeth – Not seeming to care how they will end up; or down. That is passion, pure and simple. A hateful lust driven to unsex the other female rival by a series of relentless and varied attacks devoted to vicious hair-pulling, face-clawing, tit-biting, breast-punching, crotch-clawing, face-sitting, and groin-kneeing.
Be they male or female, at first thought no one who think themselves civilized would permit such an occurrence to continue for very long before making a move to stop it.
Except they be witness to a passion rare in all its mindless lust and fury. A passion of such perverse focused power that it can be regarded as having its own strange beauty.
Watching sharks gliding through the ocean waters comes to mind.

Chapter Two
Passion
Part A
The Various Roads To: ‘The Passion’

‘She was a virgin, crisp like celery.
All the young beauty in the world dwelt for him in that face that had kept wonder, that had kept innocency, that had lived in such immortal blindness to the terror and foulness of the world. He came to her, like a creature who had traveled its life through dark space, for a moment of peace and conviction on some lonely planet, where now he stood, in the vast enchanted plain of moonlight, with moonlight falling on the moonflower of her face. For if a man should dream of heaven and, waking, find within his hand a flower as token that he had really been there – What then, what then?
She was buried in his flesh. She throbbed in the beat of his pulses.
She was wine in his blood, a music in his heart.’

Thomas Wolfe – ‘Look Homeward Angel’

Passion can raise its noble head at the most inopportune times. Make no mistake about it, passion is not the same as sex. Any more than fucking can be equated with romance. For sex is not even in the same league as passion. While sex can open the door to passion, it is only one entrance. There are a number of various ways to gain access to passion, and the concept does not have to be restricted to the passion of the flesh.
There is the passion for things mechanical which traverse the land, the sea, and the sky. Objects created by the mind and hand of man representing extreme machines: Driven forward by brute power; running before the wind; and slipping through the air. The genius of three different men created objects that were in turn big, resplendent, and deadly. In their own way – Beautiful beasts all.

The land: Sometimes it is the biggest of something that evokes wonder, opening the door to passion. That something, those something’s, were called: ‘Big Boy’. Between 1941 and 1944 there were only 25 of them built by the American Locomotive Company (ALCO) for the Union Pacific Railroad, and were designed specifically to haul very long trainloads of coal, iron ore, as well as other commodities of great weight and bulk over the vast distances of the American West.
For running down the spine of the West, in fact they formed its raised backbone, were the mighty Rocky Mountains; and the Big Boys were built to traverse these lofty barriers of soaring granite with ease, pulling 100 fully loaded cars behind them. To do this were built the world’s longest and heaviest locomotives of 7,000 horsepower and weighed 772,000 pounds. Her wheel arrangement was known as a 4-8-8-4 which meant that she had 4 wheels supporting her front end, another 4 wheels holding up her rear end, and two sets of 8 wheel drivers propelling this engine flat out to a maximum speed of 80 miles per hour.
An entire generation of boys would stand next to the Union Pacific tracks and watch with lust in their young hearts as these mighty engines raced across the vast plains of the West, and silently promise themselves, ‘Someday I’m going to be an engineer and drive one of those beautiful beasts.’

The sea: Sometimes it is the most beautiful of something that evokes wonder, opening the door to passion. In Greenwich, England resides the ‘Cutty Sark’, the last remaining example of the China Tea Clippers, and thought by many the most beautiful ship, of a resplendent fleet of ships, that ever traversed the mighty oceans. Though she be British, the heritage of her design dates back to an American genius by the name of Donald McKay, designer of those initial greyhounds of the sea – The extreme clippers.
Almost 150 years ago McKay built sailing ships of such height, beauty, and grandeur, that they became America’s cathedrals of the oceans. Their masts were so tall that these ocean cathedrals were called cloud rakers. They were given names for the white of their sails, their speed, and the pride of the American nation who conceived them. The ‘Flying Cloud’ was our Notre Dame, the ‘Sovereign Of The Seas’ our Rheims Cathedral, and the ‘Great Republic’ our Westminster Abbey.
With all sails deployed and driven forward only by the wind, they seemed to skim across the vast waters. In a stiff wind the billowing white canvas of each sail would bulge out like a puffy cloud. Under full sail it seemed as if the Almighty himself had gone to sea – To become a saltwater sailor and lashed sparkling white clouds to those lofty masts in order to harness the breath of angels.
That eminent naval historian Samuel Eliot Morison wrote the following:

‘Never in these United States has the brain of man conceived, or the hand of man fashioned so perfect a thing as the clipper ship.’

An entire generation of boys would stand on hilltops facing one of America’s two oceans, and watch with lust in their young hearts as these sleek clippers raced across the vast Atlantic and Pacific; and silently promise themselves, ‘Someday I’m going to be a captain and command one of those beautiful beasts.’

The sky: Sometimes it is the deadliest of something that evokes wonder, opening the door to passion. Having a sinister beauty all her own is the World War Two fighter known as the P-51D Mustang.
The Winston Churchill of the skies. This because she represented the marriage of a North American Airframe with a 1,450 horsepower English Rolls-Royce ‘Merlin’ engine. There had been precedent set when Lord Randolph Churchill married Jennie Jerome of New York. Their union resulted in Young Winston, who in his later years, with typical British bulldog tenacity, lead his nation onward to final victory.
In this union of American airframe and English engine was created an airplane of such deadly power, speed, altitude, maneuverability, and especially her long range, that fleets of them swept the Nazi Messershmitts and Focke-Wulfs from the European skies. In the doing, slamming open the aerial doors for the B-17 Flying Fortress, and the aptly named B-24 Liberator, to bomb the way forward so that the Normandy invasion on the coast of France could succeed – The D-Day landings leading to the liberation of Western Europe, and the destruction of the greatest evil to arise during the 20th Century: Fascism.
This is what Ernest Hemingway thought about Mustangs:

'You love a lot of things if you live around them, but there isn't any woman and there isn't any horse, nor any before nor any after, that is as lovely as a great airplane, and men who love them are faithful to them even though they leave them for others. A man has only one virginity to lose in fighters, and if it is a lovely plane he loses it to, there his heart will ever be. And a P 51 can do something to a man's heart. Mustang is a tough, good name for a bad, tough, husky, angry plane that could have been friends with Harry Greb if Greb had an engine instead of a heart.'

Half a generation of boys would stand next to airport runways and watch with lust in their young hearts as these mighty Mustangs would race down runways, to streak into the vast sky and disappear into the clouds. Silently these boys would promise themselves, ‘Someday I’m going to be a pilot and fly one of those beautiful beasts.’

Then there is a passion of a different sort. As such, because of its uniqueness in history, is known biblically as: ‘The Passion’ – The crucifixion of Christ.
A moment in time that changed forever, all history; for all nations, though they know it not. Yet.
So be it all peoples, from the mighty to the lowly, that sometime during the life of each individual they will undergo their own personal carrying of the cross – Be it a great burden or small. By whatever faith it be called, just about every thing called human passes through a time of trial and error, their own ‘The Passion’.
The ‘Lord of the Dance’ sang it’s hard to dance with the devil on your back. I am the Lord of the Dance said he, and dance wherever you may be; but beware of dancing in the valley of sin and delight.
Then there is that dance of the female mind which has a name. ‘Sturm Und Drang’ was personally felt by Brown and Bergman, and the object of all this tumult was a man, which is nothing new, nor was the way the women were settling the question; although by any standard the means were rather extreme.
Each passionately wanted to keep her man, be they kept as brother or lover. For this each was willing to go to war, and war is what they got.
And deserved.
In the passion of war did the Blonde come to grips with the Brunette, as well as her own inner demons. Throughout the struggle she was in a forced march to confront her excesses of pride, lust, rage, and arrogance. She had wrestled Brown every bit as hard as she wrestled with herself. The outcome was that in her personal passion she did experience a deeper passion. However, there was one more plateau which lurked in the immediate future to await her.
For Erica Bergman had just cum to know the lesser passion, and was about to experience the greater.

]]> http://fkredp.deviantart.com/art/on-approach-124104981 http://fkredp.deviantart.com/art/on-approach-124104981 Fri, 29 May 2009 08:21:37 PDT on approach nonadult traditional/drawings/other fkredp http://a.deviantart.net/avatars/f/k/fkredp.jpg?6 Copyright 2009-2013 ~fkredp

]]> http://last1picked.deviantart.com/art/Airplane-Sketches-66183527 http://last1picked.deviantart.com/art/Airplane-Sketches-66183527 Sun, 30 Sep 2007 13:49:01 PDT Airplane Sketches nonadult traditional/drawings/people last1picked http://a.deviantart.net/avatars/l/a/last1picked.jpg?1 Copyright 2007-2013 ~last1picked

]]> http://deviantmike423.deviantart.com/art/Thumbs-Up-145364522 http://deviantmike423.deviantart.com/art/Thumbs-Up-145364522 Tue, 01 Dec 2009 00:20:45 PST Thumbs Up nonadult traditional/paintings/people deviantmike423 http://a.deviantart.net/avatars/d/e/deviantmike423.gif?11 Copyright 2009-2013 ~deviantmike423 Contest entry link
[link] ]]> Contest entry link
[link]

]]> http://lizzabeth.deviantart.com/art/Can-You-Find-Me-158362190 http://lizzabeth.deviantart.com/art/Can-You-Find-Me-158362190 Wed, 24 Mar 2010 21:55:55 PDT Can You Find Me? nonadult traditional/drawings/fantasy Lizzabeth http://a.deviantart.net/avatars/l/i/lizzabeth.gif Copyright 2010-2013 ~Lizzabeth She's a city girl, flashes lead her down the runway,
She's my airplane
Stares at the sun, looks down on everyone
And keeps rockin' in new shades, in new shades...
--Can You Find Me?, by The Summer Set

Inspired by the song above. It's part of a 2- to 4(maybe?)-part series I'm doing, because...I dunno. I like doing music-inspired work. Plus, faeries and music are both magicaaaalll~ -shot-

Kinda irritated with myself...I could've done a hell of alot better accuracy-wise had I been trying harder. But meh. Muchmuchmuch editing before I'll be pleased with it.

_{reference used: [link] [link]
7.5x10 inches; colored pencil; about 5-6 hours in total} ]]> She's a city girl, flashes lead her down the runway,
She's my airplane
Stares at the sun, looks down on everyone
And keeps rockin' in new shades, in new shades...
--Can You Find Me?, by The Summer Set

Inspired by the song above. It's part of a 2- to 4(maybe?)-part series I'm doing, because...I dunno. I like doing music-inspired work. Plus, faeries and music are both magicaaaalll~ -shot-

Kinda irritated with myself...I could've done a hell of alot better accuracy-wise had I been trying harder. But meh. Muchmuchmuch editing before I'll be pleased with it.

_{reference used: [link] [link]
7.5x10 inches; colored pencil; about 5-6 hours in total}

]]> http://russian-fox.deviantart.com/art/Sea-Falcon-183382949 http://russian-fox.deviantart.com/art/Sea-Falcon-183382949 Wed, 20 Oct 2010 22:07:02 PDT Sea Falcon nonadult traditional/sculpture/models Russian-Fox http://a.deviantart.net/avatars/r/u/russian-fox.png Copyright 2010-2013 ~Russian-Fox Country of Origin: Soviet Union
Manufacturer: Mikoyan Gurevich OKB
Crew: 1 pilot
Length: 10.11 m (33 ft 2 in)
Wingspan: 10.08 m (33 ft 1 in)
Height: 3.70 m (12 ft 2 in)
Weight: 3,580 kg (7,900 lb) empty, 4,960 kg (10,935 lb) loaded
Powerplant: 1x Klimov VK-1 turbojet with 5,950 pounds of thrust
Maximum Speed: 1,075 km/h (668 mph)
Service Ceiling: 15,500 m (50,850 ft)
Range: 1,200 km (745 mi)
Armament: 1x 37mm Nudelman N-37 autocannon, 2x 23mm Nudelman-Rikhter NR-23 autocannons
Kit Maker and Scale: Monogram, 1:48

May, 1945.
The victorious Allies march through Berlin, having crushed the tyranny of the Nazis and ending the nightmare of "The Thousand Year Reich".
As part of reparations and the spoils of war, various aircraft, tanks, trucks, ships, and military hardware of all kind are snapped up by the Allies and sent back to their respective countries.

Germany had made leaps and bounds in the field of military aviation; when the war started their Me-109 fighter was such an advanced design that it literally outclassed every other fighter in the world, save for the Supermarine Spitfire. In 1944 a quantum leap was made when the Me-262 Stormbird entered service and became the first jet powered aircraft to see combat; all the Allied nations were particularly eager to get their hands on as many of these revolutionary craft as they could...even their own jet designs were at best second rate compared to his machine.

Though the United States and Japan dominated the war's aspect of naval aviation utilising aircraft carriers, Germany wasn't completely asleep at the wheel and in 1938 work began on their own aircraft carrier, the Graf Zeppelin. Work was halted, then resumed, then halted, then resumed throughout the course of the war and although she was 95% complete and only needed just a handful more equipment to be operational, she never left port, much less saw action.

On capturing the port city where the Graf Zeppelin was laid up, the Soviets were all to eager to lay claim to such a big prize. Loading up the nearly finished carrier with weapons, tanks, jet fighters and various things looted from the vanquished Nazis, the Soviet Navy rigged towing lines to the Zeppelin and set about hauling her back to Soviet Waters.

Once in St. Petersburg, the Zeppelin was unloaded of its riches, while the ship itself was inspected and evaluated. While the rest of the world stepped down from a war footing, the Soviet Union never quit their wartime pace (though it did ease up a little bit, desperation no longer being a factor) and Soviet shipwrights began the final outfitting of the Graf Zeppelin to put it under sea trials and get it operational.

Renamed Vladimir Lenin, the German carrier participated in a shake down cruise and sea trials as part of the Soviet North Fleet while navalised versions of the La-7 and La-9 fighters were prepared, as was a navalised version of the legendary Il-2 Shturmovik. In addition to their own designs, the Soviets field tested several versions of a carrier compatible Me-262 they had captured so as to evaluate the feasiblity of jets to operate from carriers.

In 1947, a navalised version of the MiG-9 jet fighter was trialed. Its successful tests, along with those of the Me-262 proved that jets could indeed be operated from aircraft carriers, and with the aviation world rapidly shifting to jet power, the Soviets decided to stop production on most piston engine aircraft and focus on jets.

Late in 1947 and all through 1948, the latest Soviet jet fighter, the MiG-15, would be modified and tested for carrier compatibility. At first it was feared that the MiG-15's swept wings and high performance would be too much for carrier compatibility, however tests showed that such aircraft could indeed function from carriers. The would need a considerable length of runway though on landing, and after several MiG-15s plowed into aircraft parked near the mid-section and bow, the Soviets decided simply to keep aircraft not immediately launching down in the hanger deck, that way landing jet fighters could have as much deck space as possible, should they fail to catch one of the six arresting wires.

This method was meant to be only a temporary fix while a long term solution was eventually discoevred, however the outbreak of the Korean War in 1950 delayed plans to test various alternate methods on board the Vladimir Lenin, as it was sent to the Korean Peninsula to lend assitance to the North Koreans.

On November 18th of that year, MiG-15s flying from the Lenin engaged in air combat with F9F Panthers from VF-111, in which a MiG was shot down by Lieutenant Commander Bill Amen, marking the U.S. Navy's first MiG kill of the war.
Despite this and a number of other victories however, the straight wing Panther was rather limited in dogfights against the MiGs and production of a swept wing Panther, the F9F-8 Cougar was stepped up and rushed into fleet service.

The arrival of the Vladimir Lenin in the Korean theatre caused no small amount of consternation in the U.N. Naval force. Though the Lenin and its battlegroup never sought to fight toe to toe the way the Japanese did during World War II, the U.N. fleet still feared massive battles with the Soviet carrier. These fears were magnified when two sister carriers, the Stalingrad and the October Revolution, newly built ships based on the Vladimir Lenin's/Graf Zeppelin's design appeared in late 1951.

With silver MiGs flying out of China, and blue MiGs out over the water, air superiority over Korea was for any given sortie or mission was on a case by case basis, each instance being hard fought and won by the U.N. aviatiors day after day.

***
Well, that might have happened in the real world, had the Soviets managed to successfully tow the Graf Zeppelin back to St. Petersburg. As it was in reality, the Zeppelin hit a mine in transit and wound up sinking off the coast of Poland.

Therefore, that little bit of history was an "alternate history", a "what if?" scenario I cooked up while looking up the history of the Graf Zeppelin, as well as seeing a similar situation on an aircraft modeller's website.

My model here, this blue and light gray MiG-15, was painted and detailed as part of my what if scenario as a possible design scheme of what a "real" navailised MiG-15 might look like. As any aviation buff knows, deck planes can't be left bare metal as the salt filled environment would eat them for lunch in a matter of weeks.

For a while, I couldn't decide on a colour scheme, though I eventually decided on something of a combination scheme. U.S. Navy aircraft of the Korean era were solid blue all over, and British Royal Navy machines were ocean gray over sky gray. I took the Royal Navy two tone approach, though I substituted the ocean gray for a U.S. Navy inspired satin blue (I say 'inspired', as U.S. Navy machines were dark gloss blue, my MiG is satin flat blue).

Historical note: Lieutenant Commander Bill Amen of VF-111 really did blast a MiG-15 out of the air in a dogfight on November 18, 1950, though it was a MiG based in China, not one from any aircraft carrier.

More pics:

1 o'clock:
[link]

Intake:
[link]

3 o'clock:
[link]

Top down:
[link]

Cockpit:
[link]

Nose:
[link]

Speedbrakes and engine:
[link]

Aft section:
[link]

Underside:
[link]

Alongside its principle adversary, the F-86 Saber:
[link]

[link]

[link] ]]> Country of Origin: Soviet Union
Manufacturer: Mikoyan Gurevich OKB
Crew: 1 pilot
Length: 10.11 m (33 ft 2 in)
Wingspan: 10.08 m (33 ft 1 in)
Height: 3.70 m (12 ft 2 in)
Weight: 3,580 kg (7,900 lb) empty, 4,960 kg (10,935 lb) loaded
Powerplant: 1x Klimov VK-1 turbojet with 5,950 pounds of thrust
Maximum Speed: 1,075 km/h (668 mph)
Service Ceiling: 15,500 m (50,850 ft)
Range: 1,200 km (745 mi)
Armament: 1x 37mm Nudelman N-37 autocannon, 2x 23mm Nudelman-Rikhter NR-23 autocannons
Kit Maker and Scale: Monogram, 1:48

May, 1945.
The victorious Allies march through Berlin, having crushed the tyranny of the Nazis and ending the nightmare of "The Thousand Year Reich".
As part of reparations and the spoils of war, various aircraft, tanks, trucks, ships, and military hardware of all kind are snapped up by the Allies and sent back to their respective countries.

Germany had made leaps and bounds in the field of military aviation; when the war started their Me-109 fighter was such an advanced design that it literally outclassed every other fighter in the world, save for the Supermarine Spitfire. In 1944 a quantum leap was made when the Me-262 Stormbird entered service and became the first jet powered aircraft to see combat; all the Allied nations were particularly eager to get their hands on as many of these revolutionary craft as they could...even their own jet designs were at best second rate compared to his machine.

Though the United States and Japan dominated the war's aspect of naval aviation utilising aircraft carriers, Germany wasn't completely asleep at the wheel and in 1938 work began on their own aircraft carrier, the Graf Zeppelin. Work was halted, then resumed, then halted, then resumed throughout the course of the war and although she was 95% complete and only needed just a handful more equipment to be operational, she never left port, much less saw action.

On capturing the port city where the Graf Zeppelin was laid up, the Soviets were all to eager to lay claim to such a big prize. Loading up the nearly finished carrier with weapons, tanks, jet fighters and various things looted from the vanquished Nazis, the Soviet Navy rigged towing lines to the Zeppelin and set about hauling her back to Soviet Waters.

Once in St. Petersburg, the Zeppelin was unloaded of its riches, while the ship itself was inspected and evaluated. While the rest of the world stepped down from a war footing, the Soviet Union never quit their wartime pace (though it did ease up a little bit, desperation no longer being a factor) and Soviet shipwrights began the final outfitting of the Graf Zeppelin to put it under sea trials and get it operational.

Renamed Vladimir Lenin, the German carrier participated in a shake down cruise and sea trials as part of the Soviet North Fleet while navalised versions of the La-7 and La-9 fighters were prepared, as was a navalised version of the legendary Il-2 Shturmovik. In addition to their own designs, the Soviets field tested several versions of a carrier compatible Me-262 they had captured so as to evaluate the feasiblity of jets to operate from carriers.

In 1947, a navalised version of the MiG-9 jet fighter was trialed. Its successful tests, along with those of the Me-262 proved that jets could indeed be operated from aircraft carriers, and with the aviation world rapidly shifting to jet power, the Soviets decided to stop production on most piston engine aircraft and focus on jets.

Late in 1947 and all through 1948, the latest Soviet jet fighter, the MiG-15, would be modified and tested for carrier compatibility. At first it was feared that the MiG-15's swept wings and high performance would be too much for carrier compatibility, however tests showed that such aircraft could indeed function from carriers. The would need a considerable length of runway though on landing, and after several MiG-15s plowed into aircraft parked near the mid-section and bow, the Soviets decided simply to keep aircraft not immediately launching down in the hanger deck, that way landing jet fighters could have as much deck space as possible, should they fail to catch one of the six arresting wires.

This method was meant to be only a temporary fix while a long term solution was eventually discoevred, however the outbreak of the Korean War in 1950 delayed plans to test various alternate methods on board the Vladimir Lenin, as it was sent to the Korean Peninsula to lend assitance to the North Koreans.

On November 18th of that year, MiG-15s flying from the Lenin engaged in air combat with F9F Panthers from VF-111, in which a MiG was shot down by Lieutenant Commander Bill Amen, marking the U.S. Navy's first MiG kill of the war.
Despite this and a number of other victories however, the straight wing Panther was rather limited in dogfights against the MiGs and production of a swept wing Panther, the F9F-8 Cougar was stepped up and rushed into fleet service.

The arrival of the Vladimir Lenin in the Korean theatre caused no small amount of consternation in the U.N. Naval force. Though the Lenin and its battlegroup never sought to fight toe to toe the way the Japanese did during World War II, the U.N. fleet still feared massive battles with the Soviet carrier. These fears were magnified when two sister carriers, the Stalingrad and the October Revolution, newly built ships based on the Vladimir Lenin's/Graf Zeppelin's design appeared in late 1951.

With silver MiGs flying out of China, and blue MiGs out over the water, air superiority over Korea was for any given sortie or mission was on a case by case basis, each instance being hard fought and won by the U.N. aviatiors day after day.

***
Well, that might have happened in the real world, had the Soviets managed to successfully tow the Graf Zeppelin back to St. Petersburg. As it was in reality, the Zeppelin hit a mine in transit and wound up sinking off the coast of Poland.

Therefore, that little bit of history was an "alternate history", a "what if?" scenario I cooked up while looking up the history of the Graf Zeppelin, as well as seeing a similar situation on an aircraft modeller's website.

My model here, this blue and light gray MiG-15, was painted and detailed as part of my what if scenario as a possible design scheme of what a "real" navailised MiG-15 might look like. As any aviation buff knows, deck planes can't be left bare metal as the salt filled environment would eat them for lunch in a matter of weeks.

For a while, I couldn't decide on a colour scheme, though I eventually decided on something of a combination scheme. U.S. Navy aircraft of the Korean era were solid blue all over, and British Royal Navy machines were ocean gray over sky gray. I took the Royal Navy two tone approach, though I substituted the ocean gray for a U.S. Navy inspired satin blue (I say 'inspired', as U.S. Navy machines were dark gloss blue, my MiG is satin flat blue).

Historical note: Lieutenant Commander Bill Amen of VF-111 really did blast a MiG-15 out of the air in a dogfight on November 18, 1950, though it was a MiG based in China, not one from any aircraft carrier.

More pics:

1 o'clock:
[link]

Intake:
[link]

3 o'clock:
[link]

Top down:
[link]

Cockpit:
[link]

Nose:
[link]

Speedbrakes and engine:
[link]

Aft section:
[link]

Underside:
[link]

Alongside its principle adversary, the F-86 Saber:
[link]

[link]

[link]

]]> http://ninjapickle.deviantart.com/art/Bristol-Turboliner-109283039 http://ninjapickle.deviantart.com/art/Bristol-Turboliner-109283039 Mon, 12 Jan 2009 14:03:34 PST Bristol Turboliner nonadult traditional/drawings/technical NinjaPickle http://a.deviantart.net/avatars/n/i/ninjapickle.jpg?1 Copyright 2009-2013 ~NinjaPickle http://creativecommons.org/licenses/by-nc-nd/3.0/ The Bristol Turboliner originally started as the Convair Stratoliner, a six engined piston airliner, built by Convair's Ft. Worth Texas plant. It was based on the B-36 Peacemaker intercontinental bomber but with tractor instead of pusher engines. By the early 50's, Convair realized it had a bum steer on its hands and decided to pursue the Convairliners and the CV-880 jet airliner instead. Bristol Aircraft Ltd. of Filton England purchased the design and tooling in 1954 and had it all sent to its plant in the Brabazon Hanger at Filton. After a year, Bristol reevaluated and improved the design to such an extent that it was over 80% a new aircraft. By 1957, the Turbo-Liner, as it was now called, was redesigned, retaining the six engine tractor arrangement, but replacing the piston engines with Rolls Royce Dart Mk.593's rated 3,500 shp.
In July of 1957, the Turbo-liner made its initial flight from the Bristol plant to Heathrow and back. Orders poured in from several European airlines like, BEA, BOAC, Lufthansa, and KLM. Total orders were at 45 copies by 1958. The first airplane was delivered to BOAC in February of 1958 and was put into revenue service three months later, making it's first flight from London to New York's Idlewild airport.
Bristol already had plans on improvements even before the first prototype flew. Later variants recieved the Rolls Royce Tyne turboprop of 5,600 shp capacity, but were delayed when faults were found in the engine's designs. Tyne Turbo-liners first entered service in May of 1960, the first being delivered to Lufthansa. Final production was 54 planes, of which 20 were Tyne equipped. Producton continued until Bristol (then part of BAC) decided to occupy the Brabazon hangar with Concorde production, and immediately called a halt to production. The last plane rolled out of the Filton plant in October of 1965 and was delivered to BEA in December. Turbo-liners enjoyed several decades of reliable service, before being phased out by jets. The last example was a DAN-Air machine which was scrapped at Birmingham in 1971.
TECHNICAL-The Turbo-liner is equipped with six Rolls Royce Dart Mk.593's or Rolls-Royce Tynes RTY.Mk.12's driving four bladed Rotol airscrews of 16 feet diameter. Power for flight controls and undercarriage was provided by a Pneudralic system utilizing compressed air at 3,800 psi to operate Boulton-Paul powered flight controls as well as the power brakes, nosewheel steering, steerable main undercarriage, flaps, slats, undercarriage extension and retraction, and the windscreen wipers. The system is divided into four channels, two active, one standby, and an emergency system. Electrical power was from four AC alternators driven by bleed air turbines in the wing roots, supplying over 300 KW of electrical power. Electronic control was provided for the throttle controls as well as autopilot and integrated navigation systems, including an inertial nav system. The strusture is composed of Hiduminium RR585 aluminium and aaaluminium-magnesium alloys. Redux rivetless bonding being used extensively throughout. Top speed was rated at 545 MPH on the Tyne driven variants
ACCIDENTS- Only two accidents involved the Turbo-liner, neither resulting in death or write-off. One involved overshooting the end of a runway at London Heathrow, breaking off the nose undercarriage, and burying the nose in soft marshland. Only a dozen injuries were reported including a skightly battered captain who had struck the control column during the landing. The other minor incident involved a fast landing, due to a double pneudraulic system fault, causing a flaps up landing. The anti-skid system malfunctioned on one undercarriage causing those four wheels to lock up, bursting all four tyres and causing the plane to veer into the meridian at Birmingham Airport. Again only minor injuries and little structural damage. ]]> The Bristol Turboliner originally started as the Convair Stratoliner, a six engined piston airliner, built by Convair's Ft. Worth Texas plant. It was based on the B-36 Peacemaker intercontinental bomber but with tractor instead of pusher engines. By the early 50's, Convair realized it had a bum steer on its hands and decided to pursue the Convairliners and the CV-880 jet airliner instead. Bristol Aircraft Ltd. of Filton England purchased the design and tooling in 1954 and had it all sent to its plant in the Brabazon Hanger at Filton. After a year, Bristol reevaluated and improved the design to such an extent that it was over 80% a new aircraft. By 1957, the Turbo-Liner, as it was now called, was redesigned, retaining the six engine tractor arrangement, but replacing the piston engines with Rolls Royce Dart Mk.593's rated 3,500 shp.
In July of 1957, the Turbo-liner made its initial flight from the Bristol plant to Heathrow and back. Orders poured in from several European airlines like, BEA, BOAC, Lufthansa, and KLM. Total orders were at 45 copies by 1958. The first airplane was delivered to BOAC in February of 1958 and was put into revenue service three months later, making it's first flight from London to New York's Idlewild airport.
Bristol already had plans on improvements even before the first prototype flew. Later variants recieved the Rolls Royce Tyne turboprop of 5,600 shp capacity, but were delayed when faults were found in the engine's designs. Tyne Turbo-liners first entered service in May of 1960, the first being delivered to Lufthansa. Final production was 54 planes, of which 20 were Tyne equipped. Producton continued until Bristol (then part of BAC) decided to occupy the Brabazon hangar with Concorde production, and immediately called a halt to production. The last plane rolled out of the Filton plant in October of 1965 and was delivered to BEA in December. Turbo-liners enjoyed several decades of reliable service, before being phased out by jets. The last example was a DAN-Air machine which was scrapped at Birmingham in 1971.
TECHNICAL-The Turbo-liner is equipped with six Rolls Royce Dart Mk.593's or Rolls-Royce Tynes RTY.Mk.12's driving four bladed Rotol airscrews of 16 feet diameter. Power for flight controls and undercarriage was provided by a Pneudralic system utilizing compressed air at 3,800 psi to operate Boulton-Paul powered flight controls as well as the power brakes, nosewheel steering, steerable main undercarriage, flaps, slats, undercarriage extension and retraction, and the windscreen wipers. The system is divided into four channels, two active, one standby, and an emergency system. Electrical power was from four AC alternators driven by bleed air turbines in the wing roots, supplying over 300 KW of electrical power. Electronic control was provided for the throttle controls as well as autopilot and integrated navigation systems, including an inertial nav system. The strusture is composed of Hiduminium RR585 aluminium and aaaluminium-magnesium alloys. Redux rivetless bonding being used extensively throughout. Top speed was rated at 545 MPH on the Tyne driven variants
ACCIDENTS- Only two accidents involved the Turbo-liner, neither resulting in death or write-off. One involved overshooting the end of a runway at London Heathrow, breaking off the nose undercarriage, and burying the nose in soft marshland. Only a dozen injuries were reported including a skightly battered captain who had struck the control column during the landing. The other minor incident involved a fast landing, due to a double pneudraulic system fault, causing a flaps up landing. The anti-skid system malfunctioned on one undercarriage causing those four wheels to lock up, bursting all four tyres and causing the plane to veer into the meridian at Birmingham Airport. Again only minor injuries and little structural damage.

]]> http://tamitw.deviantart.com/art/Let-s-go-on-a-Holiday-359495284 http://tamitw.deviantart.com/art/Let-s-go-on-a-Holiday-359495284 Thu, 14 Mar 2013 14:16:39 PDT Let's go on a Holiday nonadult traditional/paintings/landscapes TamiTw http://a.deviantart.net/avatars/t/a/tamitw.jpg?3 Copyright 2013 ~TamiTw Duration: 15mins
Size: A4 ]]> Duration: 15mins
Size: A4

]]> http://ninjapickle.deviantart.com/art/Saunders-Roe-Westminster-109595765 http://ninjapickle.deviantart.com/art/Saunders-Roe-Westminster-109595765 Thu, 15 Jan 2009 16:09:53 PST Saunders Roe Westminster nonadult traditional/drawings/technical NinjaPickle http://a.deviantart.net/avatars/n/i/ninjapickle.jpg?1 Copyright 2009-2013 ~NinjaPickle http://creativecommons.org/licenses/by-nc-nd/3.0/
In the late 40's, saunders-Roe Aircraft Ltd. began work on the Princess class flying boat. It was the largest pressurised commercial airliner ever built in that time. Unfortunately, delays with materials shortage from the war, as well as a market for seaplanes which rapidly dried up, the Princess was scrapped by 1954. saunders Roe had already began work on the Imperial, a landplane equipped with two Bristol-Siddley Coupled Proteus turboprops, driving counter-rotating propellers. the Imperial entered airline service in 1955, in which by that time, the groundwork for the westminster was already in place. Using a planiform, identical to the princess, Saro squeezed four Coupled Proteuses as well as two conventional proteus engines into the leading edge of the wing. The engines being buried in the centre spar and driving the propellers through extended shafts. Improvements over the Imperial were vast. conventional boosted flying controls, replacing the cumbersome electro-hydromechanical flight controls used on the Imperial. Wing skin and spars would be machined from solid aluminium on tape controlled milling machines and titanium finding extensive use in the airframe, mainly around the engine bays. saro completed its first prototype and rolled it out in december of 1958. The first flight was performed in March of 1959, on a flight from Saro's plant in Cowes on the Isle of Wight to London's Gatwick Airport, followed by taxi tests and a flight back to Cowes. The Westminsters first major setback occured just one month later when the first prototype crashed during a landing at Cowes, destroying the aircraft and killing the test pilot and seven other crew members and test engineers. The fault was eventually traced to a broken elevator push rod, which snapped and jammed the elevator in a nose down position. Delays ensued while new elevator rods were designed and manufactured. A second prototype flew in November of 1959. Airline orders remained limited to BEA, BOAC and a couple ordered by DAN Air of London. The first prooduction airframe was rolled out in May of 1960 and was delivered to BEA the following month. In 1961 another major setback occured when a BOAC Westminster, flying at altitude over Northern Ireland, on its way to Chicago, suddenly lost contact and was found broken up in Londonderry North ireland and major bits found in the Atlantic Ocean. An investigation was started and the planes Certificate of Airwothiness withdrawn while the Ministry of Transport oversaw the investigation. the problem was uncovered as a thrown experimental glass-fibre propeller blade puncturing the pressurised fuselage and causing a flat spin in which there was little hope of recovery. the airplane breaking up as it nosed over and exceeded structural speed. Another year would pass, while the propellers were remanufactured, laminated wood and experimental glass-fibre blades being peplaced with forged hollow steel blades. other problems which were oncovered during the investigations were addressed and rectified including wing spar fatigue cracking, "whirl mode" oscillations of the propellers and propeller gearboxes, and unacceptable amounts of fuel leakage into the engine bays. The airplane reentered service in late 1962, but this was short lived as another airplane, a BOAC machine crashed during takeoff at Romes Michaelangelo Airport. This was traced to an expanded vinyl foam balance block, moulded into the propeller tips breaking loose causing uncontrollable vibrations, eventually wrenching the number three engine -gearbox assembly off the wing and breaking off the leading edge of the left elevator as well. the airplane began rolling left and crashed into a field, killing 65 of the 80 passengers and crew on board. Again the C of A was withdrawn and propellers and engine mounts re- designed. Again the Westminster re-entered service in May of 1963. By this point ,however, Saunders-Roe had become a member of Hawker-Siddley and one of its maritime partners, British Hovercraft Corporation was utilising the Cowes facility for manufacturing the SR.N4 and SeaSpeed ferry hovercrafts. HS had also approved manufacture of the Hawker Siddley (formerly the DeHavilland) Trident, and Saro would be contracted to build complete tailplane units and engine nacelles.All occupied factory space would be required. HS immediately axed any further production of the Westminster, the last complete airframe was delivered in May of 1964 to BEA, and two more incomplete airframes were unglamorously parked outside of the factory, to be scrapped a few months later. In service the westminster would be riddled with many technical troubles and eventually proved to much of a maintenance hog for any further use. Most of the 25 airplanes built were retired before decades end, The last commercial flight was a BOAC flight from Heathrow to Amsterdam's Schiphol in 1970. The last existing airplane, a BEA machine was scrapped at Lasham in 1974.
TECHNICAL: The Westminster was powered by four Bristol-Siddley Coupled-Proteuses of 12,500 shp and two BS Proteuses of 6,000 shp each. The coupled pairs drive DeHavilland contra-rotating propellers 18 feet in diameter and manufactured at first out of laminated wood, eventually evolving through the disasterous attempts at using glass-fibre resin, until forged hollow aluminum was utilised. The engine units can be removed by lowering them down after removable sections of the front and centre wing spar are removed. each coupled engine unit drove a remote gearbox, driving a British-Thomson-Houston solid state brushless alternator, a cabin blower and two hydraulic pumps. Hydraulics were split into two main systems and a backup system, with an electric pump and a manual hand pump. Hydraulic power operated the boosted flight controls and artifical feel jacks. It also operated powerful multi-disk wheel brakes, undercarriage retraction and extension, flaps, speedbrakes, nosewheel steering and the tailplane trim screwjack. Each engine nacelle was equipped with an electrically de-iced inlet and a shutter which would close off the engine inlet if it was shut down or the emergency fire handles were pulled. During ground operation, a Rotax RP-40 gas turbine would supply electrical power, deicing air, hydraulic power and cabin conditioned air with the engines shut down. A Freon vapour-cycle refrigerating plant provided cooled and conditioned air during flight and four cabin blowers maintained a 7.5 psi cabin differential pressure. the structure is composed of integrally stiffened milled skin and wing sections and machined wing spars, all being manufactured of Noral DTD-74 aluminium copper magnesium alloy. Redux bonding is used at most connections and riviting supplementing Redux bonding in high stress areas.
ACCIDENTS: The first occured during flight testing of the first prototype in April of 1959 after a demonstartion flight from Birmingham airport. During the descent phase into the Saunders-Roe East Cowes factory airstrip, the right elevator push rod, connecting the elevator servo jack to the elevator tab broke in half, wedging it between the pivot tab and the tailplane trim unit jamming it in a nose down configuration. attempts by the pilot to surge the engines and apply full up tailplane trim were vain and the airplane crashed 2,000 feet from the runway in a residential area, killing the test pilots and five test engineers as well as twelve people on the ground. The second major accident occured in August of 1961 an airplane, belonging to BOAC, was climbing to 12,000 feet enroute to Chicago O'Hare from London Heathrow, suddenly lost the propeller blade, manufactured from fibre-glass reinforced resin, on the number three engine unit which punctured the pressure cabin, striking it at over 600 miles per hour. It immediately killed the six occupants located adjacent to it, while four others and a flight attendant were promptly sucked throught the gap by cabin pressure. The fuselage buckled from the weakness and immeditely the airplane lost control, entering a flat spin and eventually nose diving and breaking up before hitting the ground in Londonderry, Northern Ireland, and prtions of the airframe splashing down in the Atlantic. there were no survivors. The third major incident involved a BOAC Westminster, taking off from Rome Michaelangelo International enroute to London in December of 1962. The number three inboard propeller lost a moulded vinyl foam balance insert, force fit into each propeller blade and weighing approximately 3 kg. The resulting wild unbalance wrenched the whole engine and gearbox from the airframe and it swung upwards tearing off a large portion of the leading edge. it struck the left elevator right as the plane was getting airborne, causing a sudden left roll, striking the left wingtip into the ground and crashing into the field adjacent to the airport. A serious fire broke out afterwards. 65 passengers perished in this accident, mostly from toxic fume inhalation. The last major incident which did not cause an accident or death, was a cabin pressure rear bulkhead failure at altitude enroute to New York from heathrow in August of 1966. The airplane returned and made a safe landing at Heathrow. There were a few injuries, mostly trauma caused by the sudden loss of cabin pressure. The explosion was traced to an earlier faulty installation of a cabin air outflow valve, causing damage to the rear pressure bulkhead which led to cracks forming and eventually bursting it out one fourth of its circumference. ]]>
In the late 40's, saunders-Roe Aircraft Ltd. began work on the Princess class flying boat. It was the largest pressurised commercial airliner ever built in that time. Unfortunately, delays with materials shortage from the war, as well as a market for seaplanes which rapidly dried up, the Princess was scrapped by 1954. saunders Roe had already began work on the Imperial, a landplane equipped with two Bristol-Siddley Coupled Proteus turboprops, driving counter-rotating propellers. the Imperial entered airline service in 1955, in which by that time, the groundwork for the westminster was already in place. Using a planiform, identical to the princess, Saro squeezed four Coupled Proteuses as well as two conventional proteus engines into the leading edge of the wing. The engines being buried in the centre spar and driving the propellers through extended shafts. Improvements over the Imperial were vast. conventional boosted flying controls, replacing the cumbersome electro-hydromechanical flight controls used on the Imperial. Wing skin and spars would be machined from solid aluminium on tape controlled milling machines and titanium finding extensive use in the airframe, mainly around the engine bays. saro completed its first prototype and rolled it out in december of 1958. The first flight was performed in March of 1959, on a flight from Saro's plant in Cowes on the Isle of Wight to London's Gatwick Airport, followed by taxi tests and a flight back to Cowes. The Westminsters first major setback occured just one month later when the first prototype crashed during a landing at Cowes, destroying the aircraft and killing the test pilot and seven other crew members and test engineers. The fault was eventually traced to a broken elevator push rod, which snapped and jammed the elevator in a nose down position. Delays ensued while new elevator rods were designed and manufactured. A second prototype flew in November of 1959. Airline orders remained limited to BEA, BOAC and a couple ordered by DAN Air of London. The first prooduction airframe was rolled out in May of 1960 and was delivered to BEA the following month. In 1961 another major setback occured when a BOAC Westminster, flying at altitude over Northern Ireland, on its way to Chicago, suddenly lost contact and was found broken up in Londonderry North ireland and major bits found in the Atlantic Ocean. An investigation was started and the planes Certificate of Airwothiness withdrawn while the Ministry of Transport oversaw the investigation. the problem was uncovered as a thrown experimental glass-fibre propeller blade puncturing the pressurised fuselage and causing a flat spin in which there was little hope of recovery. the airplane breaking up as it nosed over and exceeded structural speed. Another year would pass, while the propellers were remanufactured, laminated wood and experimental glass-fibre blades being peplaced with forged hollow steel blades. other problems which were oncovered during the investigations were addressed and rectified including wing spar fatigue cracking, "whirl mode" oscillations of the propellers and propeller gearboxes, and unacceptable amounts of fuel leakage into the engine bays. The airplane reentered service in late 1962, but this was short lived as another airplane, a BOAC machine crashed during takeoff at Romes Michaelangelo Airport. This was traced to an expanded vinyl foam balance block, moulded into the propeller tips breaking loose causing uncontrollable vibrations, eventually wrenching the number three engine -gearbox assembly off the wing and breaking off the leading edge of the left elevator as well. the airplane began rolling left and crashed into a field, killing 65 of the 80 passengers and crew on board. Again the C of A was withdrawn and propellers and engine mounts re- designed. Again the Westminster re-entered service in May of 1963. By this point ,however, Saunders-Roe had become a member of Hawker-Siddley and one of its maritime partners, British Hovercraft Corporation was utilising the Cowes facility for manufacturing the SR.N4 and SeaSpeed ferry hovercrafts. HS had also approved manufacture of the Hawker Siddley (formerly the DeHavilland) Trident, and Saro would be contracted to build complete tailplane units and engine nacelles.All occupied factory space would be required. HS immediately axed any further production of the Westminster, the last complete airframe was delivered in May of 1964 to BEA, and two more incomplete airframes were unglamorously parked outside of the factory, to be scrapped a few months later. In service the westminster would be riddled with many technical troubles and eventually proved to much of a maintenance hog for any further use. Most of the 25 airplanes built were retired before decades end, The last commercial flight was a BOAC flight from Heathrow to Amsterdam's Schiphol in 1970. The last existing airplane, a BEA machine was scrapped at Lasham in 1974.
TECHNICAL: The Westminster was powered by four Bristol-Siddley Coupled-Proteuses of 12,500 shp and two BS Proteuses of 6,000 shp each. The coupled pairs drive DeHavilland contra-rotating propellers 18 feet in diameter and manufactured at first out of laminated wood, eventually evolving through the disasterous attempts at using glass-fibre resin, until forged hollow aluminum was utilised. The engine units can be removed by lowering them down after removable sections of the front and centre wing spar are removed. each coupled engine unit drove a remote gearbox, driving a British-Thomson-Houston solid state brushless alternator, a cabin blower and two hydraulic pumps. Hydraulics were split into two main systems and a backup system, with an electric pump and a manual hand pump. Hydraulic power operated the boosted flight controls and artifical feel jacks. It also operated powerful multi-disk wheel brakes, undercarriage retraction and extension, flaps, speedbrakes, nosewheel steering and the tailplane trim screwjack. Each engine nacelle was equipped with an electrically de-iced inlet and a shutter which would close off the engine inlet if it was shut down or the emergency fire handles were pulled. During ground operation, a Rotax RP-40 gas turbine would supply electrical power, deicing air, hydraulic power and cabin conditioned air with the engines shut down. A Freon vapour-cycle refrigerating plant provided cooled and conditioned air during flight and four cabin blowers maintained a 7.5 psi cabin differential pressure. the structure is composed of integrally stiffened milled skin and wing sections and machined wing spars, all being manufactured of Noral DTD-74 aluminium copper magnesium alloy. Redux bonding is used at most connections and riviting supplementing Redux bonding in high stress areas.
ACCIDENTS: The first occured during flight testing of the first prototype in April of 1959 after a demonstartion flight from Birmingham airport. During the descent phase into the Saunders-Roe East Cowes factory airstrip, the right elevator push rod, connecting the elevator servo jack to the elevator tab broke in half, wedging it between the pivot tab and the tailplane trim unit jamming it in a nose down configuration. attempts by the pilot to surge the engines and apply full up tailplane trim were vain and the airplane crashed 2,000 feet from the runway in a residential area, killing the test pilots and five test engineers as well as twelve people on the ground. The second major accident occured in August of 1961 an airplane, belonging to BOAC, was climbing to 12,000 feet enroute to Chicago O'Hare from London Heathrow, suddenly lost the propeller blade, manufactured from fibre-glass reinforced resin, on the number three engine unit which punctured the pressure cabin, striking it at over 600 miles per hour. It immediately killed the six occupants located adjacent to it, while four others and a flight attendant were promptly sucked throught the gap by cabin pressure. The fuselage buckled from the weakness and immeditely the airplane lost control, entering a flat spin and eventually nose diving and breaking up before hitting the ground in Londonderry, Northern Ireland, and prtions of the airframe splashing down in the Atlantic. there were no survivors. The third major incident involved a BOAC Westminster, taking off from Rome Michaelangelo International enroute to London in December of 1962. The number three inboard propeller lost a moulded vinyl foam balance insert, force fit into each propeller blade and weighing approximately 3 kg. The resulting wild unbalance wrenched the whole engine and gearbox from the airframe and it swung upwards tearing off a large portion of the leading edge. it struck the left elevator right as the plane was getting airborne, causing a sudden left roll, striking the left wingtip into the ground and crashing into the field adjacent to the airport. A serious fire broke out afterwards. 65 passengers perished in this accident, mostly from toxic fume inhalation. The last major incident which did not cause an accident or death, was a cabin pressure rear bulkhead failure at altitude enroute to New York from heathrow in August of 1966. The airplane returned and made a safe landing at Heathrow. There were a few injuries, mostly trauma caused by the sudden loss of cabin pressure. The explosion was traced to an earlier faulty installation of a cabin air outflow valve, causing damage to the rear pressure bulkhead which led to cracks forming and eventually bursting it out one fourth of its circumference.

]]> http://bryskye.deviantart.com/art/VCTenderness-331774610 http://bryskye.deviantart.com/art/VCTenderness-331774610 Wed, 10 Oct 2012 18:29:42 PDT VCTenderness nonadult traditional/sculpture/models BrySkye http://a.deviantart.net/avatars/b/r/bryskye.png?7 Copyright 2012-2013 ~BrySkye As far as commercial airliners goes, only the VC10 and the larger Russian IL-62 feature this rear-engined quad layout.

To this day, the VC10 still holds the record for the fastest transatlantic crossing by a subsonic airliner.

Although its life as an airliner was short lived (entering service with BOAC in 1964, being retired by British Airways in 1981) and with only 54 examples ever being built, the aircraft has served the RAF extremely well as a transport and tanker aircraft.
Since 1974, and despite tens of thousands of flying hours around the world which includes combat deployments, not a single VC10 has crashed or suffered a series flight related accident (one was damaged beyond economic repair in 1997 while being de-fuelled on the ground). ]]> As far as commercial airliners goes, only the VC10 and the larger Russian IL-62 feature this rear-engined quad layout.

To this day, the VC10 still holds the record for the fastest transatlantic crossing by a subsonic airliner.

Although its life as an airliner was short lived (entering service with BOAC in 1964, being retired by British Airways in 1981) and with only 54 examples ever being built, the aircraft has served the RAF extremely well as a transport and tanker aircraft.
Since 1974, and despite tens of thousands of flying hours around the world which includes combat deployments, not a single VC10 has crashed or suffered a series flight related accident (one was damaged beyond economic repair in 1997 while being de-fuelled on the ground).

]]> http://wencn.deviantart.com/art/watching-airplanes-68483744 http://wencn.deviantart.com/art/watching-airplanes-68483744 Sun, 28 Oct 2007 20:21:11 PDT watching airplanes nonadult traditional/drawings/people wencn http://a.deviantart.net/avatars/w/e/wencn.jpg Copyright 2007-2013 ~wencn "watching airplanes"
Sittin Out here on the hood of this truck looking up
at a caramel colored sunset sky
checkin my watch doin the math in my head
counting back words to when you said goodbye
well those runway lights are gettin brighter

Im just sittin' out here watching airplanes
take off and fly
tryin to figure out which one you might be on
and why you dont love me anymore
right now im sittin' out here watching airplanes

I would've lied could've cried should've tried harder
done anything to make you stay
i wonder what you'd do if you looked out your window
saw me runnin down the runway just like i was crazy
that fence is too high so am i

so I'm just sittin' out here watching airplanes
take off and fly
tryin to figure out which one you might be on
and why you don't love me anymore
by now i know you're thirty thousand feet above me
but a million miles away, a million miles away
by now i know i outta act like you don't love me

but im just sittin' out here watching airplanes
take off and fly
im just sittin' out here watching airplanes
take off and fly
tryin to figure out which one you might be on
and why you don't love me anymore

yeah im just sittin' out here watching airplanes
go by, by, by
im just sittin' out here watching airplanes
baby bye, bye, bye

by; gary allan ]]> "watching airplanes"
Sittin Out here on the hood of this truck looking up
at a caramel colored sunset sky
checkin my watch doin the math in my head
counting back words to when you said goodbye
well those runway lights are gettin brighter

Im just sittin' out here watching airplanes
take off and fly
tryin to figure out which one you might be on
and why you dont love me anymore
right now im sittin' out here watching airplanes

I would've lied could've cried should've tried harder
done anything to make you stay
i wonder what you'd do if you looked out your window
saw me runnin down the runway just like i was crazy
that fence is too high so am i

so I'm just sittin' out here watching airplanes
take off and fly
tryin to figure out which one you might be on
and why you don't love me anymore
by now i know you're thirty thousand feet above me
but a million miles away, a million miles away
by now i know i outta act like you don't love me

but im just sittin' out here watching airplanes
take off and fly
im just sittin' out here watching airplanes
take off and fly
tryin to figure out which one you might be on
and why you don't love me anymore

yeah im just sittin' out here watching airplanes
go by, by, by
im just sittin' out here watching airplanes
baby bye, bye, bye

by; gary allan

]]> http://dagger-a09.deviantart.com/art/ruffles-have-ridges-108670921 http://dagger-a09.deviantart.com/art/ruffles-have-ridges-108670921 Tue, 06 Jan 2009 18:30:45 PST ruffles have ridges nonadult traditional/mixedmedia/people Dagger-A09 http://a.deviantart.net/avatars/d/a/dagger-a09.png?1 Copyright 2009-2013 ~Dagger-A09
Eh. I don't feel like writing a description. :c

Her arms are too short and fat. Sorry. D:

_{Lauren is mine, picture is mine} ]]>
Eh. I don't feel like writing a description. :c

Her arms are too short and fat. Sorry. D:

_{Lauren is mine, picture is mine}

]]> http://ady1989.deviantart.com/art/737-Sunset-323743663 http://ady1989.deviantart.com/art/737-Sunset-323743663 Mon, 27 Aug 2012 12:07:52 PDT 737 Sunset nonadult traditional/drawings/other ady1989 http://a.deviantart.net/avatars/a/d/ady1989.jpg?1 Copyright 2012-2013 ~ady1989
ADVANCED CRITIQUE ALWAYS WELCOME, LET'S HEAR IT! ]]>
ADVANCED CRITIQUE ALWAYS WELCOME, LET'S HEAR IT!

]]> http://redthedog.deviantart.com/art/Final-Approach-361541694 http://redthedog.deviantart.com/art/Final-Approach-361541694 Mon, 25 Mar 2013 14:09:52 PDT Final Approach nonadult traditional/drawings/other RedTheDog http://a.deviantart.net/avatars/r/e/redthedog.jpg?3 Copyright 2013 ~RedTheDog

Final approach in my C-150M. Done with pencils. ]]>

Final approach in my C-150M. Done with pencils.

]]> http://wormwoodthestar.deviantart.com/art/Arado-Ar-196-Bulgarian-Air-Force-269831727 http://wormwoodthestar.deviantart.com/art/Arado-Ar-196-Bulgarian-Air-Force-269831727 Sat, 19 Nov 2011 10:12:01 PST Arado Ar-196 - Bulgarian Air Force nonadult traditional/sculpture/models WormWoodTheStar http://a.deviantart.net/avatars/w/o/wormwoodthestar.png?2 Copyright 2011-2013 ~WormWoodTheStar History
The history of seaplanes begun just before World War I. At the time, there was very little number of airfields which could serve the aircrafts. Some people decided they can utilise long water bodies, like lakes, rivers or seas as a sort of "runway". The first floatplane, which took off in March 1910, was the French "Le Canard" (Duck) designed by Henri Fabre. The invention was quickly spotted by military. The increasing range of the warship's guns led to the situation when the gunners had to fire them beyond visual range, and firing one's guns first was crucial to win the battle. In March 1912, French Navy has reconstructed torpedo boat tender "Foudre" into a seaplane carrier. This was not an aircraft carrier as we know today; instead it launched the aircraft from its bow, but the aircraft could not land back on the ship - it would land on water and be recovered by ship's cranes and lifts system.

The idea has quickly spread throughout the world's Navies. Seaplanes were perfect "eyes" of the warships. In addition to reconaissance and artillery spotting, they could perform torpedo or bomb runs against enemy's ships. Sometimes they were even used as fighters, though the latter was uncommon; drag created by the floats and flying boat's hulls ment they were outclassed by land or carrier-based aircrafts.The launching method didn't change between wars; the seaplane was launched from catapult and recovered from water after landing. Normally, up to four seaplanes were carried by a battleship, while smaller cruisers carried one pair of them.

In 1933, after Hitler took power in Germany, Reich's Ministry of Aviation (RLM) looked for a shipborne aircraft that could replace the Heinkel He 60 biplane. One of the companies who joined the project was the Arado Flugzeugwerke. It presented a two-seat (three-seat in some versions), radial engine-powered aircraft in two float configurations: with a large single central float under the hull plus two wing floats and with two big floats under the hull. The first one proved rather unsuccesful (during one of the test an engine sheered off from the hull), but the twin-hull-floats configuration was just what Kriegsmarine was looking for. It was adopted and named Arado Ar-196.

Soon the Ar-196 became a favourite of all Kriegsmarine pilots. It was easy to flight, stable both in the air and on the waves and its range allowed it to fly long, lone sorties during which it could find and engage hostile ships before returning to its carrier. It recieved a nickname "Mädchen für alles" (Girl for everything) from its crews. The only complaint was the low bomb payload - it could carry only 100 kgs of bombs (typicaly it carried 2x50 bombs under wings). But it was enough if the enemy was already damaged by Arado's carrier ship or other German vehicles. On May 5th 1940 two Ar-196s forced a British submarine HMS Seal to surrender. Seal was already damaged by German mines and the crew was exhausted after emergency resurface. The floatplanes kept the sub from escaping, while the trawler took it to Denmark and after some reparations it was renamed U-B and used for some time by Kriegsmarine. However the reparation costs turned out to be too high and the sub was abandoned. The only value derived was the HMS Seal's torpedo launchers design, copied and incorporated into German U-boots.

The largest ships to carry Arado seaplanes was the German battleship Bismarck and its twin ship, Tirpitz. Bismark used its four Arado's for reconaissance and artillery guiding. Some of them have also engaged in dogfights with PBY Catalina flying boats, spying the Bismarck. When it became obvious that the Royal Navy is after her, vengeful after the loss of HMS Hood sunken by Bismarck, the captain ordered Ar-196s pilots to take all the footage of the clash between the ships, Bismarck's war diary and other documents to safety, but it turned out that one of the shells has destroyed ship's catapults. Unable to save the documents, the German sailors simply dumped them to the sea.

When most of the Kriegsmarine's ships which could carry Ar-196s were destroyed, they were shifted to coast guarding and submarine hunting.

Three of Germany's allies - Finland, Romania and Bulgaria - also recieved some Ar-196s. Bulgaria and Romania used them for maritime patrol, lacking ships which could launch them on the sea. Finland also performed raids against Soviet positions, carrying special forces behind Russian lines and landing on lakes. Of about 541 Ar-196 built, two survive to this day, though one is in very bad condition.

The kit
Before I start the review, I'd like to say about something that I call "flash disappointment" (pun intented). It occurs to me every time I see an exceptional amount of flashes on the sprue. These are small pieces of plastic, which - during the process of model making - has flown out of the form into the spaces between the form's halves if these were not tight enough. Removing them is simple, but boring task. So you open your model's box, you take the pieces out and you see the flashes, and you think "holy tank, there's so many of them... it'll take eternity to remove them all" (especially since some are in hard-accesible areas). So you leave the kit and it lies somewhere in the box, waiting for better times... Then you open the box again and think "Hmm, maybe there's not that much flash after all" (especially if you were making some cheap Mastercraft model in a meantime) and start the assembly.

So, what we have in box. OK, what we DON'T have. We don't have one (or more) big sprue(s) like in most cases. The pieces are randomly joined with plastic bars and judging from the damages on some of them, especially hull and floats, they've detached from the "sprues" while still in the box. Before assembly, I had to check if everything (or at least most crucial pieces) is still in place.

The kit is a repack of Airfix's model from 1970s, and you can see it in the piece's quality. They are fairly detailed, but despite a tight fit in some places, there are very large holes visible between parts, so you'll certainly need putty. Some pieces are fragile, i.e. the floats supporting beams. But there are also more positive sides, i.e. the ailerons are separate from the wing, so you can install them in up or down position, which certainly adds to the kit's look. Also, the upper and lower halves of wings and floats are all separated, so it's easier to paint them before assembly.

Some pieces looked pretty weak, i.e. pilot's seat, machine guns, bombs or the engine. I replaced the pilot's seat with one from Hawker Hurricane, which looks slightly different, but isn't so horribly wide. Same goes for the engine - I used one from F4U Corsair. Though BWM 132 and P&W R-2800-21 Double Wasp look somewhat different, when hidden behind the propeller and engine cover the differences aren't very visible. Unfortunately I had no replacement for machine guns.

Initially, I wanted to make a simple camouflage, consisting of "upper green + bottom blue" combination, but then I dared to try using the masking tape to make some two-tone camo. I wasn't much optimistic, though, since my previous experiences usually ended with destroyed painting scheme and scrubbing the paint off the plastic.
But this time... it came out quite nicely There are some places where the paint went beyond the tape, but from above it's very good for my first succesful attempt. I used two tones of green: Humbrol 150 for the lighter parts and the same paint plus some panzergrau for the darker areas.
Unfortunately in some areas the paint came off in a way I didn't notice it before making photos. They'll be corrected later, right now I'm too tired to do this.

Since most of the models present the Ar-196s in German markings, and I wanted something original, I looked for the list of them in foreign service. I could choose between Romania, Finland and Bulgaria. I happened to have markings of all, but first - Romanian were of bad quality (Mastercraft's -_-), besides I also want to have a Henschel Hs-129 in Romanian markings, and Finnish... well, I just didn't like the idea (no offence, Fins). The Bulgarian markings come from the Pantera's Fi-156 Storch set which I didn't finish because of the bad instruction quality. They are not historically accurate, though - they should be all of the same size, and all of them should have black frames around them (only the bottom wing side decals have them). I also didn't care for the accuracy of camo; though the surviving Bulgarian Ar-196 ([link]) suggests it was a single-tone camo (it might be a post-war museum painting), other sources show that it used two-tone camo, just like the aircrafts of the Luftwaffe.
I omitted the warning decals, because I tried to apply some and they fell off, so it didn't look good to have one step with warning and another without.

Model: Airfix
Paints: mostly Humbrol
Scale: 1/72 ]]> History
The history of seaplanes begun just before World War I. At the time, there was very little number of airfields which could serve the aircrafts. Some people decided they can utilise long water bodies, like lakes, rivers or seas as a sort of "runway". The first floatplane, which took off in March 1910, was the French "Le Canard" (Duck) designed by Henri Fabre. The invention was quickly spotted by military. The increasing range of the warship's guns led to the situation when the gunners had to fire them beyond visual range, and firing one's guns first was crucial to win the battle. In March 1912, French Navy has reconstructed torpedo boat tender "Foudre" into a seaplane carrier. This was not an aircraft carrier as we know today; instead it launched the aircraft from its bow, but the aircraft could not land back on the ship - it would land on water and be recovered by ship's cranes and lifts system.

The idea has quickly spread throughout the world's Navies. Seaplanes were perfect "eyes" of the warships. In addition to reconaissance and artillery spotting, they could perform torpedo or bomb runs against enemy's ships. Sometimes they were even used as fighters, though the latter was uncommon; drag created by the floats and flying boat's hulls ment they were outclassed by land or carrier-based aircrafts.The launching method didn't change between wars; the seaplane was launched from catapult and recovered from water after landing. Normally, up to four seaplanes were carried by a battleship, while smaller cruisers carried one pair of them.

In 1933, after Hitler took power in Germany, Reich's Ministry of Aviation (RLM) looked for a shipborne aircraft that could replace the Heinkel He 60 biplane. One of the companies who joined the project was the Arado Flugzeugwerke. It presented a two-seat (three-seat in some versions), radial engine-powered aircraft in two float configurations: with a large single central float under the hull plus two wing floats and with two big floats under the hull. The first one proved rather unsuccesful (during one of the test an engine sheered off from the hull), but the twin-hull-floats configuration was just what Kriegsmarine was looking for. It was adopted and named Arado Ar-196.

Soon the Ar-196 became a favourite of all Kriegsmarine pilots. It was easy to flight, stable both in the air and on the waves and its range allowed it to fly long, lone sorties during which it could find and engage hostile ships before returning to its carrier. It recieved a nickname "Mädchen für alles" (Girl for everything) from its crews. The only complaint was the low bomb payload - it could carry only 100 kgs of bombs (typicaly it carried 2x50 bombs under wings). But it was enough if the enemy was already damaged by Arado's carrier ship or other German vehicles. On May 5th 1940 two Ar-196s forced a British submarine HMS Seal to surrender. Seal was already damaged by German mines and the crew was exhausted after emergency resurface. The floatplanes kept the sub from escaping, while the trawler took it to Denmark and after some reparations it was renamed U-B and used for some time by Kriegsmarine. However the reparation costs turned out to be too high and the sub was abandoned. The only value derived was the HMS Seal's torpedo launchers design, copied and incorporated into German U-boots.

The largest ships to carry Arado seaplanes was the German battleship Bismarck and its twin ship, Tirpitz. Bismark used its four Arado's for reconaissance and artillery guiding. Some of them have also engaged in dogfights with PBY Catalina flying boats, spying the Bismarck. When it became obvious that the Royal Navy is after her, vengeful after the loss of HMS Hood sunken by Bismarck, the captain ordered Ar-196s pilots to take all the footage of the clash between the ships, Bismarck's war diary and other documents to safety, but it turned out that one of the shells has destroyed ship's catapults. Unable to save the documents, the German sailors simply dumped them to the sea.

When most of the Kriegsmarine's ships which could carry Ar-196s were destroyed, they were shifted to coast guarding and submarine hunting.

Three of Germany's allies - Finland, Romania and Bulgaria - also recieved some Ar-196s. Bulgaria and Romania used them for maritime patrol, lacking ships which could launch them on the sea. Finland also performed raids against Soviet positions, carrying special forces behind Russian lines and landing on lakes. Of about 541 Ar-196 built, two survive to this day, though one is in very bad condition.

The kit
Before I start the review, I'd like to say about something that I call "flash disappointment" (pun intented). It occurs to me every time I see an exceptional amount of flashes on the sprue. These are small pieces of plastic, which - during the process of model making - has flown out of the form into the spaces between the form's halves if these were not tight enough. Removing them is simple, but boring task. So you open your model's box, you take the pieces out and you see the flashes, and you think "holy tank, there's so many of them... it'll take eternity to remove them all" (especially since some are in hard-accesible areas). So you leave the kit and it lies somewhere in the box, waiting for better times... Then you open the box again and think "Hmm, maybe there's not that much flash after all" (especially if you were making some cheap Mastercraft model in a meantime) and start the assembly.

So, what we have in box. OK, what we DON'T have. We don't have one (or more) big sprue(s) like in most cases. The pieces are randomly joined with plastic bars and judging from the damages on some of them, especially hull and floats, they've detached from the "sprues" while still in the box. Before assembly, I had to check if everything (or at least most crucial pieces) is still in place.

The kit is a repack of Airfix's model from 1970s, and you can see it in the piece's quality. They are fairly detailed, but despite a tight fit in some places, there are very large holes visible between parts, so you'll certainly need putty. Some pieces are fragile, i.e. the floats supporting beams. But there are also more positive sides, i.e. the ailerons are separate from the wing, so you can install them in up or down position, which certainly adds to the kit's look. Also, the upper and lower halves of wings and floats are all separated, so it's easier to paint them before assembly.

Some pieces looked pretty weak, i.e. pilot's seat, machine guns, bombs or the engine. I replaced the pilot's seat with one from Hawker Hurricane, which looks slightly different, but isn't so horribly wide. Same goes for the engine - I used one from F4U Corsair. Though BWM 132 and P&W R-2800-21 Double Wasp look somewhat different, when hidden behind the propeller and engine cover the differences aren't very visible. Unfortunately I had no replacement for machine guns.

Initially, I wanted to make a simple camouflage, consisting of "upper green + bottom blue" combination, but then I dared to try using the masking tape to make some two-tone camo. I wasn't much optimistic, though, since my previous experiences usually ended with destroyed painting scheme and scrubbing the paint off the plastic.
But this time... it came out quite nicely There are some places where the paint went beyond the tape, but from above it's very good for my first succesful attempt. I used two tones of green: Humbrol 150 for the lighter parts and the same paint plus some panzergrau for the darker areas.
Unfortunately in some areas the paint came off in a way I didn't notice it before making photos. They'll be corrected later, right now I'm too tired to do this.

Since most of the models present the Ar-196s in German markings, and I wanted something original, I looked for the list of them in foreign service. I could choose between Romania, Finland and Bulgaria. I happened to have markings of all, but first - Romanian were of bad quality (Mastercraft's -_-), besides I also want to have a Henschel Hs-129 in Romanian markings, and Finnish... well, I just didn't like the idea (no offence, Fins). The Bulgarian markings come from the Pantera's Fi-156 Storch set which I didn't finish because of the bad instruction quality. They are not historically accurate, though - they should be all of the same size, and all of them should have black frames around them (only the bottom wing side decals have them). I also didn't care for the accuracy of camo; though the surviving Bulgarian Ar-196 ([link]) suggests it was a single-tone camo (it might be a post-war museum painting), other sources show that it used two-tone camo, just like the aircrafts of the Luftwaffe.
I omitted the warning decals, because I tried to apply some and they fell off, so it didn't look good to have one step with warning and another without.

Model: Airfix
Paints: mostly Humbrol
Scale: 1/72

]]> http://vanzdragon-227.deviantart.com/art/Plane-Departure-263147051 http://vanzdragon-227.deviantart.com/art/Plane-Departure-263147051 Wed, 12 Oct 2011 21:33:40 PDT Plane Departure nonadult traditional/paintings/still vanzdragon-227 http://a.deviantart.net/avatars/v/a/vanzdragon-227.gif?3 Copyright 2011-2013 ~vanzdragon-227
This is another little job my mum wanted me to do for her XD So basically I had to paint on cloth this picture of a plane about to take off, so I did. Took me about 2 days to do even though it's smaller than my Namib Desert one...probably because there are more small parts to paint so I had to be more careful...

Again, the photo I modelled this painting from is not mine. My mum found it in the internet. Credit to whoever took it XD
Painting: mine

Dimensions: H: 1.14m, W: 1m

Have fun~ ]]>
This is another little job my mum wanted me to do for her XD So basically I had to paint on cloth this picture of a plane about to take off, so I did. Took me about 2 days to do even though it's smaller than my Namib Desert one...probably because there are more small parts to paint so I had to be more careful...

Again, the photo I modelled this painting from is not mine. My mum found it in the internet. Credit to whoever took it XD
Painting: mine

Dimensions: H: 1.14m, W: 1m

Have fun~

]]> http://gregbajor.deviantart.com/art/Lufthansa-Airbus-A321-painting-200099963 http://gregbajor.deviantart.com/art/Lufthansa-Airbus-A321-painting-200099963 Mon, 07 Mar 2011 13:03:20 PST Lufthansa Airbus A321 painting nonadult traditional/paintings/other gregbajor http://a.deviantart.net/avatars/g/r/gregbajor.jpg?1 Copyright 2011-2013 ~gregbajor
My gouache paintings

All rights reserved Copyright © 2011

Greg's website ]]>
My gouache paintings

All rights reserved Copyright © 2011

Greg's website

]]> http://singularly-datarific.deviantart.com/art/Mig-25-112512295 http://singularly-datarific.deviantart.com/art/Mig-25-112512295 Tue, 10 Feb 2009 22:22:27 PST Mig-25 nonadult traditional/drawings/technical Singularly-Datarific http://a.deviantart.net/avatars/s/i/singularly-datarific.png?1 Copyright 2009-2013 ~Singularly-Datarific

]]> http://eccentricarrow.deviantart.com/art/Lufthansa-Jet-A330-150651349 http://eccentricarrow.deviantart.com/art/Lufthansa-Jet-A330-150651349 Sat, 16 Jan 2010 14:48:23 PST Lufthansa Jet A330 nonadult traditional/drawings/other EccentricArrow http://a.deviantart.net/avatars/e/c/eccentricarrow.jpg?4 Copyright 2010-2013 *EccentricArrow http://creativecommons.org/licenses/by-nc-nd/3.0/
I also got waaaaaaaay too lazy and just gave up on drawing it, It might of looked better if I took the time the draw it.


I only took an hour to do so....The wing was the hardest part, I spent most of my time doing the wing and the damn windows. haha.

Anyway, I like it...I got bored of drawing anime so I thought I'd try to draw something different... ]]>
I also got waaaaaaaay too lazy and just gave up on drawing it, It might of looked better if I took the time the draw it.


I only took an hour to do so....The wing was the hardest part, I spent most of my time doing the wing and the damn windows. haha.

Anyway, I like it...I got bored of drawing anime so I thought I'd try to draw something different...

]]> http://12tribesofisrael.deviantart.com/art/Concentration-Camps-and-Agenda-21-287939793 http://12tribesofisrael.deviantart.com/art/Concentration-Camps-and-Agenda-21-287939793 Wed, 29 Feb 2012 19:51:39 PST Concentration Camps and Agenda 21 nonadult traditional/other 12TribesOfIsrael http://a.deviantart.net/avatars/1/2/12tribesofisrael.jpg?2 Copyright 2012-2013 ~12TribesOfIsrael [link]



Pretty soon those who reject the New World Order will find themselves in one of the 800 plus Concentration Camps built here in the United States. Your televangelists whose churches are 501c3 tax exempt, are going to lead you to your death. They are puppets for the Elite to keep you unconscious and looking for a blessing to fall out of the sky, so they are paid to teach you the Rapture Deception Doctrine which is completely false! They are going to come for those that are outspoken and refuse to comply to their One Way System of Government, at 4am in the morning. Those outspoken such as myself, are considered to be on the Red List, and the Blue List consists of those who follow those on the Red List, and the Yellow List are those who could care less about whats going on who glady will take the RFID Microchip. They are going to round the Red List and Blue List people up with the help of Blackwater Mercenaries, and haul them off on Fema Trains to their death at designated concentration camps. So while you singing and dancing and clubbing and shopping and just living carefree, the government is planning the death of you and your friends and children. These Concentration Camps are all fully operational and ready to receive prisoners. They are all staffed and even surrounded by full-time guards, but they are all empty. These camps are to be operated by FEMA (Federal Emergency Management Agency) should Martial Law need to be implemented in the United States.

The Rex 84 Program was established on the reasoning that if a mass exodus of illegal aliens crossed the Mexican/US border, they would be quickly rounded up and detained in detention centers by FEMA. Rex 84 allowed many military bases to be closed down and to be turned into prisons. Operation Cable Splicer and Garden Plot are the two sub programs which will be implemented once the Rex 84 program is initiated for its proper purpose.

•
Garden Plot is the program to control the population.

•
Cable Splicer is the program for an orderly takeover of the state and local governments by the federal government.


FEMA is the executive arm of the coming police state and thus will head up all operations. The Presidential Executive Orders already listed on the Federal Register also are part of the legal framework for this operation. The camps all have railroad facilities as well as roads leading to and from the detention facilities. Many also have an airport nearby. The majority of the camps can house a population of 20,000 prisoners. Currently, the largest of these facilities is just outside of Fairbanks, Alaska. The Alaskan facility is a massive mental health facility and can hold approximately 2 million people.

Locations of Known Concentration Camps Within The United States

ALABAMA
Opelika - Military compound either in or very near town.
Aliceville - WWII German POW camp - capacity 15,000
Ft. McClellan (Anniston) - Opposite side of town from Army Depot;
Maxwell AFB (Montgomery) - Civilian prison camp established under Operation Garden Plot, currently operating with support staff and small inmate population.
Talladega - Federal prison "satellite" camp.

ARIZONA
Ft. Huachuca - 20 miles from Mexican border, 30 miles from Nogales Rex '84 facility.
Pinal County - on the Gila River - WWII Japanese detention camp. May be renovated.
Yuma County - Colorado River - Site of former Japanese detention camp (near proving grounds). This site was completely removed in 1990 according to some reports.
Phoenix - Federal Prison Satellite Camp. Main federal facility expanded.
Florence - WWII prison camp NOW RENOVATED, OPERATIONAL with staff & 400 prisoners, operational capacity of 3,500.
Wickenburg - Airport is ready for conversion; total capacity unknown. Davis-Monthan AFB (Tucson) - Fully staffed and presently holding prisoners!!
Sedona - site of possible UN base.

ARKANSAS
Ft. Chaffee (near Fort Smith, Arkansas) - Has new runway for aircraft, new camp facility with cap of 40,000 prisoners.
Pine Bluff Arsenal - This location also is the repository for B-Z nerve agent, which causes sleepiness, dizziness, stupor; admitted use is for civilian control.
Jerome - Chicot/Drew Counties - site of WWII Japanese camps
Rohwer - Descha County - site of WWII Japanese camps.
Blythville AFB - Closed airbase now being used as camp. New wooden barracks have been constructed at this location. Classic decorations - guard towers, barbed wire, high fences.
Berryville - FEMA facility located east of Eureka Springs off Hwy. 62.
Omaha - Northeast of Berryville near Missouri state line, on Hwy 65 south of old wood processing plant. Possible crematory facility.

CALIFORNIA
Vandenburg AFB - Rex 84 facility, located near Lompoc & Santa Maria. Internment facility is located near the oceanside, close to Space Launch Complex #6, also called "Slick Six". The launch site has had "a flawless failure record" and is rarely used. Norton AFB - (closed base) now staffed with UN according to some sources.
Tule Lake - area of "wildlife refuge", accessible by unpaved road, just inside Modoc County.
Fort Ord - Closed in 1994, this facility is now an urban warfare training center for US and foreign troops, and may have some "P.O.W. - C.I." enclosures.
Twentynine Palms Marine Base - Birthplace of the infamous "Would you shoot American citizens?" Quiz. New camps being built on "back 40".
Oakdale - Rex 84 camp capable of holding at least 20,000 people. 90 mi. East of San Francisco. Terminal Island - (Long Beach) located next to naval shipyards operated by ChiCom shipping interests. Federal prison facility located here. Possible deportation point.
Ft. Irwin - FEMA facility near Barstow. Base is designated inactive but has staffed camp.
McClellan AFB - facility capable for 30,000 - 35,000
Sacramento - Army Depot - No specific information at this time.
Mather AFB - Road to facility is blocked off by cement barriers and a stop sign. Sign states area is restricted; as of 1997 there were barbed wire fences pointing inward, a row of stadium lights pointed toward an empty field, etc. Black boxes on poles may have been cameras.

COLORADO
Trinidad - WWII German/Italian camp being renovated.
Granada - Prowers County - WWII Japanese internment camp
Ft. Carson - Along route 115 near Canon City
CONNECTICUT, DELAWARE - No data available.

FLORIDA
Avon Park - Air Force gunnery range, Avon Park has an on-base "correctional facility" which was a former WWII detention camp.
Camp Krome - DoJ detention/interrogation center, Rex 84 facility
Eglin AFB - This base is over 30 miles
long, from Pensacola to Hwy 331 in De Funiak Springs. High capacity facility, presently manned and populated with some prisoners.
Pensacola - Federal Prison Camp Everglades - It is believed that a facility may be carved out of the wilds here.

GEORGIA
Ft. Benning - Located east of Columbus near Alabama state line. Rex 84 site - Prisoners brought in via Lawson Army airfield.
Ft. Mc Pherson - US Force Command - Multiple reports that this will be the national headquarters and coordinating center for foreign/UN troop movement and detainee collection.
Ft. Gordon - West of Augusta - No information at this time.
Unadilla - Dooly County - Manned, staffed FEMA prison on route 230, no prisoners.
Oglethorpe - Macon County; facility is located five miles from Montezuma, three miles from Oglethorpe. This FEMA prison has no staff and no prisoners.
Morgan - Calhoun County, FEMA facility is fully manned & staffed - no prisoners. Camilla - Mitchell County, south of Albany. This FEMA facility is located on Mt. Zion Rd approximately 5.7 miles south of Camilla. Unmanned - no prisoners, no staff. Hawkinsville - Wilcox County; Five miles east of town, fully manned and staffed but
no prisoners. Located on fire road 100/Upper River Road
Abbeville - South of Hawkinsville on US route 129; south of town off route 280 near Ocmulgee River. FEMA facility is staffed but without prisoners.
McRae - Telfair County - 1.5 miles west of McRae on Hwy 134 (8th St). Facility is on Irwinton Avenue off 8th St., manned & staffed - no prisoners.
Fort Gillem - South side of Atlanta - FEMA designated detention facility.
Fort Stewart - Savannah area - FEMA designated detention facility.

IDAHO
Minidoka/Jerome Counties - WWII Japanese-American internment facility possibly under renovation.
Clearwater National Forest - Near Lolo Pass - Just miles from the Montana state line near Moose Creek, this unmanned facility is reported to have a nearby airfield. Wilderness areas - Possible location. No data.

ILLINOIS
Marseilles - Located on the Illinois River off Interstate 80 on Hwy 6. It is a relatively small facility with a cap of 1400 prisoners. Though it is small it is designed like prison facilities with barred windows, but the real smoking gun is the presence of military vehicles. Being located on the Illinois River it is possible that prisoners will be brought in by water as well as by road and air. This facility is approximately 75 miles west of Chicago. National Guard training area nearby.
Scott AFB - Barbed wire prisoner enclosure reported to exist just off-base. More info needed, as another facility on-base is beieved to exist.
Pekin - This Federal satellite prison camp is also on the Illinois River, just south of Peoria. It supplements the federal penitentiary in Marion, which is equipped to handle additional population outside on the grounds.
Chanute AFB - Rantoul, near Champaign/Urbana - This closed base had WWII - era barracks that were condemned and torn down, but the medical facility was upgraded and additional fencing put up in the area. More info needed.
Marion - Federal Penitentiary and satellite prison camp inside Crab Orchard Nat'l Wildlife Refuge. Manned, staffed, populated fully.
Greenfield - Two federal correctional "satellite prison camps" serving Marion - populated as above.
Shawnee National Forest - Pope County - This area has seen heavy traffic of foreign military equipment and troops via Illinois Central Railroad, which runs through the area. Suspected location is unknown, but may be close to Vienna and Shawnee correctional centers, located 6 mi. west of Dixon Springs.
Savanna Army Depot - NW area of state on Mississippi River.
Lincoln, Sheridan, Menard, Pontiac, Galesburg - State prison facilities equipped for major expansion and close or adjacent to highways & railroad tracks.
Kankakee - Abandoned industrial area on west side of town (Rt.17 & Main) designated as FEMA detention site. Equipped with water tower, incinerator, a small train yard behind it and the rear of the facility is surrounded by barbed wire facing inwards.

INDIANA
Indianapolis / Marion County - Amtrak railcar repair facility (closed); controversial site of a major alleged detention / processing center. Although some sources state that this site is a "red herring", photographic and video evidence suggests otherwise. This large facility contains large 3-4 inch gas mains to large furnaces (crematoria?), helicopter landing pads, railheads for prisoners, Red/Blue/Green zones for classifying and processing incoming personnel, one-way turnstiles, barracks, towers, high fences with razor wire, etc. Personnel with government clearance who are friendly to the patriot movement took a guided tour of the facility to confirm this site. This site is located next to a closed refrigeration plant facility.
Ft. Benjamin Harrison - Located in the northeast part of Indianapolis, this base has been decomissioned from "active" use but portions are still ideally converted to hold detainees. Helicopter landing areas still exist for prisoners to be brought in by air, land & rail.
Crown Point - Across street from county jail, former hospital. One wing presently being used for county work-release program, 80% of facility still unused. Possible FEMA detention center or holding facility.
Camp Atterbury - Facility is converted to hold prisoners and boasts two active compounds presently configured for minumum security detainees. Located just west of Interstate 65 near Edinburgh, south of Indianapolis.
Terre Haute - Federal Correctional Institution, Satellite prison camp and death facility. Equipped with crematoria reported to have a capacity of 3,000 people a day. FEMA designated facility located here.
Fort Wayne - This city located in Northeast Indiana has a FEMA designated detention facility, accessible by air, road and nearby rail.
Kingsbury - This "closed" military base is adjacent to a state fish & wildlife preserve. Part of the base is converted to an industrial park, but the southern portion of this property is still used. It is bordered on the south by railroad, and is staffed with some
foreign-speaking UN troops. A local police officer who was hunting and camping close to the base in the game preserve was accosted, roughed up, and warned by the English-speaking unit commander to stay away from the area. It was suggested to the officer that the welfare of his family would depend on his "silence". Located just southeast of LaPorte.
Jasper-Pulaski Wildlife Area - Youth Corrections farm located here. Facility is "closed", but is still staffed and being "renovated". Total capacity unknown.
Grissom AFB - This closed airbase still handles a lot of traffic, and has a "stateowned" prison compound on the southern part of the facility. UNICOR.

KANSAS
Leavenworth - US Marshal's Fed Holding Facility, US Penitentiary, Federal Prison Camp, McConnell Air Force Base. Federal death penalty facility.
Concordia - WWII German POW camp used to exist at this location but there is no facility there at this time.
Ft. Riley - Just north of Interstate 70, airport, near city of Manhattan.
El Dorado - Federal prison converted into forced-labor camp, UNICOR industries.
Topeka - 80 acres has been converted into a temporary holding camp.

KENTUCKY
Ashland - Federal prison camp in Eastern Kentucky near the Ohio River. Louisville - FEMA detention facility, located near restricted area US naval ordnance plant. Military airfield located at facility, which is on south side of city.
Lexington - FEMA detention facility, National Guard base with adjacent airport facility. Manchester - Federal prison camp located inside Dan Boone National Forest.
Ft. Knox - Detention center, possibly located near Salt River, in restricted area of base. Local patriots advise that black Special Forces & UN gray helicopters are occasionally seen in area.
Land Between the Lakes - This area was declared a UN biosphere and is an ideal geographic location for detention facilities. Area is an isthmus extending out from Tennessee, between Lake Barkley on the east and Kentucky Lake on the west. Just scant miles from Fort Campbell in Tennessee.

LOUISIANA
Ft. Polk - This is a main base for UN troops & personnel, and a training center for the disarmament of America.
Livingston - WWII German/Italian internment camp being renovated?; halfway between Baton Rouge and Hammond, several miles north of Interstate 12.
Oakdale - Located on US route 165 about 50 miles south of Alexandria; two federal
detention centers just southeast of Fort Polk.

MAINE
Houlton - WWII German internment camp in Northern Maine, off US Route 1.
MARYLAND, and DC
Ft. Meade - Halfway between the District of Criminals and Baltimore. Data needed. Ft. Detrick - Biological warfare center for the NWO, located in Frederick.

MASSACHUSETTS
Camp Edwards / Otis AFB - Cape Cod - This "inactive" base is being converted to hold many New Englander patriots. Capacity unknown.
Ft. Devens - Active detention facility. More data needed.

MICHIGAN
Camp Grayling - Michigan Nat'l Guard base has several confirmed detention camps, classic setup with high fences, razor wire, etc. Guard towers are very well-built, sturdy. Multiple compounds within larger enclosures. Facility deep within forest area. Sawyer AFB - Upper Peninsula - south of Marquette - No data available.
Bay City - Classic enclosure with guard towers, high fence, and close to shipping port on Saginaw Bay, which connects to Lake Huron. Could be a deportation point to overseas via St. Lawrence Seaway.
Southwest - possibly Berrien County - FEMA detention center.
Lansing - FEMA detention facility.

MINNESOTA
Duluth - Federal prison camp facility.
Camp Ripley - new prison facility.

NEBRASKA
Scottsbluff - WWII German POW camp (renovated?). Northwest, Northeast corners of state - FEMA detention facilities - more data needed. South Central part of state - Many old WWII sites - some may be renovated.

NEVADA
Elko - Ten miles south of town. Wells - Camp is located in the O'Niel basin area, 40 miles north of Wells, past Thousand Springs, west off Hwy 93 for 25 miles.
Pershing County - Camp is located at I-80 mile marker 112, south side of the highway, about a mile back on the county road and then just off the road about 3/4mi.
Winnemucca - Battle Mountain area - at the base of the mountains.
Nellis Air Force Range - Northwest from Las Vegas on Route 95. Nellis AFB is just north of Las Vegas on Hwy 604.
Stillwater Naval Air Station - east of Reno . No additional data.

NEW HAMPSHIRE / VERMONT
Northern New Hampshire - near Lake Francis. No additional data.

NEW MEXICO
Ft. Bliss - This base actually straddles Texas state line. Just south of Alomogordo, Ft. Bliss has thousands of acres for people who refuse to go with the "New Order". Holloman AFB (Alomogordo) - Home of the German Luftwaffe in Amerika; major UN base. New facility being built on this base, according to recent visitors. Many former USAF buildings have been torn down by the busy and rapidly growing German military force located here.
Fort Stanton - currently being used as a youth detention facility approximately 35 miles north of Ruidoso, New Mexico. Not a great deal of information concerning the Lordsburg location.
White Sands Missile Range - Currently being used as a storage facility for United Nations vehicles and equipment. Observers have seen this material brought in on the White Sands rail spur in Oro Grande New Mexico about thirty miles from the Texas, New Mexico Border.

NEW YORK
Ft. Drum - two compounds: Rex 84 detention camp and FEMA detention facility. Albany - FEMA detention facility.
Otisville - Federal correctional facility, near Middletown. Buffalo - FEMA detention facility.

NORTH CAROLINA
Camp Lejeune / New River Marine Airfield - facility has renovated, occupied WWII detention compounds and "mock city" that closely resembles Anytown, USA.
Fort Bragg - Special Warfare Training Center. Renovated WWII detention facility.
Andrews - Federal experiment in putting a small town under siege. Began with the search/ hunt for survivalist Eric Rudolph. No persons were allowed in or out of town without federal permission and travel through town was highly restricted. Most residents compelled to stay in their homes. Unregistered Baptist pastor from Indiana visiting Andrews affirmed these facts.

OHIO
Camp Perry - Site renovated; once used as a POW camp to house German and Italian prisoners of WWII. Some tar paper covered huts built for housing these prisoners are still standing. Recently, the construction of multiple 200-man barracks have replaced most of the huts.
Cincinnati, Cleveland, Columbus - FEMA detention facilities. Data needed.
Lima - FEMA detention facility. Another facility located in/near old stone quarry near Interstate 75. Railroad access to property, fences etc.

OKLAHOMA
Tinker AFB (OKC) - All base personnel are prohibited from going near civilian detention area, which is under constant guard.
Will Rogers World Airport - FEMA's main processing center for west of the Mississippi. All personnel are kept out of the security zone. Federal prisoner transfer center located here (A pentagon-shaped building where airplanes can taxi up to). Photos have been taken and this site will try to post soon! El Reno - Renovated federal internment facility with CURRENT population of 12,000 on Route 66.
McAlester - near Army Munitions Plant property - former WWII German / Italian POW camp designated for future use. Ft. Sill (Lawton) - Former WWII detention camps. More data still needed.

OREGON
Sheridan - Federal prison satellite camp northwest of Salem.
Josephine County - WWII Japanese internment camp ready for renovation.
Sheridan - FEMA detention center. Umatilla - New prison spotted.

PENNSYLVANIA
Allenwood - Federal prison camp located south of Williamsport on the Susquehanna River. It has a current inmate population of 300, and is identified by William Pabst as having a capacity in excess of 15,000 on 400 acres.
Indiantown Gap Military Reservation - located north of Harrisburg. Used for WWII POW camp and renovated by Jimmy Carter. Was used to hold Cubans during Mariel boat lift.
Camp Hill - State prison close to Army depot. Lots of room, located in Camp Hill, Pa. New Cumberland Army Depot - on the Susquehanna River, located off Interstate 83 and Interstate 76.
Schuylkill Haven - Federal prison camp, north of Reading.

SOUTH CAROLINA
Greenville - Unoccupied youth prison camp; total capacity unknown.
Charleston - Naval Reserve & Air Force base, restricted area on naval base.

SOUTH DAKOTA
Yankton - Federal prison camp
Black Hills Nat'l Forest - north of Edgemont, southwest part of state. WWII internment camp being renovated.

TENNESSEE
Ft. Campbell - Next to Land Between the Lakes; adjacent to airfield and US Alt. 41.
Millington - Federal prison camp next door to Memphis Naval Air Station.
Crossville - Site of WWII German / Italian prison camp is renovated; completed barracks and behind the camp in the woods is a training facility with high tight ropes and a rappelling deck.
Nashville - There are two buildings built on State property that are definitely built to hold prisoners. They are identical buildings - side by side on Old Briley Parkway. High barbed wire fence that curves inward.

TEXAS
Austin - Robert Mueller Municipal airport has detenion areas inside hangars.
Bastrop - Prison and military vehicle motor pool.
Eden - 1500 bed privately run federal center. Currently holds illegal aliens.
Ft. Hood (Killeen) - Newly built concentration camp, with towers, barbed wire etc., just like the one featured in the movie Amerika. Mock city for NWO shock- force training. Some footage of this area was used in "Waco: A New Revelation"
Reese AFB (Lubbock) - FEMA designated detention facility.
Sheppard AFB - in Wichita Falls just south of Ft. Sill, OK. FEMA designated detention facility.
North Dallas - near Carrolton - water treatment plant, close to interstate and railroad.
Mexia - East of Waco 33mi.; WWII German facility may be renovated.
Amarillo - FEMA designated detention facility.
Ft. Bliss (El Paso) - Extensive renovation of buildings and from what patriots have been able to see, many of these buildings that are being renovated are being surrounded by razor wire.
Beaumont / Port Arthur area - hundreds of acres of federal camps already built on large-scale detention camp design, complete with the double rows of chain link fencing with razor type concertina wire on top of each row. Some (but not all) of these facilities are currently being used for low-risk state prisoners who require a minimum of supervision.
Ft. Worth - Federal prison under construction on the site of Carswell AFB.

UTAH
Millard County - Central Utah - WWII Japanese camp. (Renovated?)
Ft. Douglas - This "inactive" military reservation has a renovated WWII concentration camp.
Migratory Bird Refuge - West of Brigham City - contains a WWII internment camp that was built before the game preserve was established.
Cedar City - east of city - no data available.
Wendover - WWII internment camp may be renovated.
Skull Valley - southwestern Camp William property - east of the old bombing range. Camp was accidentally discovered by a man and his son who were rabbit hunting; they were discovered and apprehended. SW of Tooele.

VIRGINIA
Ft. A.P. Hill (Fredericksburg) - Rex 84 / FEMA facility. Estimated capacity 45,000.
Petersburg - Federal satellite prison camp, south of Richmond.

WASHINGTON
Seattle/Tacoma - SeaTac Airport: fully operational federal transfer center
Okanogan County - Borders Canada and is a site for a massive concentration camp capable of holding hundreds of thousands of people for slave labor. This is probably one of the locations that will be used to hold hard core patriots who will be held captive for the rest of their lives.
Sand Point Naval Station - Seattle - FEMA detention center used actively during the 1999 WTO protests to classify prisoners.
Ft. Lewis/McChord AFB - near Tacoma - This is one of several sites that may be used to ship prisoners overseas for slave labor.

WEST VIRGINIA
Beckley - Alderson - Lewisburg - Former WWII detention camps that are now converted into active federal prison complexes capable of holding several times their current populations. Alderson is presently a women's federal reformatory.
Morgantown - Federal prison camp located in northern WV; just north of Kingwood.
Mill Creek - FEMA detention facility.
Kingwood - Newly built detention camp at Camp Dawson Army Reservation. More data needed on Camp Dawson.

WISCONSIN
Ft. McCoy - Rex 84 facility with several complete interment compounds.
Oxford - Federal prison & satellite camp and FEMA detention facility.

WYOMING
Heart Mountain - Park County N. of Cody - WWII Japanese interment camp ready for renovation.
Laramie - FEMA detention facility Southwest - near Lyman - FEMA detention facility East Yellowstone - Manned internment facility - Investigating patriots were apprehended by European soldiers speaking in an unknown language. Federal government assumed custody of the persons and arranged their release.


AGENDA 21: AGENDA 21 calls for 90% World Population Reduction, the Georgia Guidestones say that the Worlds Population needs to be 500 million people to make for a harmonious environment which is the same 90% population reduction of AGENDA 21...this reduction is aimed at the TRUE CHILDREN OF ISRAEL which are so called BLACKS/AFRICAN AMERICANS, HISPANICS, NATIVE AMERICANS & ALL OTHER INDIGENOUS POOR PEOPLE OF THE EARTH, its called EUGENICS & has been used on the TRUE CHILDREN of ISRAEL from the times of ANCIENT EGYPT all the way to todays times....Understand & Know who you are & that there is a War being Waged on you Daily for the extinction of you BLOODLINE!

Source: [link]
Source: [link]
Source: [link]
Source: [link]
Soruce: [link]

True Childern of Israel are: [link]


Reuben - So called Seminole Indians / Aboriginal Australians

Simeon - So called Dominicans

Levi - So called Haitians

Judah - So called African Americans / Negroes

Zebulon - Guatemalans / Panamanians

Issachar - So called Mexicans

Gad - So called North American Indians

Asher - Columbians/ Brazilians / Argentines / Venezuelans

Napthali - Hawaiians / Samoans / Tongans / Fijians

Ephraim - So called Puerto Ricans

Manasseth - So called Cubans

Benjamin - So called Jamaicans / Trinidadians / Guyanese




Conspiracy Theory with Jesse Ventura FEMA CAMP , POLICE STATE, PART 1 of 3: [link]

USA - FEMA Camps - Police State - PART 2 of 3 ( Conspiracy Theory with Jesse Ventura ): [link]

USA - FEMA Camps - Police State - PART 3 of 3 ( Conspiracy Theory with Jesse Ventura ): [link]

Videos by Gocc. Must Watch!: [link]


The Reality and Truth of Fema Concentration Camps across America!: [link] ]]> [link]



Pretty soon those who reject the New World Order will find themselves in one of the 800 plus Concentration Camps built here in the United States. Your televangelists whose churches are 501c3 tax exempt, are going to lead you to your death. They are puppets for the Elite to keep you unconscious and looking for a blessing to fall out of the sky, so they are paid to teach you the Rapture Deception Doctrine which is completely false! They are going to come for those that are outspoken and refuse to comply to their One Way System of Government, at 4am in the morning. Those outspoken such as myself, are considered to be on the Red List, and the Blue List consists of those who follow those on the Red List, and the Yellow List are those who could care less about whats going on who glady will take the RFID Microchip. They are going to round the Red List and Blue List people up with the help of Blackwater Mercenaries, and haul them off on Fema Trains to their death at designated concentration camps. So while you singing and dancing and clubbing and shopping and just living carefree, the government is planning the death of you and your friends and children. These Concentration Camps are all fully operational and ready to receive prisoners. They are all staffed and even surrounded by full-time guards, but they are all empty. These camps are to be operated by FEMA (Federal Emergency Management Agency) should Martial Law need to be implemented in the United States.

The Rex 84 Program was established on the reasoning that if a mass exodus of illegal aliens crossed the Mexican/US border, they would be quickly rounded up and detained in detention centers by FEMA. Rex 84 allowed many military bases to be closed down and to be turned into prisons. Operation Cable Splicer and Garden Plot are the two sub programs which will be implemented once the Rex 84 program is initiated for its proper purpose.

•
Garden Plot is the program to control the population.

•
Cable Splicer is the program for an orderly takeover of the state and local governments by the federal government.


FEMA is the executive arm of the coming police state and thus will head up all operations. The Presidential Executive Orders already listed on the Federal Register also are part of the legal framework for this operation. The camps all have railroad facilities as well as roads leading to and from the detention facilities. Many also have an airport nearby. The majority of the camps can house a population of 20,000 prisoners. Currently, the largest of these facilities is just outside of Fairbanks, Alaska. The Alaskan facility is a massive mental health facility and can hold approximately 2 million people.

Locations of Known Concentration Camps Within The United States

ALABAMA
Opelika - Military compound either in or very near town.
Aliceville - WWII German POW camp - capacity 15,000
Ft. McClellan (Anniston) - Opposite side of town from Army Depot;
Maxwell AFB (Montgomery) - Civilian prison camp established under Operation Garden Plot, currently operating with support staff and small inmate population.
Talladega - Federal prison "satellite" camp.

ARIZONA
Ft. Huachuca - 20 miles from Mexican border, 30 miles from Nogales Rex '84 facility.
Pinal County - on the Gila River - WWII Japanese detention camp. May be renovated.
Yuma County - Colorado River - Site of former Japanese detention camp (near proving grounds). This site was completely removed in 1990 according to some reports.
Phoenix - Federal Prison Satellite Camp. Main federal facility expanded.
Florence - WWII prison camp NOW RENOVATED, OPERATIONAL with staff & 400 prisoners, operational capacity of 3,500.
Wickenburg - Airport is ready for conversion; total capacity unknown. Davis-Monthan AFB (Tucson) - Fully staffed and presently holding prisoners!!
Sedona - site of possible UN base.

ARKANSAS
Ft. Chaffee (near Fort Smith, Arkansas) - Has new runway for aircraft, new camp facility with cap of 40,000 prisoners.
Pine Bluff Arsenal - This location also is the repository for B-Z nerve agent, which causes sleepiness, dizziness, stupor; admitted use is for civilian control.
Jerome - Chicot/Drew Counties - site of WWII Japanese camps
Rohwer - Descha County - site of WWII Japanese camps.
Blythville AFB - Closed airbase now being used as camp. New wooden barracks have been constructed at this location. Classic decorations - guard towers, barbed wire, high fences.
Berryville - FEMA facility located east of Eureka Springs off Hwy. 62.
Omaha - Northeast of Berryville near Missouri state line, on Hwy 65 south of old wood processing plant. Possible crematory facility.

CALIFORNIA
Vandenburg AFB - Rex 84 facility, located near Lompoc & Santa Maria. Internment facility is located near the oceanside, close to Space Launch Complex #6, also called "Slick Six". The launch site has had "a flawless failure record" and is rarely used. Norton AFB - (closed base) now staffed with UN according to some sources.
Tule Lake - area of "wildlife refuge", accessible by unpaved road, just inside Modoc County.
Fort Ord - Closed in 1994, this facility is now an urban warfare training center for US and foreign troops, and may have some "P.O.W. - C.I." enclosures.
Twentynine Palms Marine Base - Birthplace of the infamous "Would you shoot American citizens?" Quiz. New camps being built on "back 40".
Oakdale - Rex 84 camp capable of holding at least 20,000 people. 90 mi. East of San Francisco. Terminal Island - (Long Beach) located next to naval shipyards operated by ChiCom shipping interests. Federal prison facility located here. Possible deportation point.
Ft. Irwin - FEMA facility near Barstow. Base is designated inactive but has staffed camp.
McClellan AFB - facility capable for 30,000 - 35,000
Sacramento - Army Depot - No specific information at this time.
Mather AFB - Road to facility is blocked off by cement barriers and a stop sign. Sign states area is restricted; as of 1997 there were barbed wire fences pointing inward, a row of stadium lights pointed toward an empty field, etc. Black boxes on poles may have been cameras.

COLORADO
Trinidad - WWII German/Italian camp being renovated.
Granada - Prowers County - WWII Japanese internment camp
Ft. Carson - Along route 115 near Canon City
CONNECTICUT, DELAWARE - No data available.

FLORIDA
Avon Park - Air Force gunnery range, Avon Park has an on-base "correctional facility" which was a former WWII detention camp.
Camp Krome - DoJ detention/interrogation center, Rex 84 facility
Eglin AFB - This base is over 30 miles
long, from Pensacola to Hwy 331 in De Funiak Springs. High capacity facility, presently manned and populated with some prisoners.
Pensacola - Federal Prison Camp Everglades - It is believed that a facility may be carved out of the wilds here.

GEORGIA
Ft. Benning - Located east of Columbus near Alabama state line. Rex 84 site - Prisoners brought in via Lawson Army airfield.
Ft. Mc Pherson - US Force Command - Multiple reports that this will be the national headquarters and coordinating center for foreign/UN troop movement and detainee collection.
Ft. Gordon - West of Augusta - No information at this time.
Unadilla - Dooly County - Manned, staffed FEMA prison on route 230, no prisoners.
Oglethorpe - Macon County; facility is located five miles from Montezuma, three miles from Oglethorpe. This FEMA prison has no staff and no prisoners.
Morgan - Calhoun County, FEMA facility is fully manned & staffed - no prisoners. Camilla - Mitchell County, south of Albany. This FEMA facility is located on Mt. Zion Rd approximately 5.7 miles south of Camilla. Unmanned - no prisoners, no staff. Hawkinsville - Wilcox County; Five miles east of town, fully manned and staffed but
no prisoners. Located on fire road 100/Upper River Road
Abbeville - South of Hawkinsville on US route 129; south of town off route 280 near Ocmulgee River. FEMA facility is staffed but without prisoners.
McRae - Telfair County - 1.5 miles west of McRae on Hwy 134 (8th St). Facility is on Irwinton Avenue off 8th St., manned & staffed - no prisoners.
Fort Gillem - South side of Atlanta - FEMA designated detention facility.
Fort Stewart - Savannah area - FEMA designated detention facility.

IDAHO
Minidoka/Jerome Counties - WWII Japanese-American internment facility possibly under renovation.
Clearwater National Forest - Near Lolo Pass - Just miles from the Montana state line near Moose Creek, this unmanned facility is reported to have a nearby airfield. Wilderness areas - Possible location. No data.

ILLINOIS
Marseilles - Located on the Illinois River off Interstate 80 on Hwy 6. It is a relatively small facility with a cap of 1400 prisoners. Though it is small it is designed like prison facilities with barred windows, but the real smoking gun is the presence of military vehicles. Being located on the Illinois River it is possible that prisoners will be brought in by water as well as by road and air. This facility is approximately 75 miles west of Chicago. National Guard training area nearby.
Scott AFB - Barbed wire prisoner enclosure reported to exist just off-base. More info needed, as another facility on-base is beieved to exist.
Pekin - This Federal satellite prison camp is also on the Illinois River, just south of Peoria. It supplements the federal penitentiary in Marion, which is equipped to handle additional population outside on the grounds.
Chanute AFB - Rantoul, near Champaign/Urbana - This closed base had WWII - era barracks that were condemned and torn down, but the medical facility was upgraded and additional fencing put up in the area. More info needed.
Marion - Federal Penitentiary and satellite prison camp inside Crab Orchard Nat'l Wildlife Refuge. Manned, staffed, populated fully.
Greenfield - Two federal correctional "satellite prison camps" serving Marion - populated as above.
Shawnee National Forest - Pope County - This area has seen heavy traffic of foreign military equipment and troops via Illinois Central Railroad, which runs through the area. Suspected location is unknown, but may be close to Vienna and Shawnee correctional centers, located 6 mi. west of Dixon Springs.
Savanna Army Depot - NW area of state on Mississippi River.
Lincoln, Sheridan, Menard, Pontiac, Galesburg - State prison facilities equipped for major expansion and close or adjacent to highways & railroad tracks.
Kankakee - Abandoned industrial area on west side of town (Rt.17 & Main) designated as FEMA detention site. Equipped with water tower, incinerator, a small train yard behind it and the rear of the facility is surrounded by barbed wire facing inwards.

INDIANA
Indianapolis / Marion County - Amtrak railcar repair facility (closed); controversial site of a major alleged detention / processing center. Although some sources state that this site is a "red herring", photographic and video evidence suggests otherwise. This large facility contains large 3-4 inch gas mains to large furnaces (crematoria?), helicopter landing pads, railheads for prisoners, Red/Blue/Green zones for classifying and processing incoming personnel, one-way turnstiles, barracks, towers, high fences with razor wire, etc. Personnel with government clearance who are friendly to the patriot movement took a guided tour of the facility to confirm this site. This site is located next to a closed refrigeration plant facility.
Ft. Benjamin Harrison - Located in the northeast part of Indianapolis, this base has been decomissioned from "active" use but portions are still ideally converted to hold detainees. Helicopter landing areas still exist for prisoners to be brought in by air, land & rail.
Crown Point - Across street from county jail, former hospital. One wing presently being used for county work-release program, 80% of facility still unused. Possible FEMA detention center or holding facility.
Camp Atterbury - Facility is converted to hold prisoners and boasts two active compounds presently configured for minumum security detainees. Located just west of Interstate 65 near Edinburgh, south of Indianapolis.
Terre Haute - Federal Correctional Institution, Satellite prison camp and death facility. Equipped with crematoria reported to have a capacity of 3,000 people a day. FEMA designated facility located here.
Fort Wayne - This city located in Northeast Indiana has a FEMA designated detention facility, accessible by air, road and nearby rail.
Kingsbury - This "closed" military base is adjacent to a state fish & wildlife preserve. Part of the base is converted to an industrial park, but the southern portion of this property is still used. It is bordered on the south by railroad, and is staffed with some
foreign-speaking UN troops. A local police officer who was hunting and camping close to the base in the game preserve was accosted, roughed up, and warned by the English-speaking unit commander to stay away from the area. It was suggested to the officer that the welfare of his family would depend on his "silence". Located just southeast of LaPorte.
Jasper-Pulaski Wildlife Area - Youth Corrections farm located here. Facility is "closed", but is still staffed and being "renovated". Total capacity unknown.
Grissom AFB - This closed airbase still handles a lot of traffic, and has a "stateowned" prison compound on the southern part of the facility. UNICOR.

KANSAS
Leavenworth - US Marshal's Fed Holding Facility, US Penitentiary, Federal Prison Camp, McConnell Air Force Base. Federal death penalty facility.
Concordia - WWII German POW camp used to exist at this location but there is no facility there at this time.
Ft. Riley - Just north of Interstate 70, airport, near city of Manhattan.
El Dorado - Federal prison converted into forced-labor camp, UNICOR industries.
Topeka - 80 acres has been converted into a temporary holding camp.

KENTUCKY
Ashland - Federal prison camp in Eastern Kentucky near the Ohio River. Louisville - FEMA detention facility, located near restricted area US naval ordnance plant. Military airfield located at facility, which is on south side of city.
Lexington - FEMA detention facility, National Guard base with adjacent airport facility. Manchester - Federal prison camp located inside Dan Boone National Forest.
Ft. Knox - Detention center, possibly located near Salt River, in restricted area of base. Local patriots advise that black Special Forces & UN gray helicopters are occasionally seen in area.
Land Between the Lakes - This area was declared a UN biosphere and is an ideal geographic location for detention facilities. Area is an isthmus extending out from Tennessee, between Lake Barkley on the east and Kentucky Lake on the west. Just scant miles from Fort Campbell in Tennessee.

LOUISIANA
Ft. Polk - This is a main base for UN troops & personnel, and a training center for the disarmament of America.
Livingston - WWII German/Italian internment camp being renovated?; halfway between Baton Rouge and Hammond, several miles north of Interstate 12.
Oakdale - Located on US route 165 about 50 miles south of Alexandria; two federal
detention centers just southeast of Fort Polk.

MAINE
Houlton - WWII German internment camp in Northern Maine, off US Route 1.
MARYLAND, and DC
Ft. Meade - Halfway between the District of Criminals and Baltimore. Data needed. Ft. Detrick - Biological warfare center for the NWO, located in Frederick.

MASSACHUSETTS
Camp Edwards / Otis AFB - Cape Cod - This "inactive" base is being converted to hold many New Englander patriots. Capacity unknown.
Ft. Devens - Active detention facility. More data needed.

MICHIGAN
Camp Grayling - Michigan Nat'l Guard base has several confirmed detention camps, classic setup with high fences, razor wire, etc. Guard towers are very well-built, sturdy. Multiple compounds within larger enclosures. Facility deep within forest area. Sawyer AFB - Upper Peninsula - south of Marquette - No data available.
Bay City - Classic enclosure with guard towers, high fence, and close to shipping port on Saginaw Bay, which connects to Lake Huron. Could be a deportation point to overseas via St. Lawrence Seaway.
Southwest - possibly Berrien County - FEMA detention center.
Lansing - FEMA detention facility.

MINNESOTA
Duluth - Federal prison camp facility.
Camp Ripley - new prison facility.

NEBRASKA
Scottsbluff - WWII German POW camp (renovated?). Northwest, Northeast corners of state - FEMA detention facilities - more data needed. South Central part of state - Many old WWII sites - some may be renovated.

NEVADA
Elko - Ten miles south of town. Wells - Camp is located in the O'Niel basin area, 40 miles north of Wells, past Thousand Springs, west off Hwy 93 for 25 miles.
Pershing County - Camp is located at I-80 mile marker 112, south side of the highway, about a mile back on the county road and then just off the road about 3/4mi.
Winnemucca - Battle Mountain area - at the base of the mountains.
Nellis Air Force Range - Northwest from Las Vegas on Route 95. Nellis AFB is just north of Las Vegas on Hwy 604.
Stillwater Naval Air Station - east of Reno . No additional data.

NEW HAMPSHIRE / VERMONT
Northern New Hampshire - near Lake Francis. No additional data.

NEW MEXICO
Ft. Bliss - This base actually straddles Texas state line. Just south of Alomogordo, Ft. Bliss has thousands of acres for people who refuse to go with the "New Order". Holloman AFB (Alomogordo) - Home of the German Luftwaffe in Amerika; major UN base. New facility being built on this base, according to recent visitors. Many former USAF buildings have been torn down by the busy and rapidly growing German military force located here.
Fort Stanton - currently being used as a youth detention facility approximately 35 miles north of Ruidoso, New Mexico. Not a great deal of information concerning the Lordsburg location.
White Sands Missile Range - Currently being used as a storage facility for United Nations vehicles and equipment. Observers have seen this material brought in on the White Sands rail spur in Oro Grande New Mexico about thirty miles from the Texas, New Mexico Border.

NEW YORK
Ft. Drum - two compounds: Rex 84 detention camp and FEMA detention facility. Albany - FEMA detention facility.
Otisville - Federal correctional facility, near Middletown. Buffalo - FEMA detention facility.

NORTH CAROLINA
Camp Lejeune / New River Marine Airfield - facility has renovated, occupied WWII detention compounds and "mock city" that closely resembles Anytown, USA.
Fort Bragg - Special Warfare Training Center. Renovated WWII detention facility.
Andrews - Federal experiment in putting a small town under siege. Began with the search/ hunt for survivalist Eric Rudolph. No persons were allowed in or out of town without federal permission and travel through town was highly restricted. Most residents compelled to stay in their homes. Unregistered Baptist pastor from Indiana visiting Andrews affirmed these facts.

OHIO
Camp Perry - Site renovated; once used as a POW camp to house German and Italian prisoners of WWII. Some tar paper covered huts built for housing these prisoners are still standing. Recently, the construction of multiple 200-man barracks have replaced most of the huts.
Cincinnati, Cleveland, Columbus - FEMA detention facilities. Data needed.
Lima - FEMA detention facility. Another facility located in/near old stone quarry near Interstate 75. Railroad access to property, fences etc.

OKLAHOMA
Tinker AFB (OKC) - All base personnel are prohibited from going near civilian detention area, which is under constant guard.
Will Rogers World Airport - FEMA's main processing center for west of the Mississippi. All personnel are kept out of the security zone. Federal prisoner transfer center located here (A pentagon-shaped building where airplanes can taxi up to). Photos have been taken and this site will try to post soon! El Reno - Renovated federal internment facility with CURRENT population of 12,000 on Route 66.
McAlester - near Army Munitions Plant property - former WWII German / Italian POW camp designated for future use. Ft. Sill (Lawton) - Former WWII detention camps. More data still needed.

OREGON
Sheridan - Federal prison satellite camp northwest of Salem.
Josephine County - WWII Japanese internment camp ready for renovation.
Sheridan - FEMA detention center. Umatilla - New prison spotted.

PENNSYLVANIA
Allenwood - Federal prison camp located south of Williamsport on the Susquehanna River. It has a current inmate population of 300, and is identified by William Pabst as having a capacity in excess of 15,000 on 400 acres.
Indiantown Gap Military Reservation - located north of Harrisburg. Used for WWII POW camp and renovated by Jimmy Carter. Was used to hold Cubans during Mariel boat lift.
Camp Hill - State prison close to Army depot. Lots of room, located in Camp Hill, Pa. New Cumberland Army Depot - on the Susquehanna River, located off Interstate 83 and Interstate 76.
Schuylkill Haven - Federal prison camp, north of Reading.

SOUTH CAROLINA
Greenville - Unoccupied youth prison camp; total capacity unknown.
Charleston - Naval Reserve & Air Force base, restricted area on naval base.

SOUTH DAKOTA
Yankton - Federal prison camp
Black Hills Nat'l Forest - north of Edgemont, southwest part of state. WWII internment camp being renovated.

TENNESSEE
Ft. Campbell - Next to Land Between the Lakes; adjacent to airfield and US Alt. 41.
Millington - Federal prison camp next door to Memphis Naval Air Station.
Crossville - Site of WWII German / Italian prison camp is renovated; completed barracks and behind the camp in the woods is a training facility with high tight ropes and a rappelling deck.
Nashville - There are two buildings built on State property that are definitely built to hold prisoners. They are identical buildings - side by side on Old Briley Parkway. High barbed wire fence that curves inward.

TEXAS
Austin - Robert Mueller Municipal airport has detenion areas inside hangars.
Bastrop - Prison and military vehicle motor pool.
Eden - 1500 bed privately run federal center. Currently holds illegal aliens.
Ft. Hood (Killeen) - Newly built concentration camp, with towers, barbed wire etc., just like the one featured in the movie Amerika. Mock city for NWO shock- force training. Some footage of this area was used in "Waco: A New Revelation"
Reese AFB (Lubbock) - FEMA designated detention facility.
Sheppard AFB - in Wichita Falls just south of Ft. Sill, OK. FEMA designated detention facility.
North Dallas - near Carrolton - water treatment plant, close to interstate and railroad.
Mexia - East of Waco 33mi.; WWII German facility may be renovated.
Amarillo - FEMA designated detention facility.
Ft. Bliss (El Paso) - Extensive renovation of buildings and from what patriots have been able to see, many of these buildings that are being renovated are being surrounded by razor wire.
Beaumont / Port Arthur area - hundreds of acres of federal camps already built on large-scale detention camp design, complete with the double rows of chain link fencing with razor type concertina wire on top of each row. Some (but not all) of these facilities are currently being used for low-risk state prisoners who require a minimum of supervision.
Ft. Worth - Federal prison under construction on the site of Carswell AFB.

UTAH
Millard County - Central Utah - WWII Japanese camp. (Renovated?)
Ft. Douglas - This "inactive" military reservation has a renovated WWII concentration camp.
Migratory Bird Refuge - West of Brigham City - contains a WWII internment camp that was built before the game preserve was established.
Cedar City - east of city - no data available.
Wendover - WWII internment camp may be renovated.
Skull Valley - southwestern Camp William property - east of the old bombing range. Camp was accidentally discovered by a man and his son who were rabbit hunting; they were discovered and apprehended. SW of Tooele.

VIRGINIA
Ft. A.P. Hill (Fredericksburg) - Rex 84 / FEMA facility. Estimated capacity 45,000.
Petersburg - Federal satellite prison camp, south of Richmond.

WASHINGTON
Seattle/Tacoma - SeaTac Airport: fully operational federal transfer center
Okanogan County - Borders Canada and is a site for a massive concentration camp capable of holding hundreds of thousands of people for slave labor. This is probably one of the locations that will be used to hold hard core patriots who will be held captive for the rest of their lives.
Sand Point Naval Station - Seattle - FEMA detention center used actively during the 1999 WTO protests to classify prisoners.
Ft. Lewis/McChord AFB - near Tacoma - This is one of several sites that may be used to ship prisoners overseas for slave labor.

WEST VIRGINIA
Beckley - Alderson - Lewisburg - Former WWII detention camps that are now converted into active federal prison complexes capable of holding several times their current populations. Alderson is presently a women's federal reformatory.
Morgantown - Federal prison camp located in northern WV; just north of Kingwood.
Mill Creek - FEMA detention facility.
Kingwood - Newly built detention camp at Camp Dawson Army Reservation. More data needed on Camp Dawson.

WISCONSIN
Ft. McCoy - Rex 84 facility with several complete interment compounds.
Oxford - Federal prison & satellite camp and FEMA detention facility.

WYOMING
Heart Mountain - Park County N. of Cody - WWII Japanese interment camp ready for renovation.
Laramie - FEMA detention facility Southwest - near Lyman - FEMA detention facility East Yellowstone - Manned internment facility - Investigating patriots were apprehended by European soldiers speaking in an unknown language. Federal government assumed custody of the persons and arranged their release.


AGENDA 21: AGENDA 21 calls for 90% World Population Reduction, the Georgia Guidestones say that the Worlds Population needs to be 500 million people to make for a harmonious environment which is the same 90% population reduction of AGENDA 21...this reduction is aimed at the TRUE CHILDREN OF ISRAEL which are so called BLACKS/AFRICAN AMERICANS, HISPANICS, NATIVE AMERICANS & ALL OTHER INDIGENOUS POOR PEOPLE OF THE EARTH, its called EUGENICS & has been used on the TRUE CHILDREN of ISRAEL from the times of ANCIENT EGYPT all the way to todays times....Understand & Know who you are & that there is a War being Waged on you Daily for the extinction of you BLOODLINE!

Source: [link]
Source: [link]
Source: [link]
Source: [link]
Soruce: [link]

True Childern of Israel are: [link]


Reuben - So called Seminole Indians / Aboriginal Australians

Simeon - So called Dominicans

Levi - So called Haitians

Judah - So called African Americans / Negroes

Zebulon - Guatemalans / Panamanians

Issachar - So called Mexicans

Gad - So called North American Indians

Asher - Columbians/ Brazilians / Argentines / Venezuelans

Napthali - Hawaiians / Samoans / Tongans / Fijians

Ephraim - So called Puerto Ricans

Manasseth - So called Cubans

Benjamin - So called Jamaicans / Trinidadians / Guyanese




Conspiracy Theory with Jesse Ventura FEMA CAMP , POLICE STATE, PART 1 of 3: [link]

USA - FEMA Camps - Police State - PART 2 of 3 ( Conspiracy Theory with Jesse Ventura ): [link]

USA - FEMA Camps - Police State - PART 3 of 3 ( Conspiracy Theory with Jesse Ventura ): [link]

Videos by Gocc. Must Watch!: [link]


The Reality and Truth of Fema Concentration Camps across America!: [link]

]]> http://russian-fox.deviantart.com/art/F-84-Thunderjet-116568551 http://russian-fox.deviantart.com/art/F-84-Thunderjet-116568551 Fri, 20 Mar 2009 16:54:30 PDT F-84 Thunderjet nonadult traditional/sculpture/models Russian-Fox http://a.deviantart.net/avatars/r/u/russian-fox.png Copyright 2009-2013 ~Russian-Fox
Unfortunately, when fully loaded with bombs and rockets, its engine was not powerful enough to get the aircraft airborne within a practical (and sometimes safe) distance, and two to four RATO bottles had to be fitted. Standing for Rocket Assisted Take Off, the RATO bottles were basically a rocket motor in a can, and on take off they each added 1,000 pounds of thrust to help get the laden Thunderjet airborne.

Single use only and burning out 8 seconds after ignition, the RATO would be jettisoned over a designated spot beyond the runway once the aircraft was in the sky before heading off on its mission. Even still, the Thunderjet was known for extremely long take off runs, so much so that it was nicknamed Groundhog and GLOW (Ground Loving Old W***e)

This Thunderjet is rather old in comparison to my other models, and as such its paint and finish is not up to the same "par" if you will, as my newer models as my experience has multiplied since its construction.

More Pics:

Cockpit:
[link]

Head on: The small, circular openings in the wing near the fuselage are the ports for 2x of its 6x 12.7mm machineguns
[link]

Underwing Ordinance: Three high explosive rockets and a 500 pound bomb:
[link]

Planform:
[link]

Underside: The cylinders on the aft fuselage just behind the flaps are the RATO bottles:
[link]

6 o'clock:
[link]

Close up of the National insignia and a RATO bottle:
[link] ]]>
Unfortunately, when fully loaded with bombs and rockets, its engine was not powerful enough to get the aircraft airborne within a practical (and sometimes safe) distance, and two to four RATO bottles had to be fitted. Standing for Rocket Assisted Take Off, the RATO bottles were basically a rocket motor in a can, and on take off they each added 1,000 pounds of thrust to help get the laden Thunderjet airborne.

Single use only and burning out 8 seconds after ignition, the RATO would be jettisoned over a designated spot beyond the runway once the aircraft was in the sky before heading off on its mission. Even still, the Thunderjet was known for extremely long take off runs, so much so that it was nicknamed Groundhog and GLOW (Ground Loving Old W***e)

This Thunderjet is rather old in comparison to my other models, and as such its paint and finish is not up to the same "par" if you will, as my newer models as my experience has multiplied since its construction.

More Pics:

Cockpit:
[link]

Head on: The small, circular openings in the wing near the fuselage are the ports for 2x of its 6x 12.7mm machineguns
[link]

Underwing Ordinance: Three high explosive rockets and a 500 pound bomb:
[link]

Planform:
[link]

Underside: The cylinders on the aft fuselage just behind the flaps are the RATO bottles:
[link]

6 o'clock:
[link]

Close up of the National insignia and a RATO bottle:
[link]

]]> http://dancextoxthisxbeat.deviantart.com/art/Let-My-Spirit-Carry-Me-273526678 http://dancextoxthisxbeat.deviantart.com/art/Let-My-Spirit-Carry-Me-273526678 Sun, 11 Dec 2011 16:57:10 PST Let My Spirit Carry Me nonadult traditional/drawings/other danceXtoXthisXbeat http://a.deviantart.net/avatars/d/a/dancextoxthisxbeat.jpg?1 Copyright 2011-2013 ~danceXtoXthisXbeat

]]> http://theyoshinator.deviantart.com/art/Rockets-and-Cars-116256445 http://theyoshinator.deviantart.com/art/Rockets-and-Cars-116256445 Tue, 17 Mar 2009 16:10:22 PDT Rockets and Cars nonadult traditional/mixedmedia/scifi TheYoshinator http://a.deviantart.net/avatars/t/h/theyoshinator.png?3 Copyright 2009-2013 ~TheYoshinator

]]> http://sajurohiko.deviantart.com/art/A-Turbine-Journey-134587850 http://sajurohiko.deviantart.com/art/A-Turbine-Journey-134587850 Mon, 24 Aug 2009 10:50:33 PDT A Turbine Journey nonadult traditional/drawings/other Sajurohiko http://a.deviantart.net/avatars/s/a/sajurohiko.jpg?1 Copyright 2009-2013 ~Sajurohiko The seasonal changes from 12 o'clock Spring, to 9o'clock summer to 6o'clock autumn and winter 3o'clock indicate a yearly ongoing process, towards finally attaining a goal as a Captain.
- It starts at the 11o'clock position with the individual having it care free.
- OBS Lumut stage follows.
- 7 o'clock, the Seletar Runway
- Tech and ATPL subjects studied.
- Approx 6 O'clock position, further training on the Cessna 172s in Australia.
- Ops 3 Duty
- First class services and the Singapore Girl
- 2 O'clock, hopefully being able to do external checks on full turbine engines.
- Changi International Airport.
- Finally A380 and Captaincy. ]]> The seasonal changes from 12 o'clock Spring, to 9o'clock summer to 6o'clock autumn and winter 3o'clock indicate a yearly ongoing process, towards finally attaining a goal as a Captain.
- It starts at the 11o'clock position with the individual having it care free.
- OBS Lumut stage follows.
- 7 o'clock, the Seletar Runway
- Tech and ATPL subjects studied.
- Approx 6 O'clock position, further training on the Cessna 172s in Australia.
- Ops 3 Duty
- First class services and the Singapore Girl
- 2 O'clock, hopefully being able to do external checks on full turbine engines.
- Changi International Airport.
- Finally A380 and Captaincy.

]]> http://themelancholics.deviantart.com/art/The-Almighty-Colin-McCourt-221123769 http://themelancholics.deviantart.com/art/The-Almighty-Colin-McCourt-221123769 Tue, 12 Jul 2011 20:41:26 PDT The Almighty Colin McCourt nonadult traditional/drawings/other TheMelancholics http://a.deviantart.net/avatars/t/h/themelancholics.gif?13 Copyright 2011-2013 ~TheMelancholics

Mike Fly: (10:54 PM)
"Ladies and Gentlemen, welcome aboard Flight 127, American Airlines non-stop flight to Limon, Costa Rica..."

Colin and Tara sat in their seats in the very filled airplane. Colin, of course was hyperventilating - his fear of flying attacking him yet again. "Ya know, aye'm really mad ya mad meh toss me last cigarette! Aye needed tah finish it!"
Brisome : (10:56 PM)
Tara stared boredly straight ahead. "You get off on explosions and gunfire and car chases and driving off a bridge and this scared you?" While she did like getting under his skin from time to time, her tone was clearly that of someone joking.

"Come off it, Colin..."
Mike Fly: (11:02 PM)
"It's not the heights aye'm scared of, it's the loss o' control. When ya fly in an aeroplane, ya rely on the hope that your pilot didn't have a few drinks, " Colin looked around for stewardesses before reach into his pocket and pulling out his flask, sipping it. "Ya hope that THIS time the engine doesn't fail. All sorts o' things could go wrong in with an aeroplane. Aye don't mind bein' in a plane about tah crash - just as long as aye'm at the controls." he laughed, nervously, before chugging his flask again.
Brisome : (11:09 PM)
(sorry, it says 02 but I'm JUST getting it now. Fucking Oovoo.)
Mike Fly: (11:11 PM)
no prob
Brisome : (11:12 PM)
Tara shook her head. "You're a strange one..." She said with a laugh. Though the talk of planes made her remember that the plane to Ireland had been a little shaky. She dared not bring up that now though!
"Worst part for me is this god damned wait. Sitting down for hours unable to do jack shit..."
Mike Fly: (11:13 PM)
"...Knowing that at any minute, this thing yar in could fall out o' the sky - PLUMMET 30,000 feet to yar death."
Brisome : (11:15 PM)
Tara rolled her eyes. "We're too -stupid- to die, Colin. I thought you'd've figured this by now."
Mike Fly: (11:17 PM)
"Ladies and Gentlemen, please fasten your seatbelts as we prepare for take-off."

Colin took a deep breath. He then began chugging his flask again, not caring if he is seen.

The plane begins moving, making it's way for the runway.
Brisome : (11:18 PM)
Tara just watched Colin's reactions as the slowly made their way into the air. On one hand she felt sorr for him but...
... well, her more sadistic side was amused.
Brisome : (11:18 PM)
Greatly.
Mike Fly: (11:19 PM)
Colin tensed up as the plane lifted into the air. He blindly searched for Tara's hand with his. One he found it, he grabbed her tightly.
Brisome : (11:22 PM)
Tara blinked in surprsed and supressed a smile. She squeezed his hand in return and leaned closer. Yes, she was even more amused than ever now.
A scared Colin McCourt... was it bad for her to find it almost endearing? Ah well. What he didn't know certainly wouldn't hurt him nearly as much as this trip was...
Mike Fly: (11:23 PM)
And off they went to COSTA RICA.


xD This was too cute to pass up.

Colin (c) ]]>

Mike Fly: (10:54 PM)
"Ladies and Gentlemen, welcome aboard Flight 127, American Airlines non-stop flight to Limon, Costa Rica..."

Colin and Tara sat in their seats in the very filled airplane. Colin, of course was hyperventilating - his fear of flying attacking him yet again. "Ya know, aye'm really mad ya mad meh toss me last cigarette! Aye needed tah finish it!"
Brisome : (10:56 PM)
Tara stared boredly straight ahead. "You get off on explosions and gunfire and car chases and driving off a bridge and this scared you?" While she did like getting under his skin from time to time, her tone was clearly that of someone joking.

"Come off it, Colin..."
Mike Fly: (11:02 PM)
"It's not the heights aye'm scared of, it's the loss o' control. When ya fly in an aeroplane, ya rely on the hope that your pilot didn't have a few drinks, " Colin looked around for stewardesses before reach into his pocket and pulling out his flask, sipping it. "Ya hope that THIS time the engine doesn't fail. All sorts o' things could go wrong in with an aeroplane. Aye don't mind bein' in a plane about tah crash - just as long as aye'm at the controls." he laughed, nervously, before chugging his flask again.
Brisome : (11:09 PM)
(sorry, it says 02 but I'm JUST getting it now. Fucking Oovoo.)
Mike Fly: (11:11 PM)
no prob
Brisome : (11:12 PM)
Tara shook her head. "You're a strange one..." She said with a laugh. Though the talk of planes made her remember that the plane to Ireland had been a little shaky. She dared not bring up that now though!
"Worst part for me is this god damned wait. Sitting down for hours unable to do jack shit..."
Mike Fly: (11:13 PM)
"...Knowing that at any minute, this thing yar in could fall out o' the sky - PLUMMET 30,000 feet to yar death."
Brisome : (11:15 PM)
Tara rolled her eyes. "We're too -stupid- to die, Colin. I thought you'd've figured this by now."
Mike Fly: (11:17 PM)
"Ladies and Gentlemen, please fasten your seatbelts as we prepare for take-off."

Colin took a deep breath. He then began chugging his flask again, not caring if he is seen.

The plane begins moving, making it's way for the runway.
Brisome : (11:18 PM)
Tara just watched Colin's reactions as the slowly made their way into the air. On one hand she felt sorr for him but...
... well, her more sadistic side was amused.
Brisome : (11:18 PM)
Greatly.
Mike Fly: (11:19 PM)
Colin tensed up as the plane lifted into the air. He blindly searched for Tara's hand with his. One he found it, he grabbed her tightly.
Brisome : (11:22 PM)
Tara blinked in surprsed and supressed a smile. She squeezed his hand in return and leaned closer. Yes, she was even more amused than ever now.
A scared Colin McCourt... was it bad for her to find it almost endearing? Ah well. What he didn't know certainly wouldn't hurt him nearly as much as this trip was...
Mike Fly: (11:23 PM)
And off they went to COSTA RICA.


xD This was too cute to pass up.

Colin (c)

]]> http://siralaran.deviantart.com/art/Solo-47583970 http://siralaran.deviantart.com/art/Solo-47583970 Sun, 28 Jan 2007 14:50:36 PST Solo nonadult traditional/drawings/technical SirAlaran http://a.deviantart.net/avatars/s/i/siralaran.png Copyright 2007-2013 ~SirAlaran http://creativecommons.org/licenses/by-nc-sa/3.0/

]]> http://etnediserple1988.deviantart.com/art/Mean-Aces-presents-Francis-Gabby-Gabreski-287373741 http://etnediserple1988.deviantart.com/art/Mean-Aces-presents-Francis-Gabby-Gabreski-287373741 Sun, 26 Feb 2012 15:40:20 PST Mean Aces presents: Francis Gabby Gabreski. nonadult traditional/drawings/other Etnediserple1988 http://a.deviantart.net/avatars/e/t/etnediserple1988.jpg?3 Copyright 2012-2013 ~Etnediserple1988
Although best known for his credited destruction of 34½ aircraft in aerial combat and being one of only seven U.S. pilots to become an ace in two wars, Gabreski was also one of the Air Force's most accomplished leaders. In addition to commanding two fighter squadrons, Gabreski had six command tours at group or wing level, including one in combat in Korea, totalling over 11 years of command and 15 overall in operational fighter assignments.

After his Air Force career, Gabreski headed the Long Island Rail Road, a commuter railroad owned by the State of New York, and struggled in his attempts to improve its service and financial condition. After two and a half years he resigned under pressure and went into full retirement.

Early years

Gabreski's official Air Force biography states:

(Gabreski's parents) had emigrated from Poland to Oil City, Pennsylvania, in the early 1900s. His father [Stanley Gabryszewski] owned and operated a market, putting in 12-hour days. Like many immigrant-owned businesses in those days, the whole family worked at the market. But Gabreski's parents had dreams for him, including attending Notre Dame University. He did so in 1938, but, unprepared for real academic work, almost flunked out during his freshman year. During his second year at Notre Dame, Army Air Corps recruiters visited the campus. Gabreski went to hear them, primarily because his friends were going. The Army's enticing offer impressed him and he enrolled, reporting in July 1940.

In 1938, during his first year at Notre Dame, Gabreski developed an interest in flying, taking lessons in a Taylor Cub and accumulating six hours of flight time. However, his autobiography indicates he struggled to fly smoothly and did not solo, advised by his instructor Homer Stockert that he didn't "have the touch to be a pilot".

At the start of his second year at Notre Dame, Nazi Germany invaded Poland, angering him and re-kindling his interest in flying. Gabreski enlisted in the U.S. Army Air Corps, volunteering as an aviation cadet. After his induction into the U.S. Army at Pittsburgh, Gabreski undertook primary flight training at Parks Air College, near East St. Louis, Illinois, flying the Stearman PT-17. Gabreski was a mediocre trainee, forced to pass an elimination check ride during primary to continue training.

He advanced to basic flight training at Gunter Army Air Base, Alabama, in the Vultee BT-13, and completed advanced training at Maxwell Field, Alabama, in the AT-6 Texan. Gabreski achieved his wings and his commission as a second lieutenant in the Air Corps in March 1941, then sailed for Hawaii aboard the SS Washington to his first assignment.

World War II

Assigned as a pilot with the 45th Pursuit Squadron of the 15th Pursuit Group at Wheeler Field, Hawaii, 2nd Lt. Gabreski trained on both the P-36 and the newer P-40. He met his future wife, Catherine "Kay" Cochran, in Hawaii and became engaged shortly after the Japanese attack on Pearl Harbor. During that action, Gabreski joined several members of his squadron in flying P-36 fighters in an attempt to intercept the attackers, but the Japanese had withdrawn before their reaction. During the spring and summer of 1942, Gabreski remained with the 45th FS, training in newer model P-40s and in P-39 Airacobras that the unit began to receive.

Gabreski followed closely reports on the Battle of Britain and the role played in it by Polish RAF squadrons, especially by the legendary No. 303 Polish Fighter Squadron. He became concerned that the US did not have many experienced fighter pilots. This gave Gabreski an idea: since Polish squadrons had proved to be capable within the RAF and since he himself was of Polish origin and spoke Polish, he offered to serve as a liaison officer to the Polish squadrons to learn from their experience. The idea was approved and he left Hawaii for Washington, D.C. in September 1942, where he received a promotion to captain.

RAF duty

In October, Gabreski reported to the Eighth Air Force's VIII Fighter Command in England, at that time a rudimentary new headquarters. After a lengthy period of inactivity, he tried to arrange duty with 303 Squadron, but that unit had been taken out of action for a period of rest. Instead he was posted to No. 315 (Deblin) Squadron at RAF Northolt in January 1943.

Gabreski flew the new Spitfire Mark IX. He and his fellow pilots flew patrol sweeps over the Channel. He first encountered Luftwaffe opposition on February 3, when a group of Fw 190s jumped his squadron. Too excited to make a "kill", Gabreski learned that he had to keep calm during a mission, a lesson that served him well later in the war. He later spoke with great esteem about the Polish pilots and lessons he learned from them. In all, Gabreski flew 20 missions with the Poles, engaging in combat once.

56th Fighter Group

On February 27, 1943, Gabreski became part of the 56th Fighter Group, flying the P-47 Thunderbolt, assigned to the 61st Fighter Squadron, and quickly became a flight leader. He was immediately resented by many of his fellow pilots, and his opinionated, verbose personality did little to ease the situation. In May, shortly after the group moved to RAF Halesworth and entered combat, Gabreski was promoted to major.

On June 9, he took command of the 61st Fighter Squadron when its CO was moved up to group deputy commander. This also stirred ill feelings toward him since he had jumped over two more senior pilots. This ill will was soon exacerbated when both of his rival flight leaders were lost in combat on June 26, and did not subside until he recorded his first credited kill, of an Fw 190 near Dreux, France, on August 24, 1943. His first kill presaged criticism that would follow him throughout his combat career, when his wingmen complained that his attack had been too hastily conducted to allow them to also engage.

On November 26, 1943, the 56th FG was assigned to cover the withdrawal of B-17s that had bombed Bremen, Germany. The P-47s arrived to find the bombers under heavy attack near Oldenburg and dove into the fray. Gabreski recorded his fourth and fifth kills to become an ace, but had a close brush with death on December 11, when a 20 mm (.79 in) cannon shell lodged in his engine without exploding, destroying its turbocharger. Low on fuel and ammunition, Gabreski out-maneuvered a Bf 109 until it succeeded in placing a burst of fire into the P-47, disabling its engine. Gabreski stayed in the airplane, however, until it restarted at a lower altitude where the turbocharger was not needed.

In November 1943, the group commander of the 56th, Colonel Hubert Zemke, was replaced in command for two months by Colonel Robert Landry, a staff officer at VIII FC. Because of Landry's inexperience, combat missions of the 56th were alternately led by deputy commander Lieutenant Colonel David C. Schilling and Gabreski, who acted as deputy group operations officer. When Zemke resumed command on January 19, 1944, Gabreski relinquished command of the 61st FS.

In February, Gabreski brought into the 56th two Polish pilots with whom he had flown in 1943 while serving with the RAF, including future USAAF ace Squadron Leader Boleslaw "Mike" Gladych. With Gabreski's support and to ease a shortage of experienced pilots caused by many veterans reaching the completion of their tours, the 61st FS in April accepted five other Polish Air Force pilots into the squadron as the "Polish Flight".

Gabreski's victory total steadily climbed through the winter of 1943-44. By March 27, he had earned 18 victory credits and had six multiple-kill missions to rank third in the "ace race" that had developed within VIII Fighter Command. He shot down only one more aircraft in the next two months, during which time the two pilots ahead of him, (Majors Robert S. Johnson and Walker M. Mahurin, also of the 56th FG), were sent home.

In April, the 56th FG moved to RAF Boxted and Gabreski was promoted to lieutenant colonel. He resumed command of the 61st FS when its commander was transferred to VIII FC headquarters.

On May 22, Gabreski shot down three Fw 190s over a Luftwaffe airfield in northwest Germany. He tied Johnson as the leading ace in the European Theater of Operations on June 27 (passing Eddie Rickenbacker's record from World War I in the process), and on July 5, 1944, became America's leading ace, with 28 destroyed. This total was never surpassed by any U.S. pilot fighting the Luftwaffe.

Prisoner of war

On July 20, 1944, Gabreski had reached the 300-hour combat time limit for Eighth Air Force fighter pilots and was awaiting a plane to fly him back to the United States on leave and reassignment. He had already advised Kay Cochran to proceed with wedding plans, and his home town of Oil City, Pennsylvania, had raised $2,000 for a wedding present in anticipation of his return.

However, Gabreski found that a bomber escort mission to Russelheim, Germany, was scheduled for that morning, and instead of boarding the transport, he requested to "fly just one more." Returning from the mission, Gabreski observed Heinkel He 111s parked on the airfield at Bassenheim, Germany, and took his flight down to attack.

His first strafing run on an He 111 was unsuccessful, and he reversed for a second pass. When his tracers went over the parked bomber he dropped the nose of his Thunderbolt to adjust, and its propeller clipped the runway, bending the tips. The damage caused his engine to vibrate violently and he was forced to crash land. Gabreski ran into nearby woods and eluded capture for five days, but was eventually captured. After being interrogated by Hanns Scharff, Gabreski was sent to Stalag Luft I. He was liberated when Soviet forces seized the camp in April 1945.

Gabreski was officially credited by the USAAF with 28 aircraft destroyed in air combat and 3 on the ground, flying 166 combat sorties. He was assigned five P-47s during his time with the 56th FG, none of which was ever named, but all of which bore the fuselage identification codes HV-A.

U.S. Air Force career

Following his repatriation, Gabreski returned to the United States and married Kay Cochran on June 11, 1945. After a 90-day recuperative leave, Gabreski became Chief of Fighter Test Section at Wright Field, Ohio, and at the same time completed test pilot training at its Engineering Flight Test School. In April 1946, he left the service, worked for Douglas Aircraft for a year, then was recalled to active duty in April 1947 to command the 55th Fighter Squadron, 20th Fighter Group, at Shaw Air Force Base, South Carolina.

His command of the 55th FS was brief. The Air Force sent him to Columbia University in September 1947 to complete his degree and study Russian. In June 1949, he graduated with a Bachelor of Arts in Political Science. He returned immediately to flying, becoming commander of his former unit, the 56th Fighter Group, now flying F-80 Shooting Stars at Selfridge Air Force Base, Michigan. While in command of the 56th, Gabreski oversaw conversion of the unit to F-86 Sabres and was promoted to colonel on March 11, 1950.

Gabreski flew combat again during the Korean War. In June 1951, Gabreski and a group of selected pilots of the 56th FIW accompanied the delivery of F-86Es of the 62d FIS to Korea aboard the escort carrier USS Cape Esperance. The planes and pilots joined the 4th Fighter-Interceptor Group at K-14 (Kimpo) Air Base, where most engaged in combat. On July 8, 1951, flying his fifth mission in an F-86, Gabreski shot down a MiG 15, followed by MiG kills on September 2 and October 2.

51st FIW
51st Fighter-Interceptor Wing

The growing MiG threat against B-29 bomber attacks along the Yalu River caused the Fifth Air Force to create a second Sabre wing by converting the 51st Fighter-Interceptor Wing from F-80s to F-86s in a 10-day period. Gabreski was transferred to K-13 (Suwon) Air Base, accompanied by most of the former 56th FIW pilots who had come with him to Korea, and took command November 6, 1951. During its first seven months as an F-86 wing, the 51st, with only two operational squadrons, scored 96 MiG kills, comparing favorably to the 125 of the veteran 4th Fighter-Interceptor Wing, which operated three. Gabreski himself scored 3½ more kills to become a jet ace.

Gabreski was an aggressive commander and fostered a fierce rivalry between the two F-86 wings, fueled in part by the fact that the 4th had also been the keenest rival of the 56th FG during World War II. While this aggressiveness paid off in the destruction of MiGs and air superiority over all of Korea, it also led Gabreski to make the first intentional violation of rules of engagement that prohibited combat with MiGs over China. (The MiG force was based in this ostensible sanctuary during the entire war.) Gabreski and a fellow former 56th pilot, Colonel Walker M. Mahurin, planned and executed a mission in early 1952 in which the F-86s turned off their IFF equipment and overflew two Chinese bases.

Gabreski was also criticized for having a poor attitude towards wingmen. One historian, citing five interviews with pilots and an unpublished manuscript by a sixth, observed that Gabreski flew the fastest aircraft available and failed to notice when his slower wingmen could not keep up. These pilots, reportedly afraid to fly with him, commented that he was more interested in personal achievement than in the wingmen. He was also criticized for a lack of discipline among his off-duty pilots, and for allegedly encouraging exaggerated kill claims.

However, at least three wingmen had different views. 1st Lieutenant Joe L. Cannon of the 51st FIW flew over 40 missions with him and described Gabreski as a mentor and "my kind of fighter pilot". 1st Lt. Harry Shumate, another 51st FIW pilot, stated that while flying wingman in Gabreski's flight, Shumate was the first to spot a MiG heading for its base and Gabreski told him to "go get him" while the leader covered. A 4th FIW pilot, 1st Lt. Anthony Kulengosky, observed:

I moved up in the world of wingmen by flying Col. Francis Gabreski's wing on a mission. I was absolutely thrilled to fly on this legend's wing...He was a tiger and went on to become an ace again. When asked who I looked up to the most as a pilot and a gentleman in all my flying, I still have to say it was "Gabby" Gabreski. When he took over the 51st Wing, he asked me to move over as a flight leader in his outfit.

Capt. Robert W. "Smitty" Smith, a 4th FIW pilot in Korea, recalled:

Shortly after my arrival, Gabby flew the first F-86E to arrive on base in simulated combat over the field against an F-86A and whipped the other guy badly, with every Sabre jock on the base as witness. After he landed he briefed all pilots and announced that the limited number of E’s would be reserved for flight leaders. I never forgot his response, when someone asked about the problem of wingmen staying with leaders. He replied “Wingmen are to absorb firepower” and I never knew him well enough to judge whether he had a dry sense of humor, but he made the right choice. One thing I know for sure, Gabby proved himself the greatest at our skills and talents, when he added 6 ½ MIG kills to his 28 victories in WW II and become the all-time American Fighter Ace, and I MIGht [sic] add, he did it in the P-47, not the better air-to-air P-51. And he didn’t have a chance to fly the much more powerful F-86F, which arrived after us.

A noted pilot also rebuts some of the criticism. Major William T. Whisner had been a P-51 double-ace in World War II and was one of the pilots Gabreski brought with him from the 56th FIW in June 1951. Before the mission of February 20, 1952, Gabreski and Whisner each had four MiGs credited as destroyed. During the mission, Gabreski attacked and severely damaged a MiG 15 that fled across the Yalu River into China. He broke off the engagement and returned to base after his own airplane was damaged, where he claimed the MiG as a "probable kill".

Whisner trailed the MiG deep into Manchuria trying to confirm Gabreski's kill, but his Sabre ran low on fuel. He completed the shootdown and returned to K-14 where he confirmed the kill for Gabreski but did not claim it himself. Gabreski confronted him and angrily ordered him to change his mission report, confirming Whisner's own role in the kill. Whisner refused. Soon after, Gabreski recanted his anger and the two shared the claim, as a consequence of which three days later Whisner and not Gabreski became the first pilot of the 51st FW to reach jet ace status.

Gabreski's Korean tour was due to end in June. As he approached his mission-limit in early April, Gabreski quit logging sorties to avoid being transferred from his command. However, he was grounded by Fifth Air Force from further combat in mid-May when his deputy commander, Colonel Mahurin, was shot down. Gabreski was subsequently replaced by Colonel John W. Mitchell, who had led the mission to shoot down Admiral Yamamoto in World War II.

On his return to the United States, Gabreski received the key to the city from San Francisco Mayor Elmer E. Robinson and was given a ticker-tape parade up Market Street on June 17.

Gabreski's 6½ MiG 15 kill credits make him one of seven U.S. pilots to be aces in more than one war (the others being Colonel Harrison Thyng, Colonel James P. Hagerstrom, Major William T. Whisner, Colonel Vermont Garrison, Major George A. Davis, Jr., and Lieutenant Colonel John F. Bolt, USMC). Gabreski was officially credited with 123 combat missions in Korea, totaling 289 for his career. While he flew many F-86s in combat, his assigned aircraft was F-86E-10-NA 51-2740, nicknamed "Gabby".

Personal
Francis and Kay Gabreski had nine children in 48 years of marriage. Two of Gabreski's three sons graduated from the United States Air Force Academy and became career Air Force pilots. His daughter-in-law Terry L. Gabreski was promoted to lieutenant general in August 2005, the highest-ranking woman in the USAF.

Kay died as the result of an automobile accident as she and her husband were returning from the Oshkosh Air Show on August 6, 1993. She was interred in Calverton National Cemetery, 25 miles from their home in Dix Hills.

Death
Gabreski died of an apparent heart attack in Huntington Hospital, Long Island, New York on January 31, 2002, and is also buried in Calverton National Cemetery. Gabreski's funeral on February 6 was with full military honors and included a missing man formation flyover by F-15E Strike Eagles from the 4th Fighter Wing, Seymour Johnson Air Force Base, North Carolina.

Source: Wkipedia.org.
Soon: John C. Meyer's P-51D "Petie 2nd." ]]>
Although best known for his credited destruction of 34½ aircraft in aerial combat and being one of only seven U.S. pilots to become an ace in two wars, Gabreski was also one of the Air Force's most accomplished leaders. In addition to commanding two fighter squadrons, Gabreski had six command tours at group or wing level, including one in combat in Korea, totalling over 11 years of command and 15 overall in operational fighter assignments.

After his Air Force career, Gabreski headed the Long Island Rail Road, a commuter railroad owned by the State of New York, and struggled in his attempts to improve its service and financial condition. After two and a half years he resigned under pressure and went into full retirement.

Early years

Gabreski's official Air Force biography states:

(Gabreski's parents) had emigrated from Poland to Oil City, Pennsylvania, in the early 1900s. His father [Stanley Gabryszewski] owned and operated a market, putting in 12-hour days. Like many immigrant-owned businesses in those days, the whole family worked at the market. But Gabreski's parents had dreams for him, including attending Notre Dame University. He did so in 1938, but, unprepared for real academic work, almost flunked out during his freshman year. During his second year at Notre Dame, Army Air Corps recruiters visited the campus. Gabreski went to hear them, primarily because his friends were going. The Army's enticing offer impressed him and he enrolled, reporting in July 1940.

In 1938, during his first year at Notre Dame, Gabreski developed an interest in flying, taking lessons in a Taylor Cub and accumulating six hours of flight time. However, his autobiography indicates he struggled to fly smoothly and did not solo, advised by his instructor Homer Stockert that he didn't "have the touch to be a pilot".

At the start of his second year at Notre Dame, Nazi Germany invaded Poland, angering him and re-kindling his interest in flying. Gabreski enlisted in the U.S. Army Air Corps, volunteering as an aviation cadet. After his induction into the U.S. Army at Pittsburgh, Gabreski undertook primary flight training at Parks Air College, near East St. Louis, Illinois, flying the Stearman PT-17. Gabreski was a mediocre trainee, forced to pass an elimination check ride during primary to continue training.

He advanced to basic flight training at Gunter Army Air Base, Alabama, in the Vultee BT-13, and completed advanced training at Maxwell Field, Alabama, in the AT-6 Texan. Gabreski achieved his wings and his commission as a second lieutenant in the Air Corps in March 1941, then sailed for Hawaii aboard the SS Washington to his first assignment.

World War II

Assigned as a pilot with the 45th Pursuit Squadron of the 15th Pursuit Group at Wheeler Field, Hawaii, 2nd Lt. Gabreski trained on both the P-36 and the newer P-40. He met his future wife, Catherine "Kay" Cochran, in Hawaii and became engaged shortly after the Japanese attack on Pearl Harbor. During that action, Gabreski joined several members of his squadron in flying P-36 fighters in an attempt to intercept the attackers, but the Japanese had withdrawn before their reaction. During the spring and summer of 1942, Gabreski remained with the 45th FS, training in newer model P-40s and in P-39 Airacobras that the unit began to receive.

Gabreski followed closely reports on the Battle of Britain and the role played in it by Polish RAF squadrons, especially by the legendary No. 303 Polish Fighter Squadron. He became concerned that the US did not have many experienced fighter pilots. This gave Gabreski an idea: since Polish squadrons had proved to be capable within the RAF and since he himself was of Polish origin and spoke Polish, he offered to serve as a liaison officer to the Polish squadrons to learn from their experience. The idea was approved and he left Hawaii for Washington, D.C. in September 1942, where he received a promotion to captain.

RAF duty

In October, Gabreski reported to the Eighth Air Force's VIII Fighter Command in England, at that time a rudimentary new headquarters. After a lengthy period of inactivity, he tried to arrange duty with 303 Squadron, but that unit had been taken out of action for a period of rest. Instead he was posted to No. 315 (Deblin) Squadron at RAF Northolt in January 1943.

Gabreski flew the new Spitfire Mark IX. He and his fellow pilots flew patrol sweeps over the Channel. He first encountered Luftwaffe opposition on February 3, when a group of Fw 190s jumped his squadron. Too excited to make a "kill", Gabreski learned that he had to keep calm during a mission, a lesson that served him well later in the war. He later spoke with great esteem about the Polish pilots and lessons he learned from them. In all, Gabreski flew 20 missions with the Poles, engaging in combat once.

56th Fighter Group

On February 27, 1943, Gabreski became part of the 56th Fighter Group, flying the P-47 Thunderbolt, assigned to the 61st Fighter Squadron, and quickly became a flight leader. He was immediately resented by many of his fellow pilots, and his opinionated, verbose personality did little to ease the situation. In May, shortly after the group moved to RAF Halesworth and entered combat, Gabreski was promoted to major.

On June 9, he took command of the 61st Fighter Squadron when its CO was moved up to group deputy commander. This also stirred ill feelings toward him since he had jumped over two more senior pilots. This ill will was soon exacerbated when both of his rival flight leaders were lost in combat on June 26, and did not subside until he recorded his first credited kill, of an Fw 190 near Dreux, France, on August 24, 1943. His first kill presaged criticism that would follow him throughout his combat career, when his wingmen complained that his attack had been too hastily conducted to allow them to also engage.

On November 26, 1943, the 56th FG was assigned to cover the withdrawal of B-17s that had bombed Bremen, Germany. The P-47s arrived to find the bombers under heavy attack near Oldenburg and dove into the fray. Gabreski recorded his fourth and fifth kills to become an ace, but had a close brush with death on December 11, when a 20 mm (.79 in) cannon shell lodged in his engine without exploding, destroying its turbocharger. Low on fuel and ammunition, Gabreski out-maneuvered a Bf 109 until it succeeded in placing a burst of fire into the P-47, disabling its engine. Gabreski stayed in the airplane, however, until it restarted at a lower altitude where the turbocharger was not needed.

In November 1943, the group commander of the 56th, Colonel Hubert Zemke, was replaced in command for two months by Colonel Robert Landry, a staff officer at VIII FC. Because of Landry's inexperience, combat missions of the 56th were alternately led by deputy commander Lieutenant Colonel David C. Schilling and Gabreski, who acted as deputy group operations officer. When Zemke resumed command on January 19, 1944, Gabreski relinquished command of the 61st FS.

In February, Gabreski brought into the 56th two Polish pilots with whom he had flown in 1943 while serving with the RAF, including future USAAF ace Squadron Leader Boleslaw "Mike" Gladych. With Gabreski's support and to ease a shortage of experienced pilots caused by many veterans reaching the completion of their tours, the 61st FS in April accepted five other Polish Air Force pilots into the squadron as the "Polish Flight".

Gabreski's victory total steadily climbed through the winter of 1943-44. By March 27, he had earned 18 victory credits and had six multiple-kill missions to rank third in the "ace race" that had developed within VIII Fighter Command. He shot down only one more aircraft in the next two months, during which time the two pilots ahead of him, (Majors Robert S. Johnson and Walker M. Mahurin, also of the 56th FG), were sent home.

In April, the 56th FG moved to RAF Boxted and Gabreski was promoted to lieutenant colonel. He resumed command of the 61st FS when its commander was transferred to VIII FC headquarters.

On May 22, Gabreski shot down three Fw 190s over a Luftwaffe airfield in northwest Germany. He tied Johnson as the leading ace in the European Theater of Operations on June 27 (passing Eddie Rickenbacker's record from World War I in the process), and on July 5, 1944, became America's leading ace, with 28 destroyed. This total was never surpassed by any U.S. pilot fighting the Luftwaffe.

Prisoner of war

On July 20, 1944, Gabreski had reached the 300-hour combat time limit for Eighth Air Force fighter pilots and was awaiting a plane to fly him back to the United States on leave and reassignment. He had already advised Kay Cochran to proceed with wedding plans, and his home town of Oil City, Pennsylvania, had raised $2,000 for a wedding present in anticipation of his return.

However, Gabreski found that a bomber escort mission to Russelheim, Germany, was scheduled for that morning, and instead of boarding the transport, he requested to "fly just one more." Returning from the mission, Gabreski observed Heinkel He 111s parked on the airfield at Bassenheim, Germany, and took his flight down to attack.

His first strafing run on an He 111 was unsuccessful, and he reversed for a second pass. When his tracers went over the parked bomber he dropped the nose of his Thunderbolt to adjust, and its propeller clipped the runway, bending the tips. The damage caused his engine to vibrate violently and he was forced to crash land. Gabreski ran into nearby woods and eluded capture for five days, but was eventually captured. After being interrogated by Hanns Scharff, Gabreski was sent to Stalag Luft I. He was liberated when Soviet forces seized the camp in April 1945.

Gabreski was officially credited by the USAAF with 28 aircraft destroyed in air combat and 3 on the ground, flying 166 combat sorties. He was assigned five P-47s during his time with the 56th FG, none of which was ever named, but all of which bore the fuselage identification codes HV-A.

U.S. Air Force career

Following his repatriation, Gabreski returned to the United States and married Kay Cochran on June 11, 1945. After a 90-day recuperative leave, Gabreski became Chief of Fighter Test Section at Wright Field, Ohio, and at the same time completed test pilot training at its Engineering Flight Test School. In April 1946, he left the service, worked for Douglas Aircraft for a year, then was recalled to active duty in April 1947 to command the 55th Fighter Squadron, 20th Fighter Group, at Shaw Air Force Base, South Carolina.

His command of the 55th FS was brief. The Air Force sent him to Columbia University in September 1947 to complete his degree and study Russian. In June 1949, he graduated with a Bachelor of Arts in Political Science. He returned immediately to flying, becoming commander of his former unit, the 56th Fighter Group, now flying F-80 Shooting Stars at Selfridge Air Force Base, Michigan. While in command of the 56th, Gabreski oversaw conversion of the unit to F-86 Sabres and was promoted to colonel on March 11, 1950.

Gabreski flew combat again during the Korean War. In June 1951, Gabreski and a group of selected pilots of the 56th FIW accompanied the delivery of F-86Es of the 62d FIS to Korea aboard the escort carrier USS Cape Esperance. The planes and pilots joined the 4th Fighter-Interceptor Group at K-14 (Kimpo) Air Base, where most engaged in combat. On July 8, 1951, flying his fifth mission in an F-86, Gabreski shot down a MiG 15, followed by MiG kills on September 2 and October 2.

51st FIW
51st Fighter-Interceptor Wing

The growing MiG threat against B-29 bomber attacks along the Yalu River caused the Fifth Air Force to create a second Sabre wing by converting the 51st Fighter-Interceptor Wing from F-80s to F-86s in a 10-day period. Gabreski was transferred to K-13 (Suwon) Air Base, accompanied by most of the former 56th FIW pilots who had come with him to Korea, and took command November 6, 1951. During its first seven months as an F-86 wing, the 51st, with only two operational squadrons, scored 96 MiG kills, comparing favorably to the 125 of the veteran 4th Fighter-Interceptor Wing, which operated three. Gabreski himself scored 3½ more kills to become a jet ace.

Gabreski was an aggressive commander and fostered a fierce rivalry between the two F-86 wings, fueled in part by the fact that the 4th had also been the keenest rival of the 56th FG during World War II. While this aggressiveness paid off in the destruction of MiGs and air superiority over all of Korea, it also led Gabreski to make the first intentional violation of rules of engagement that prohibited combat with MiGs over China. (The MiG force was based in this ostensible sanctuary during the entire war.) Gabreski and a fellow former 56th pilot, Colonel Walker M. Mahurin, planned and executed a mission in early 1952 in which the F-86s turned off their IFF equipment and overflew two Chinese bases.

Gabreski was also criticized for having a poor attitude towards wingmen. One historian, citing five interviews with pilots and an unpublished manuscript by a sixth, observed that Gabreski flew the fastest aircraft available and failed to notice when his slower wingmen could not keep up. These pilots, reportedly afraid to fly with him, commented that he was more interested in personal achievement than in the wingmen. He was also criticized for a lack of discipline among his off-duty pilots, and for allegedly encouraging exaggerated kill claims.

However, at least three wingmen had different views. 1st Lieutenant Joe L. Cannon of the 51st FIW flew over 40 missions with him and described Gabreski as a mentor and "my kind of fighter pilot". 1st Lt. Harry Shumate, another 51st FIW pilot, stated that while flying wingman in Gabreski's flight, Shumate was the first to spot a MiG heading for its base and Gabreski told him to "go get him" while the leader covered. A 4th FIW pilot, 1st Lt. Anthony Kulengosky, observed:

I moved up in the world of wingmen by flying Col. Francis Gabreski's wing on a mission. I was absolutely thrilled to fly on this legend's wing...He was a tiger and went on to become an ace again. When asked who I looked up to the most as a pilot and a gentleman in all my flying, I still have to say it was "Gabby" Gabreski. When he took over the 51st Wing, he asked me to move over as a flight leader in his outfit.

Capt. Robert W. "Smitty" Smith, a 4th FIW pilot in Korea, recalled:

Shortly after my arrival, Gabby flew the first F-86E to arrive on base in simulated combat over the field against an F-86A and whipped the other guy badly, with every Sabre jock on the base as witness. After he landed he briefed all pilots and announced that the limited number of E’s would be reserved for flight leaders. I never forgot his response, when someone asked about the problem of wingmen staying with leaders. He replied “Wingmen are to absorb firepower” and I never knew him well enough to judge whether he had a dry sense of humor, but he made the right choice. One thing I know for sure, Gabby proved himself the greatest at our skills and talents, when he added 6 ½ MIG kills to his 28 victories in WW II and become the all-time American Fighter Ace, and I MIGht [sic] add, he did it in the P-47, not the better air-to-air P-51. And he didn’t have a chance to fly the much more powerful F-86F, which arrived after us.

A noted pilot also rebuts some of the criticism. Major William T. Whisner had been a P-51 double-ace in World War II and was one of the pilots Gabreski brought with him from the 56th FIW in June 1951. Before the mission of February 20, 1952, Gabreski and Whisner each had four MiGs credited as destroyed. During the mission, Gabreski attacked and severely damaged a MiG 15 that fled across the Yalu River into China. He broke off the engagement and returned to base after his own airplane was damaged, where he claimed the MiG as a "probable kill".

Whisner trailed the MiG deep into Manchuria trying to confirm Gabreski's kill, but his Sabre ran low on fuel. He completed the shootdown and returned to K-14 where he confirmed the kill for Gabreski but did not claim it himself. Gabreski confronted him and angrily ordered him to change his mission report, confirming Whisner's own role in the kill. Whisner refused. Soon after, Gabreski recanted his anger and the two shared the claim, as a consequence of which three days later Whisner and not Gabreski became the first pilot of the 51st FW to reach jet ace status.

Gabreski's Korean tour was due to end in June. As he approached his mission-limit in early April, Gabreski quit logging sorties to avoid being transferred from his command. However, he was grounded by Fifth Air Force from further combat in mid-May when his deputy commander, Colonel Mahurin, was shot down. Gabreski was subsequently replaced by Colonel John W. Mitchell, who had led the mission to shoot down Admiral Yamamoto in World War II.

On his return to the United States, Gabreski received the key to the city from San Francisco Mayor Elmer E. Robinson and was given a ticker-tape parade up Market Street on June 17.

Gabreski's 6½ MiG 15 kill credits make him one of seven U.S. pilots to be aces in more than one war (the others being Colonel Harrison Thyng, Colonel James P. Hagerstrom, Major William T. Whisner, Colonel Vermont Garrison, Major George A. Davis, Jr., and Lieutenant Colonel John F. Bolt, USMC). Gabreski was officially credited with 123 combat missions in Korea, totaling 289 for his career. While he flew many F-86s in combat, his assigned aircraft was F-86E-10-NA 51-2740, nicknamed "Gabby".

Personal
Francis and Kay Gabreski had nine children in 48 years of marriage. Two of Gabreski's three sons graduated from the United States Air Force Academy and became career Air Force pilots. His daughter-in-law Terry L. Gabreski was promoted to lieutenant general in August 2005, the highest-ranking woman in the USAF.

Kay died as the result of an automobile accident as she and her husband were returning from the Oshkosh Air Show on August 6, 1993. She was interred in Calverton National Cemetery, 25 miles from their home in Dix Hills.

Death
Gabreski died of an apparent heart attack in Huntington Hospital, Long Island, New York on January 31, 2002, and is also buried in Calverton National Cemetery. Gabreski's funeral on February 6 was with full military honors and included a missing man formation flyover by F-15E Strike Eagles from the 4th Fighter Wing, Seymour Johnson Air Force Base, North Carolina.

Source: Wkipedia.org.
Soon: John C. Meyer's P-51D "Petie 2nd."

]]> http://commandertheta.deviantart.com/art/Farewell-Defender-Dad-Troopship-Captain-284841673 http://commandertheta.deviantart.com/art/Farewell-Defender-Dad-Troopship-Captain-284841673 Mon, 13 Feb 2012 06:19:57 PST Farewell Defender Dad, Troopship Captain nonadult traditional/drawings/scifi CommanderTheta http://a.deviantart.net/avatars/c/o/commandertheta.jpg?2 Copyright 2012-2013 ~CommanderTheta

]]> http://shaystylez.deviantart.com/art/By-the-Runway-68888975 http://shaystylez.deviantart.com/art/By-the-Runway-68888975 Sat, 03 Nov 2007 04:28:43 PDT By the Runway nonadult traditional/drawings/other shaystylez http://a.deviantart.net/avatars/default.gif Copyright 2007-2013 ~shaystylez

]]> http://nathanfrnd.deviantart.com/art/The-Cockpit-199758979 http://nathanfrnd.deviantart.com/art/The-Cockpit-199758979 Fri, 04 Mar 2011 21:20:21 PST The Cockpit nonadult traditional/paintings/other Nathanfrnd http://a.deviantart.net/avatars/n/a/nathanfrnd.jpg?1 Copyright 2011-2013 ~Nathanfrnd

]]> http://redthedog.deviantart.com/art/Final-Approach-358515985 http://redthedog.deviantart.com/art/Final-Approach-358515985 Sat, 09 Mar 2013 06:23:21 PST Final Approach nonadult traditional/drawings/other RedTheDog http://a.deviantart.net/avatars/r/e/redthedog.jpg?3 Copyright 2013 ~RedTheDog

Scanner killed it though... :/ ]]>

Scanner killed it though... :/

]]> http://hamsandwhich.deviantart.com/art/Where-s-Air-Traffic-Control-110551580 http://hamsandwhich.deviantart.com/art/Where-s-Air-Traffic-Control-110551580 Sat, 24 Jan 2009 09:42:26 PST Where's Air Traffic Control? nonadult traditional/drawings/technical HamSandwhich http://a.deviantart.net/avatars/h/a/hamsandwhich.jpg Copyright 2009-2013 ~HamSandwhich

]]>