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Most recent 90 results returned for keyword: Middle Eastern and African (Search this on MAP)

Flickr Why U.S Imposed a Temporary Ban on Middle Eastern Airlines?

If you are working with a tech company or a fan of technology, you will confirm that the United States has made travelling more complicated to different parts in the world. The United States has asked most Middle Eastern and African airlines including Royal airline of Jordan and Saudi Arabian airline to follow a 96-hour ban on carrying electronics items on flights to or from the United States, it will be implemented from 21st March 2017.

Read more at; bit.ly/2nQIKOL

Recent Updated: 4 days ago - Created by jessicaherron9 - View

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Flickr Trump expected to sign new travel ban into US by early next week
Tags: headlinenews   immigration   newexecutiveorder   politics   presidenttrump   
President Trump is expected to sign a revised executive order early next week banning travel from several Middle Eastern and African counties, the president’s latest effort to prevent radical Islamic terrorism on U.S. soil.
A senior administration official confirmed with Fox News on Saturday...

www.hagmannreport.com/from-the-wires/trump-expected-to-si...

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Flickr Trump: new travel ban order next week banning Middle Eastern and African migrants
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The president will sign the new executive order at the Department of Homeland Security as early as Monday but it is not yet clear what changes Trump plans to make to the revised travel ban.

It is not clear what changes Trump plans to make to the revised travel ban.

The Associated Press reported last week that the reboot will only apply to six nations – taking Iraq off the list because it is a close ally to the US in the fight against the ISIS terror army.

Source: Trump expected to sign new travel ban order next week | Daily Mail Online


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Flickr #ODUResists
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The students and staff of #ODU held a rally in protest of the Executive Order that put a Travel Ban on people coming into the US from 7 Middle Eastern and African countries. These are some of the moments from that event, people speaking out in solidarity against what they perceive as an affront to this nations values and principles.
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Flickr #ODUResists
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The students and staff of #ODU held a rally in protest of the Executive Order that put a Travel Ban on people coming into the US from 7 Middle Eastern and African countries. These are some of the moments from that event, people speaking out in solidarity against what they perceive as an affront to this nations values and principles.
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Flickr #ODUResists
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The students and staff of #ODU held a rally in protest of the Executive Order that put a Travel Ban on people coming into the US from 7 Middle Eastern and African countries. These are some of the moments from that event, people speaking out in solidarity against what they perceive as an affront to this nations values and principles.
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Flickr #ODUResists
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The students and staff of #ODU held a rally in protest of the Executive Order that put a Travel Ban on people coming into the US from 7 Middle Eastern and African countries. These are some of the moments from that event, people speaking out in solidarity against what they perceive as an affront to this nations values and principles.
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The students and staff of #ODU held a rally in protest of the Executive Order that put a Travel Ban on people coming into the US from 7 Middle Eastern and African countries. These are some of the moments from that event, people speaking out in solidarity against what they perceive as an affront to this nations values and principles.
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The students and staff of #ODU held a rally in protest of the Executive Order that put a Travel Ban on people coming into the US from 7 Middle Eastern and African countries. These are some of the moments from that event, people speaking out in solidarity against what they perceive as an affront to this nations values and principles.
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The students and staff of #ODU held a rally in protest of the Executive Order that put a Travel Ban on people coming into the US from 7 Middle Eastern and African countries. These are some of the moments from that event, people speaking out in solidarity against what they perceive as an affront to this nations values and principles.
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The students and staff of #ODU held a rally in protest of the Executive Order that put a Travel Ban on people coming into the US from 7 Middle Eastern and African countries. These are some of the moments from that event, people speaking out in solidarity against what they perceive as an affront to this nations values and principles.
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The students and staff of #ODU held a rally in protest of the Executive Order that put a Travel Ban on people coming into the US from 7 Middle Eastern and African countries. These are some of the moments from that event, people speaking out in solidarity against what they perceive as an affront to this nations values and principles.
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Flickr #ODUResists
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The students and staff of #ODU held a rally in protest of the Executive Order that put a Travel Ban on people coming into the US from 7 Middle Eastern and African countries. These are some of the moments from that event, people speaking out in solidarity against what they perceive as an affront to this nations values and principles.
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Flickr #ODUResists
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The students and staff of #ODU held a rally in protest of the Executive Order that put a Travel Ban on people coming into the US from 7 Middle Eastern and African countries. These are some of the moments from that event, people speaking out in solidarity against what they perceive as an affront to this nations values and principles.
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Flickr #ODUResists
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The students and staff of #ODU held a rally in protest of the Executive Order that put a Travel Ban on people coming into the US from 7 Middle Eastern and African countries. These are some of the moments from that event, people speaking out in solidarity against what they perceive as an affront to this nations values and principles.
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The students and staff of #ODU held a rally in protest of the Executive Order that put a Travel Ban on people coming into the US from 7 Middle Eastern and African countries. These are some of the moments from that event, people speaking out in solidarity against what they perceive as an affront to this nations values and principles.
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The students and staff of #ODU held a rally in protest of the Executive Order that put a Travel Ban on people coming into the US from 7 Middle Eastern and African countries. These are some of the moments from that event, people speaking out in solidarity against what they perceive as an affront to this nations values and principles.
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The students and staff of #ODU held a rally in protest of the Executive Order that put a Travel Ban on people coming into the US from 7 Middle Eastern and African countries. These are some of the moments from that event, people speaking out in solidarity against what they perceive as an affront to this nations values and principles.
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The students and staff of #ODU held a rally in protest of the Executive Order that put a Travel Ban on people coming into the US from 7 Middle Eastern and African countries. These are some of the moments from that event, people speaking out in solidarity against what they perceive as an affront to this nations values and principles.
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The students and staff of #ODU held a rally in protest of the Executive Order that put a Travel Ban on people coming into the US from 7 Middle Eastern and African countries. These are some of the moments from that event, people speaking out in solidarity against what they perceive as an affront to this nations values and principles.
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The students and staff of #ODU held a rally in protest of the Executive Order that put a Travel Ban on people coming into the US from 7 Middle Eastern and African countries. These are some of the moments from that event, people speaking out in solidarity against what they perceive as an affront to this nations values and principles.
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The students and staff of #ODU held a rally in protest of the Executive Order that put a Travel Ban on people coming into the US from 7 Middle Eastern and African countries. These are some of the moments from that event, people speaking out in solidarity against what they perceive as an affront to this nations values and principles.
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The students and staff of #ODU held a rally in protest of the Executive Order that put a Travel Ban on people coming into the US from 7 Middle Eastern and African countries. These are some of the moments from that event, people speaking out in solidarity against what they perceive as an affront to this nations values and principles.
Recent Updated: 1 month ago - Created by PiscesPhotographer - View

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The students and staff of #ODU held a rally in protest of the Executive Order that put a Travel Ban on people coming into the US from 7 Middle Eastern and African countries. These are some of the moments from that event, people speaking out in solidarity against what they perceive as an affront to this nations values and principles.
Recent Updated: 1 month ago - Created by PiscesPhotographer - View

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Flickr #ODUResists
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The students and staff of #ODU held a rally in protest of the Executive Order that put a Travel Ban on people coming into the US from 7 Middle Eastern and African countries. These are some of the moments from that event, people speaking out in solidarity against what they perceive as an affront to this nations values and principles.
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Flickr #ODUResists
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The students and staff of #ODU held a rally in protest of the Executive Order that put a Travel Ban on people coming into the US from 7 Middle Eastern and African countries. These are some of the moments from that event, people speaking out in solidarity against what they perceive as an affront to this nations values and principles.
Recent Updated: 1 month ago - Created by PiscesPhotographer - View

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Flickr #ODUResists
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The students and staff of #ODU held a rally in protest of the Executive Order that put a Travel Ban on people coming into the US from 7 Middle Eastern and African countries. These are some of the moments from that event, people speaking out in solidarity against what they perceive as an affront to this nations values and principles.
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Flickr #ODUResists
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The students and staff of #ODU held a rally in protest of the Executive Order that put a Travel Ban on people coming into the US from 7 Middle Eastern and African countries. These are some of the moments from that event, people speaking out in solidarity against what they perceive as an affront to this nations values and principles.
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Flickr #ODUResists
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The students and staff of #ODU held a rally in protest of the Executive Order that put a Travel Ban on people coming into the US from 7 Middle Eastern and African countries. These are some of the moments from that event, people speaking out in solidarity against what they perceive as an affront to this nations values and principles.
Recent Updated: 1 month ago - Created by PiscesPhotographer - View

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Flickr #ODUResists
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The students and staff of #ODU held a rally in protest of the Executive Order that put a Travel Ban on people coming into the US from 7 Middle Eastern and African countries. These are some of the moments from that event, people speaking out in solidarity against what they perceive as an affront to this nations values and principles.
Recent Updated: 1 month ago - Created by PiscesPhotographer - View

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Flickr #ODUResists
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The students and staff of #ODU held a rally in protest of the Executive Order that put a Travel Ban on people coming into the US from 7 Middle Eastern and African countries. These are some of the moments from that event, people speaking out in solidarity against what they perceive as an affront to this nations values and principles.
Recent Updated: 1 month ago - Created by PiscesPhotographer - View

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Flickr #ODUResists
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The students and staff of #ODU held a rally in protest of the Executive Order that put a Travel Ban on people coming into the US from 7 Middle Eastern and African countries. These are some of the moments from that event, people speaking out in solidarity against what they perceive as an affront to this nations values and principles.
Recent Updated: 1 month ago - Created by PiscesPhotographer - View

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The students and staff of #ODU held a rally in protest of the Executive Order that put a Travel Ban on people coming into the US from 7 Middle Eastern and African countries. These are some of the moments from that event, people speaking out in solidarity against what they perceive as an affront to this nations values and principles.
Recent Updated: 1 month ago - Created by PiscesPhotographer - View

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The students and staff of #ODU held a rally in protest of the Executive Order that put a Travel Ban on people coming into the US from 7 Middle Eastern and African countries. These are some of the moments from that event, people speaking out in solidarity against what they perceive as an affront to this nations values and principles.
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The students and staff of #ODU held a rally in protest of the Executive Order that put a Travel Ban on people coming into the US from 7 Middle Eastern and African countries. These are some of the moments from that event, people speaking out in solidarity against what they perceive as an affront to this nations values and principles.
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The students and staff of #ODU held a rally in protest of the Executive Order that put a Travel Ban on people coming into the US from 7 Middle Eastern and African countries. These are some of the moments from that event, people speaking out in solidarity against what they perceive as an affront to this nations values and principles.
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The students and staff of #ODU held a rally in protest of the Executive Order that put a Travel Ban on people coming into the US from 7 Middle Eastern and African countries. These are some of the moments from that event, people speaking out in solidarity against what they perceive as an affront to this nations values and principles.
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The students and staff of #ODU held a rally in protest of the Executive Order that put a Travel Ban on people coming into the US from 7 Middle Eastern and African countries. These are some of the moments from that event, people speaking out in solidarity against what they perceive as an affront to this nations values and principles.
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The students and staff of #ODU held a rally in protest of the Executive Order that put a Travel Ban on people coming into the US from 7 Middle Eastern and African countries. These are some of the moments from that event, people speaking out in solidarity against what they perceive as an affront to this nations values and principles.
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The students and staff of #ODU held a rally in protest of the Executive Order that put a Travel Ban on people coming into the US from 7 Middle Eastern and African countries. These are some of the moments from that event, people speaking out in solidarity against what they perceive as an affront to this nations values and principles.
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The students and staff of #ODU held a rally in protest of the Executive Order that put a Travel Ban on people coming into the US from 7 Middle Eastern and African countries. These are some of the moments from that event, people speaking out in solidarity against what they perceive as an affront to this nations values and principles.
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The students and staff of #ODU held a rally in protest of the Executive Order that put a Travel Ban on people coming into the US from 7 Middle Eastern and African countries. These are some of the moments from that event, people speaking out in solidarity against what they perceive as an affront to this nations values and principles.
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The students and staff of #ODU held a rally in protest of the Executive Order that put a Travel Ban on people coming into the US from 7 Middle Eastern and African countries. These are some of the moments from that event, people speaking out in solidarity against what they perceive as an affront to this nations values and principles.
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The students and staff of #ODU held a rally in protest of the Executive Order that put a Travel Ban on people coming into the US from 7 Middle Eastern and African countries. These are some of the moments from that event, people speaking out in solidarity against what they perceive as an affront to this nations values and principles.
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Flickr Berlin 2016
Tags: berlin   germany   
Germany's recent influx of Middle Eastern and African refugees and immigrants was a marked element of the city.
Recent Updated: 9 months ago - Created by karinamartens - View

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Flickr BOAC Vickers VC10 G-ASGC
Tags: plane   airplane   flying   aircraft   air   flight   terminal   aeroplane   landing   international   airline   airbus   boeing   arrival   airways   approach   airlines   departure   takeoff   runway   airliner   vickers   internationalairport   boac   commercialairliner   vickersvc10   internationalairline   
In the breakneck age of early jet travel, it was a race between the transatlantic superpowers to become king of the skies. To combat America's rising star, the Boeing 707, Britain hoped that its latest development, the Vickers VC10, would be the answer to our prayers, but instead has come to encompass all that was right and all that was wrong with the British aviation industry.

As part of a consolidation of the UK aviation industry to reduce costs, the British Government cut down on the number of companies available to build aircraft. By 1959, only two engine makers, Rolls-Royce and Bristol Siddeley, were allowed to take part in aviation powerplant construction. By 1960, the government had merged the aircraft manufacturers into a selection of larger companies, including British Aircraft Corporation (BAC), which encompassed Vickers, Bristol and English Electric's aviation interests, Hawker Siddeley, that was built on de Havilland's heavy aircraft experience, and Westland consolidated helicopter manufacture. The British government also controlled route-licensing for private airlines and also oversaw the newly established publicly-owned British Overseas Airways Corporation (BOAC) long-range and British European Airways (BEA) short and medium-range airlines.

In 1951, the Ministry of Supply commissioned Vickers to create a military troop/freighter aircraft based on the Vickers Valiant nuclear bomber. The concept interested BOAC, who entered into discussion with Vickers and the RAF for a passenger variant to become the flagship of transatlantic flights. In October 1952, Vickers were contracted to build a prototype which they designated the Type 1000 (Vickers V-1000), followed in June 1954 by a production order for six aircraft for the RAF, together with the planned civil variant for BOAC known then as the VC7 (the seventh Vickers civil design).

Work commenced in 1955, but was put on hold after the RAF order was cancelled the same year due to major cutbacks in the face of a recession. Vickers hoped that BOAC would remain interested, but waning confidence in the British aviation industry following the Comet crashes and delayed production of the Bristol Britannia turboprop made them reluctant to follow the project through. Although BOAC would later order a set of the Comet 4 aircraft, these were only seen as temporary stop-gaps until the airline received 15 Boeing 707's in 1959. However, while the 707 was an able aircraft, it was very poor at operating the Empire services to the colonies in Africa and Asia. In these regions, many airports are located in hot climates at high altitudes, examples being Singapore and Nairobi, therefore reducing aircraft performance. The 707 was oversized and underpowered for such a task, and thus BOAC once again searched for options.

De Havilland offered the DH.118, a development of the Comet 5 project while Handley Page proposed the HP.97, based on their V bomber, the Victor. After carefully considering the routes, Vickers offered the VC10. Crucially, Vickers was the only firm willing to launch its design as a private venture, instead of relying on government financing.

The design of the VC10 included a T-Tail with four Rolls Royce Conway engines mounted at the rear of the fuselage. It had a generous wing equipped with wide chord Fowler flaps and full span leading edge slats for good take-off and climb performance; its rear engines gave an efficient clean wing and reduced cabin noise. The engines were also further from the runway surface than an underwing design, an important factor in operations from rough runways such as those common in Africa; wide, low-pressure tyres were also adopted with this same concern in mind. The VC10 was capable of landing and taking off at slower speeds than the rival 707 and its engines could produce considerably more thrust, providing good 'hot and high' performance, and was considered to be a safer aircraft.

The Rolls Royce Conway engines provided the VC10 with 22,500lbf each, propelling the aircraft to a top speed of 580mph, a range of 5,800 miles and an operational ceiling of 43,000ft. However, the combined engine pack at the rear of the aircraft made the VC10 incredibly noisy externally, so much so that it has gone on record as the loudest commercial airliner in history, something that even the mighty Concorde couldn't top!

Another party-piece of the VC10 was its revolutionary and highly advanced onboard avionics, including a quadruplicated automatic flight control system, intended to enable fully automatic zero-visibility landings. Capacity was up to 135 passengers in a two-class configuration. The VC10 came in two variants, the Standard and the Super. Super VC10's differed in that they were equipped with more powerful Conway engines and a 28ft longer fuselage offering up to 212 seats, 23 more than the Boeing 707–320 series.

Each aircraft cost £1.75m (£39m in today's money) and confidence in the aircraft was high, with most of the development team expecting it to thrash the comparatively simple 707. However, the costs of development meant that in order to earn a profit, Vickers would have to sell at least 80 of the aircraft at the asking price. Eventually BOAC took on 25 of the aircraft, 55 short of their required amount. In response, Vickers offered a regional alternative known as the VC11, intending BEA to consider its usage, but this plan came to no avail, the company instead ordering the Hawker Siddeley Trident.

The prototype, G-ARTA, rolled out of the Weybridge factory on 15th April, 1962. On 29th June, after two months of ground, engine and taxi tests, it was first flown by Vickers' chief test pilot G R 'Jock' Bryce, co-pilot Brian Trubshaw and flight engineer Bill Cairns from Brooklands to Wisley for further testing. Flight tests revealed a serious drag problem, which was addressed via the adoption of Küchemann wingtips and "beaver tail" engine nacelle fairings, as well as a redesigned basal rudder segment for greater control effectiveness; these aerodynamic refinements considerably elongated the testing process. The certification programme included visits to Nairobi, Khartoum, Rome, Kano, Aden, and Beirut. A VC10 flew across the Atlantic to Montreal on 8th February, 1964.

Problems regarding the construction of the VC10 however were due largely to the location of the factory at Weybridge. Weybridge, a former RAF Spitfire base, had a runway that was too short for the VC10, and thus the aircraft, following construction, had to be flown without furnishings and with less than half a tank of fuel to the nearby BAC factory at Wisley, located 3 miles to the south, where the aircraft would be fitted out for final delivery to an airline.

The first deliveries to BOAC took place in 1964, and immediately received acclaim from passengers and crews for their low noise level, comfort, ease of flying and stylistic beauty, especially in the BOAC livery. BOAC would eventually take on 11 Standard VC10's and 17 Super VC10's, these being put to work on the Empire flights as well as transatlantic services to New York. Most other carriers that took on the VC10 used it to exploit the hot and high flight capability, and thus it was very popular among Middle Eastern and African airlines such as Gulf Air, East African Airways and Ghana Airways. In addition to commercial aviation, the VC10 also found itself in its original intended role working for the RAF, which took on 9 aircraft originally as strategic transport and VIP aircraft.

However, despite it being lauded for its advanced design and superb looks, the VC10 would very quickly come to symbolise all that made the British aviation industry lag behind the foreign competition, and it would cost Vickers dearly.

Vickers wanted the VC10 to be a mass-produced competitor to the 707 and Douglas DC-8, and though equally as capable and much more advanced, its failure to sell in the same numbers came down to three things. The first was that most airlines didn't have the hot and high problem that the VC10 was specifically designed to overcome, and thus its technology was somewhat surplus to requirement. At the same time the VC10 was considered cutting edge, a risk many airlines weren't willing to take, especially during the economically and politically unstable times of the 1960's and also following the failure of the Comet. The final, and arguably most important, reason was because the VC10 was much more expensive to operate. Whilst the 707 and DC-8 followed the barn-door approach to building aircraft, the VC10 was a highly advanced and extremely complex plane by comparison, and thus didn't suit the needs of its opponents.

As a result, only 54 VC10's were built when production ended in 1970, and very soon the ones that had been built found themselves redundant. Throughout the 1950's and 60's, the economically unstable UK, like many other colonial powers, were forced to give independence to many of its overseas territories, including Kenya, the Sudan, Singapore, Nigeria, Rhodesia and countries of the Arabian Peninsula such as Yemen. As such, the requirements for the VC10's hot and high abilities were reduced as BOAC, later British Airways, removed or reduced services on routes to these former colonies. The political unrest that ensued also broke apart many of the other operators that used VC10's, namely East African Airways, which was an airline jointly owned by the governments of Kenya, Tanzania and Uganda. Following independence, relations between these countries began to deteriorate, and the airline folded in 1977.

Here in the UK, almost all VC10's were now under the ownership of British Airways, taking on former British United and later British Caledonian units. The VC10, though a useful aircraft, was now both needlessly expensive due to its inefficient nature, especially after the Oil Crisis of 1973, and had been superseded by a variety of later builds, including Boeing 747's. The first VC10's were retired as early as 1974, though would later find use with Gulf Air. Eventually, almost at the same time, every VC10 in passenger operation was retired, with all commercial examples being withdrawn by 1982. British Airways made its last flight of a VC10 in May 1981 after attempting to sell them on to other airlines with no avail. Eventually, those that had not been scrapped were instead sold to the RAF.

The RAF, by the mid-1980's, owned 28 VC10's, including both their original orders from 1964 and converted commercial examples. All of these aircraft, including the transports, were retrofitted into air-to-air tankers to replace the Handley-Page Victors, which were converted nuclear V Bombers. Under RAF service, the VC10's saw action in both Gulf Wars, the War in Afghanistan, the Kosovo Crisis and assisted in the Arab Spring of 2011. Each aircraft was capable of carrying 80 tons of fuel over their range of 5,800 miles, making them important parts of any airborne tactical situation. The VC10's remained in service with the RAF until the final examples were retired on the 25th September, 2013, being replaced by the Airbus A330 MRTT Voyager aircraft. After 49 years of service, of which only 18 had been spent in passenger service, the last mass-produced long-range British jet airliner fell silent and was consigned to the history books.

However, the VC10 does have the distinction of being among the safest aircraft in aviation history. Although 7 aircraft were written-off during its career, only two were fatal, and none were as a result of a fault with the aircraft itself. Three VC10's were hijacked, two of which were destroyed, one being at the infamous Dawson's Field in Jordan alongside other hijacked aircraft, though in all three situations only one hostage was murdered. One VC10 was destroyed by small arms fire on the ground at Beirut during an Israeli raid, one was written-off after a hard landing, and another was written-off on the ground after an error in fuel distribution. In the case of the two fatal landings, these were due to pilot error more than anything else, and the combined loss of life for both incidents was 130.

Today, 10 VC10's have been preserved, including one commercial example, two former VIP aircraft, and 7 ex-RAF tankers and one partial fuselage.

It is truly a shame that the VC10 never caught on in the way Vickers had hoped, but, as mentioned, it is one of several aircraft that summarize the best and worst regarding the motivations of the British aviation industry, creating highly advanced aircraft that are far more reliable and endearing than the competition, but being too expensive or complex to have a mass-market appeal. The VC10 was an unfortunate case in point, with all passenger examples retired within 15 to 20 years. A sad waste perhaps, but at least there are still Vickers VC10's in the world to show us all the lengths of British innovation and aircraft manufacturing.

This aircraft is one of my all time fave's and for a very, very good reason!

Recent Updated: 9 months ago - Created by Rorymacve Part II - View

Copyright and permission to use should be sought to the author - Rorymacve Part II
Flickr BOAC Vickers VC10 G-ASGC
Tags: plane   airplane   flying   aircraft   air   flight   terminal   aeroplane   landing   international   airline   airbus   boeing   arrival   airways   approach   airlines   departure   takeoff   runway   airliner   vickers   internationalairport   boac   commercialairliner   vickersvc10   internationalairline   
In the breakneck age of early jet travel, it was a race between the transatlantic superpowers to become king of the skies. To combat America's rising star, the Boeing 707, Britain hoped that its latest development, the Vickers VC10, would be the answer to our prayers, but instead has come to encompass all that was right and all that was wrong with the British aviation industry.

As part of a consolidation of the UK aviation industry to reduce costs, the British Government cut down on the number of companies available to build aircraft. By 1959, only two engine makers, Rolls-Royce and Bristol Siddeley, were allowed to take part in aviation powerplant construction. By 1960, the government had merged the aircraft manufacturers into a selection of larger companies, including British Aircraft Corporation (BAC), which encompassed Vickers, Bristol and English Electric's aviation interests, Hawker Siddeley, that was built on de Havilland's heavy aircraft experience, and Westland consolidated helicopter manufacture. The British government also controlled route-licensing for private airlines and also oversaw the newly established publicly-owned British Overseas Airways Corporation (BOAC) long-range and British European Airways (BEA) short and medium-range airlines.

In 1951, the Ministry of Supply commissioned Vickers to create a military troop/freighter aircraft based on the Vickers Valiant nuclear bomber. The concept interested BOAC, who entered into discussion with Vickers and the RAF for a passenger variant to become the flagship of transatlantic flights. In October 1952, Vickers were contracted to build a prototype which they designated the Type 1000 (Vickers V-1000), followed in June 1954 by a production order for six aircraft for the RAF, together with the planned civil variant for BOAC known then as the VC7 (the seventh Vickers civil design).

Work commenced in 1955, but was put on hold after the RAF order was cancelled the same year due to major cutbacks in the face of a recession. Vickers hoped that BOAC would remain interested, but waning confidence in the British aviation industry following the Comet crashes and delayed production of the Bristol Britannia turboprop made them reluctant to follow the project through. Although BOAC would later order a set of the Comet 4 aircraft, these were only seen as temporary stop-gaps until the airline received 15 Boeing 707's in 1959. However, while the 707 was an able aircraft, it was very poor at operating the Empire services to the colonies in Africa and Asia. In these regions, many airports are located in hot climates at high altitudes, examples being Singapore and Nairobi, therefore reducing aircraft performance. The 707 was oversized and underpowered for such a task, and thus BOAC once again searched for options.

De Havilland offered the DH.118, a development of the Comet 5 project while Handley Page proposed the HP.97, based on their V bomber, the Victor. After carefully considering the routes, Vickers offered the VC10. Crucially, Vickers was the only firm willing to launch its design as a private venture, instead of relying on government financing.

The design of the VC10 included a T-Tail with four Rolls Royce Conway engines mounted at the rear of the fuselage. It had a generous wing equipped with wide chord Fowler flaps and full span leading edge slats for good take-off and climb performance; its rear engines gave an efficient clean wing and reduced cabin noise. The engines were also further from the runway surface than an underwing design, an important factor in operations from rough runways such as those common in Africa; wide, low-pressure tyres were also adopted with this same concern in mind. The VC10 was capable of landing and taking off at slower speeds than the rival 707 and its engines could produce considerably more thrust, providing good 'hot and high' performance, and was considered to be a safer aircraft.

The Rolls Royce Conway engines provided the VC10 with 22,500lbf each, propelling the aircraft to a top speed of 580mph, a range of 5,800 miles and an operational ceiling of 43,000ft. However, the combined engine pack at the rear of the aircraft made the VC10 incredibly noisy externally, so much so that it has gone on record as the loudest commercial airliner in history, something that even the mighty Concorde couldn't top!

Another party-piece of the VC10 was its revolutionary and highly advanced onboard avionics, including a quadruplicated automatic flight control system, intended to enable fully automatic zero-visibility landings. Capacity was up to 135 passengers in a two-class configuration. The VC10 came in two variants, the Standard and the Super. Super VC10's differed in that they were equipped with more powerful Conway engines and a 28ft longer fuselage offering up to 212 seats, 23 more than the Boeing 707–320 series.

Each aircraft cost £1.75m (£39m in today's money) and confidence in the aircraft was high, with most of the development team expecting it to thrash the comparatively simple 707. However, the costs of development meant that in order to earn a profit, Vickers would have to sell at least 80 of the aircraft at the asking price. Eventually BOAC took on 25 of the aircraft, 55 short of their required amount. In response, Vickers offered a regional alternative known as the VC11, intending BEA to consider its usage, but this plan came to no avail, the company instead ordering the Hawker Siddeley Trident.

The prototype, G-ARTA, rolled out of the Weybridge factory on 15th April, 1962. On 29th June, after two months of ground, engine and taxi tests, it was first flown by Vickers' chief test pilot G R 'Jock' Bryce, co-pilot Brian Trubshaw and flight engineer Bill Cairns from Brooklands to Wisley for further testing. Flight tests revealed a serious drag problem, which was addressed via the adoption of Küchemann wingtips and "beaver tail" engine nacelle fairings, as well as a redesigned basal rudder segment for greater control effectiveness; these aerodynamic refinements considerably elongated the testing process. The certification programme included visits to Nairobi, Khartoum, Rome, Kano, Aden, and Beirut. A VC10 flew across the Atlantic to Montreal on 8th February, 1964.

Problems regarding the construction of the VC10 however were due largely to the location of the factory at Weybridge. Weybridge, a former RAF Spitfire base, had a runway that was too short for the VC10, and thus the aircraft, following construction, had to be flown without furnishings and with less than half a tank of fuel to the nearby BAC factory at Wisley, located 3 miles to the south, where the aircraft would be fitted out for final delivery to an airline.

The first deliveries to BOAC took place in 1964, and immediately received acclaim from passengers and crews for their low noise level, comfort, ease of flying and stylistic beauty, especially in the BOAC livery. BOAC would eventually take on 11 Standard VC10's and 17 Super VC10's, these being put to work on the Empire flights as well as transatlantic services to New York. Most other carriers that took on the VC10 used it to exploit the hot and high flight capability, and thus it was very popular among Middle Eastern and African airlines such as Gulf Air, East African Airways and Ghana Airways. In addition to commercial aviation, the VC10 also found itself in its original intended role working for the RAF, which took on 9 aircraft originally as strategic transport and VIP aircraft.

However, despite it being lauded for its advanced design and superb looks, the VC10 would very quickly come to symbolise all that made the British aviation industry lag behind the foreign competition, and it would cost Vickers dearly.

Vickers wanted the VC10 to be a mass-produced competitor to the 707 and Douglas DC-8, and though equally as capable and much more advanced, its failure to sell in the same numbers came down to three things. The first was that most airlines didn't have the hot and high problem that the VC10 was specifically designed to overcome, and thus its technology was somewhat surplus to requirement. At the same time the VC10 was considered cutting edge, a risk many airlines weren't willing to take, especially during the economically and politically unstable times of the 1960's and also following the failure of the Comet. The final, and arguably most important, reason was because the VC10 was much more expensive to operate. Whilst the 707 and DC-8 followed the barn-door approach to building aircraft, the VC10 was a highly advanced and extremely complex plane by comparison, and thus didn't suit the needs of its opponents.

As a result, only 54 VC10's were built when production ended in 1970, and very soon the ones that had been built found themselves redundant. Throughout the 1950's and 60's, the economically unstable UK, like many other colonial powers, were forced to give independence to many of its overseas territories, including Kenya, the Sudan, Singapore, Nigeria, Rhodesia and countries of the Arabian Peninsula such as Yemen. As such, the requirements for the VC10's hot and high abilities were reduced as BOAC, later British Airways, removed or reduced services on routes to these former colonies. The political unrest that ensued also broke apart many of the other operators that used VC10's, namely East African Airways, which was an airline jointly owned by the governments of Kenya, Tanzania and Uganda. Following independence, relations between these countries began to deteriorate, and the airline folded in 1977.

Here in the UK, almost all VC10's were now under the ownership of British Airways, taking on former British United and later British Caledonian units. The VC10, though a useful aircraft, was now both needlessly expensive due to its inefficient nature, especially after the Oil Crisis of 1973, and had been superseded by a variety of later builds, including Boeing 747's. The first VC10's were retired as early as 1974, though would later find use with Gulf Air. Eventually, almost at the same time, every VC10 in passenger operation was retired, with all commercial examples being withdrawn by 1982. British Airways made its last flight of a VC10 in May 1981 after attempting to sell them on to other airlines with no avail. Eventually, those that had not been scrapped were instead sold to the RAF.

The RAF, by the mid-1980's, owned 28 VC10's, including both their original orders from 1964 and converted commercial examples. All of these aircraft, including the transports, were retrofitted into air-to-air tankers to replace the Handley-Page Victors, which were converted nuclear V Bombers. Under RAF service, the VC10's saw action in both Gulf Wars, the War in Afghanistan, the Kosovo Crisis and assisted in the Arab Spring of 2011. Each aircraft was capable of carrying 80 tons of fuel over their range of 5,800 miles, making them important parts of any airborne tactical situation. The VC10's remained in service with the RAF until the final examples were retired on the 25th September, 2013, being replaced by the Airbus A330 MRTT Voyager aircraft. After 49 years of service, of which only 18 had been spent in passenger service, the last mass-produced long-range British jet airliner fell silent and was consigned to the history books.

However, the VC10 does have the distinction of being among the safest aircraft in aviation history. Although 7 aircraft were written-off during its career, only two were fatal, and none were as a result of a fault with the aircraft itself. Three VC10's were hijacked, two of which were destroyed, one being at the infamous Dawson's Field in Jordan alongside other hijacked aircraft, though in all three situations only one hostage was murdered. One VC10 was destroyed by small arms fire on the ground at Beirut during an Israeli raid, one was written-off after a hard landing, and another was written-off on the ground after an error in fuel distribution. In the case of the two fatal landings, these were due to pilot error more than anything else, and the combined loss of life for both incidents was 130.

Today, 10 VC10's have been preserved, including one commercial example, two former VIP aircraft, and 7 ex-RAF tankers and one partial fuselage.

It is truly a shame that the VC10 never caught on in the way Vickers had hoped, but, as mentioned, it is one of several aircraft that summarize the best and worst regarding the motivations of the British aviation industry, creating highly advanced aircraft that are far more reliable and endearing than the competition, but being too expensive or complex to have a mass-market appeal. The VC10 was an unfortunate case in point, with all passenger examples retired within 15 to 20 years. A sad waste perhaps, but at least there are still Vickers VC10's in the world to show us all the lengths of British innovation and aircraft manufacturing.

This aircraft is one of my all time fave's and for a very, very good reason!

Recent Updated: 9 months ago - Created by Rorymacve Part II - View

Copyright and permission to use should be sought to the author - Rorymacve Part II
Flickr BOAC Vickers VC10 G-ASGC
Tags: plane   airplane   flying   aircraft   air   flight   terminal   aeroplane   landing   international   airline   airbus   boeing   arrival   airways   approach   airlines   departure   takeoff   runway   airliner   vickers   internationalairport   boac   commercialairliner   vickersvc10   internationalairline   
In the breakneck age of early jet travel, it was a race between the transatlantic superpowers to become king of the skies. To combat America's rising star, the Boeing 707, Britain hoped that its latest development, the Vickers VC10, would be the answer to our prayers, but instead has come to encompass all that was right and all that was wrong with the British aviation industry.

As part of a consolidation of the UK aviation industry to reduce costs, the British Government cut down on the number of companies available to build aircraft. By 1959, only two engine makers, Rolls-Royce and Bristol Siddeley, were allowed to take part in aviation powerplant construction. By 1960, the government had merged the aircraft manufacturers into a selection of larger companies, including British Aircraft Corporation (BAC), which encompassed Vickers, Bristol and English Electric's aviation interests, Hawker Siddeley, that was built on de Havilland's heavy aircraft experience, and Westland consolidated helicopter manufacture. The British government also controlled route-licensing for private airlines and also oversaw the newly established publicly-owned British Overseas Airways Corporation (BOAC) long-range and British European Airways (BEA) short and medium-range airlines.

In 1951, the Ministry of Supply commissioned Vickers to create a military troop/freighter aircraft based on the Vickers Valiant nuclear bomber. The concept interested BOAC, who entered into discussion with Vickers and the RAF for a passenger variant to become the flagship of transatlantic flights. In October 1952, Vickers were contracted to build a prototype which they designated the Type 1000 (Vickers V-1000), followed in June 1954 by a production order for six aircraft for the RAF, together with the planned civil variant for BOAC known then as the VC7 (the seventh Vickers civil design).

Work commenced in 1955, but was put on hold after the RAF order was cancelled the same year due to major cutbacks in the face of a recession. Vickers hoped that BOAC would remain interested, but waning confidence in the British aviation industry following the Comet crashes and delayed production of the Bristol Britannia turboprop made them reluctant to follow the project through. Although BOAC would later order a set of the Comet 4 aircraft, these were only seen as temporary stop-gaps until the airline received 15 Boeing 707's in 1959. However, while the 707 was an able aircraft, it was very poor at operating the Empire services to the colonies in Africa and Asia. In these regions, many airports are located in hot climates at high altitudes, examples being Singapore and Nairobi, therefore reducing aircraft performance. The 707 was oversized and underpowered for such a task, and thus BOAC once again searched for options.

De Havilland offered the DH.118, a development of the Comet 5 project while Handley Page proposed the HP.97, based on their V bomber, the Victor. After carefully considering the routes, Vickers offered the VC10. Crucially, Vickers was the only firm willing to launch its design as a private venture, instead of relying on government financing.

The design of the VC10 included a T-Tail with four Rolls Royce Conway engines mounted at the rear of the fuselage. It had a generous wing equipped with wide chord Fowler flaps and full span leading edge slats for good take-off and climb performance; its rear engines gave an efficient clean wing and reduced cabin noise. The engines were also further from the runway surface than an underwing design, an important factor in operations from rough runways such as those common in Africa; wide, low-pressure tyres were also adopted with this same concern in mind. The VC10 was capable of landing and taking off at slower speeds than the rival 707 and its engines could produce considerably more thrust, providing good 'hot and high' performance, and was considered to be a safer aircraft.

The Rolls Royce Conway engines provided the VC10 with 22,500lbf each, propelling the aircraft to a top speed of 580mph, a range of 5,800 miles and an operational ceiling of 43,000ft. However, the combined engine pack at the rear of the aircraft made the VC10 incredibly noisy externally, so much so that it has gone on record as the loudest commercial airliner in history, something that even the mighty Concorde couldn't top!

Another party-piece of the VC10 was its revolutionary and highly advanced onboard avionics, including a quadruplicated automatic flight control system, intended to enable fully automatic zero-visibility landings. Capacity was up to 135 passengers in a two-class configuration. The VC10 came in two variants, the Standard and the Super. Super VC10's differed in that they were equipped with more powerful Conway engines and a 28ft longer fuselage offering up to 212 seats, 23 more than the Boeing 707–320 series.

Each aircraft cost £1.75m (£39m in today's money) and confidence in the aircraft was high, with most of the development team expecting it to thrash the comparatively simple 707. However, the costs of development meant that in order to earn a profit, Vickers would have to sell at least 80 of the aircraft at the asking price. Eventually BOAC took on 25 of the aircraft, 55 short of their required amount. In response, Vickers offered a regional alternative known as the VC11, intending BEA to consider its usage, but this plan came to no avail, the company instead ordering the Hawker Siddeley Trident.

The prototype, G-ARTA, rolled out of the Weybridge factory on 15th April, 1962. On 29th June, after two months of ground, engine and taxi tests, it was first flown by Vickers' chief test pilot G R 'Jock' Bryce, co-pilot Brian Trubshaw and flight engineer Bill Cairns from Brooklands to Wisley for further testing. Flight tests revealed a serious drag problem, which was addressed via the adoption of Küchemann wingtips and "beaver tail" engine nacelle fairings, as well as a redesigned basal rudder segment for greater control effectiveness; these aerodynamic refinements considerably elongated the testing process. The certification programme included visits to Nairobi, Khartoum, Rome, Kano, Aden, and Beirut. A VC10 flew across the Atlantic to Montreal on 8th February, 1964.

Problems regarding the construction of the VC10 however were due largely to the location of the factory at Weybridge. Weybridge, a former RAF Spitfire base, had a runway that was too short for the VC10, and thus the aircraft, following construction, had to be flown without furnishings and with less than half a tank of fuel to the nearby BAC factory at Wisley, located 3 miles to the south, where the aircraft would be fitted out for final delivery to an airline.

The first deliveries to BOAC took place in 1964, and immediately received acclaim from passengers and crews for their low noise level, comfort, ease of flying and stylistic beauty, especially in the BOAC livery. BOAC would eventually take on 11 Standard VC10's and 17 Super VC10's, these being put to work on the Empire flights as well as transatlantic services to New York. Most other carriers that took on the VC10 used it to exploit the hot and high flight capability, and thus it was very popular among Middle Eastern and African airlines such as Gulf Air, East African Airways and Ghana Airways. In addition to commercial aviation, the VC10 also found itself in its original intended role working for the RAF, which took on 9 aircraft originally as strategic transport and VIP aircraft.

However, despite it being lauded for its advanced design and superb looks, the VC10 would very quickly come to symbolise all that made the British aviation industry lag behind the foreign competition, and it would cost Vickers dearly.

Vickers wanted the VC10 to be a mass-produced competitor to the 707 and Douglas DC-8, and though equally as capable and much more advanced, its failure to sell in the same numbers came down to three things. The first was that most airlines didn't have the hot and high problem that the VC10 was specifically designed to overcome, and thus its technology was somewhat surplus to requirement. At the same time the VC10 was considered cutting edge, a risk many airlines weren't willing to take, especially during the economically and politically unstable times of the 1960's and also following the failure of the Comet. The final, and arguably most important, reason was because the VC10 was much more expensive to operate. Whilst the 707 and DC-8 followed the barn-door approach to building aircraft, the VC10 was a highly advanced and extremely complex plane by comparison, and thus didn't suit the needs of its opponents.

As a result, only 54 VC10's were built when production ended in 1970, and very soon the ones that had been built found themselves redundant. Throughout the 1950's and 60's, the economically unstable UK, like many other colonial powers, were forced to give independence to many of its overseas territories, including Kenya, the Sudan, Singapore, Nigeria, Rhodesia and countries of the Arabian Peninsula such as Yemen. As such, the requirements for the VC10's hot and high abilities were reduced as BOAC, later British Airways, removed or reduced services on routes to these former colonies. The political unrest that ensued also broke apart many of the other operators that used VC10's, namely East African Airways, which was an airline jointly owned by the governments of Kenya, Tanzania and Uganda. Following independence, relations between these countries began to deteriorate, and the airline folded in 1977.

Here in the UK, almost all VC10's were now under the ownership of British Airways, taking on former British United and later British Caledonian units. The VC10, though a useful aircraft, was now both needlessly expensive due to its inefficient nature, especially after the Oil Crisis of 1973, and had been superseded by a variety of later builds, including Boeing 747's. The first VC10's were retired as early as 1974, though would later find use with Gulf Air. Eventually, almost at the same time, every VC10 in passenger operation was retired, with all commercial examples being withdrawn by 1982. British Airways made its last flight of a VC10 in May 1981 after attempting to sell them on to other airlines with no avail. Eventually, those that had not been scrapped were instead sold to the RAF.

The RAF, by the mid-1980's, owned 28 VC10's, including both their original orders from 1964 and converted commercial examples. All of these aircraft, including the transports, were retrofitted into air-to-air tankers to replace the Handley-Page Victors, which were converted nuclear V Bombers. Under RAF service, the VC10's saw action in both Gulf Wars, the War in Afghanistan, the Kosovo Crisis and assisted in the Arab Spring of 2011. Each aircraft was capable of carrying 80 tons of fuel over their range of 5,800 miles, making them important parts of any airborne tactical situation. The VC10's remained in service with the RAF until the final examples were retired on the 25th September, 2013, being replaced by the Airbus A330 MRTT Voyager aircraft. After 49 years of service, of which only 18 had been spent in passenger service, the last mass-produced long-range British jet airliner fell silent and was consigned to the history books.

However, the VC10 does have the distinction of being among the safest aircraft in aviation history. Although 7 aircraft were written-off during its career, only two were fatal, and none were as a result of a fault with the aircraft itself. Three VC10's were hijacked, two of which were destroyed, one being at the infamous Dawson's Field in Jordan alongside other hijacked aircraft, though in all three situations only one hostage was murdered. One VC10 was destroyed by small arms fire on the ground at Beirut during an Israeli raid, one was written-off after a hard landing, and another was written-off on the ground after an error in fuel distribution. In the case of the two fatal landings, these were due to pilot error more than anything else, and the combined loss of life for both incidents was 130.

Today, 10 VC10's have been preserved, including one commercial example, two former VIP aircraft, and 7 ex-RAF tankers and one partial fuselage.

It is truly a shame that the VC10 never caught on in the way Vickers had hoped, but, as mentioned, it is one of several aircraft that summarize the best and worst regarding the motivations of the British aviation industry, creating highly advanced aircraft that are far more reliable and endearing than the competition, but being too expensive or complex to have a mass-market appeal. The VC10 was an unfortunate case in point, with all passenger examples retired within 15 to 20 years. A sad waste perhaps, but at least there are still Vickers VC10's in the world to show us all the lengths of British innovation and aircraft manufacturing.

This aircraft is one of my all time fave's and for a very, very good reason!

Recent Updated: 9 months ago - Created by Rorymacve Part II - View

Copyright and permission to use should be sought to the author - Rorymacve Part II
Flickr BOAC Vickers VC10 G-ASGC
Tags: plane   airplane   flying   aircraft   air   flight   terminal   aeroplane   landing   international   airline   airbus   boeing   arrival   airways   approach   airlines   departure   takeoff   runway   airliner   vickers   internationalairport   boac   commercialairliner   vickersvc10   internationalairline   
In the breakneck age of early jet travel, it was a race between the transatlantic superpowers to become king of the skies. To combat America's rising star, the Boeing 707, Britain hoped that its latest development, the Vickers VC10, would be the answer to our prayers, but instead has come to encompass all that was right and all that was wrong with the British aviation industry.

As part of a consolidation of the UK aviation industry to reduce costs, the British Government cut down on the number of companies available to build aircraft. By 1959, only two engine makers, Rolls-Royce and Bristol Siddeley, were allowed to take part in aviation powerplant construction. By 1960, the government had merged the aircraft manufacturers into a selection of larger companies, including British Aircraft Corporation (BAC), which encompassed Vickers, Bristol and English Electric's aviation interests, Hawker Siddeley, that was built on de Havilland's heavy aircraft experience, and Westland consolidated helicopter manufacture. The British government also controlled route-licensing for private airlines and also oversaw the newly established publicly-owned British Overseas Airways Corporation (BOAC) long-range and British European Airways (BEA) short and medium-range airlines.

In 1951, the Ministry of Supply commissioned Vickers to create a military troop/freighter aircraft based on the Vickers Valiant nuclear bomber. The concept interested BOAC, who entered into discussion with Vickers and the RAF for a passenger variant to become the flagship of transatlantic flights. In October 1952, Vickers were contracted to build a prototype which they designated the Type 1000 (Vickers V-1000), followed in June 1954 by a production order for six aircraft for the RAF, together with the planned civil variant for BOAC known then as the VC7 (the seventh Vickers civil design).

Work commenced in 1955, but was put on hold after the RAF order was cancelled the same year due to major cutbacks in the face of a recession. Vickers hoped that BOAC would remain interested, but waning confidence in the British aviation industry following the Comet crashes and delayed production of the Bristol Britannia turboprop made them reluctant to follow the project through. Although BOAC would later order a set of the Comet 4 aircraft, these were only seen as temporary stop-gaps until the airline received 15 Boeing 707's in 1959. However, while the 707 was an able aircraft, it was very poor at operating the Empire services to the colonies in Africa and Asia. In these regions, many airports are located in hot climates at high altitudes, examples being Singapore and Nairobi, therefore reducing aircraft performance. The 707 was oversized and underpowered for such a task, and thus BOAC once again searched for options.

De Havilland offered the DH.118, a development of the Comet 5 project while Handley Page proposed the HP.97, based on their V bomber, the Victor. After carefully considering the routes, Vickers offered the VC10. Crucially, Vickers was the only firm willing to launch its design as a private venture, instead of relying on government financing.

The design of the VC10 included a T-Tail with four Rolls Royce Conway engines mounted at the rear of the fuselage. It had a generous wing equipped with wide chord Fowler flaps and full span leading edge slats for good take-off and climb performance; its rear engines gave an efficient clean wing and reduced cabin noise. The engines were also further from the runway surface than an underwing design, an important factor in operations from rough runways such as those common in Africa; wide, low-pressure tyres were also adopted with this same concern in mind. The VC10 was capable of landing and taking off at slower speeds than the rival 707 and its engines could produce considerably more thrust, providing good 'hot and high' performance, and was considered to be a safer aircraft.

The Rolls Royce Conway engines provided the VC10 with 22,500lbf each, propelling the aircraft to a top speed of 580mph, a range of 5,800 miles and an operational ceiling of 43,000ft. However, the combined engine pack at the rear of the aircraft made the VC10 incredibly noisy externally, so much so that it has gone on record as the loudest commercial airliner in history, something that even the mighty Concorde couldn't top!

Another party-piece of the VC10 was its revolutionary and highly advanced onboard avionics, including a quadruplicated automatic flight control system, intended to enable fully automatic zero-visibility landings. Capacity was up to 135 passengers in a two-class configuration. The VC10 came in two variants, the Standard and the Super. Super VC10's differed in that they were equipped with more powerful Conway engines and a 28ft longer fuselage offering up to 212 seats, 23 more than the Boeing 707–320 series.

Each aircraft cost £1.75m (£39m in today's money) and confidence in the aircraft was high, with most of the development team expecting it to thrash the comparatively simple 707. However, the costs of development meant that in order to earn a profit, Vickers would have to sell at least 80 of the aircraft at the asking price. Eventually BOAC took on 25 of the aircraft, 55 short of their required amount. In response, Vickers offered a regional alternative known as the VC11, intending BEA to consider its usage, but this plan came to no avail, the company instead ordering the Hawker Siddeley Trident.

The prototype, G-ARTA, rolled out of the Weybridge factory on 15th April, 1962. On 29th June, after two months of ground, engine and taxi tests, it was first flown by Vickers' chief test pilot G R 'Jock' Bryce, co-pilot Brian Trubshaw and flight engineer Bill Cairns from Brooklands to Wisley for further testing. Flight tests revealed a serious drag problem, which was addressed via the adoption of Küchemann wingtips and "beaver tail" engine nacelle fairings, as well as a redesigned basal rudder segment for greater control effectiveness; these aerodynamic refinements considerably elongated the testing process. The certification programme included visits to Nairobi, Khartoum, Rome, Kano, Aden, and Beirut. A VC10 flew across the Atlantic to Montreal on 8th February, 1964.

Problems regarding the construction of the VC10 however were due largely to the location of the factory at Weybridge. Weybridge, a former RAF Spitfire base, had a runway that was too short for the VC10, and thus the aircraft, following construction, had to be flown without furnishings and with less than half a tank of fuel to the nearby BAC factory at Wisley, located 3 miles to the south, where the aircraft would be fitted out for final delivery to an airline.

The first deliveries to BOAC took place in 1964, and immediately received acclaim from passengers and crews for their low noise level, comfort, ease of flying and stylistic beauty, especially in the BOAC livery. BOAC would eventually take on 11 Standard VC10's and 17 Super VC10's, these being put to work on the Empire flights as well as transatlantic services to New York. Most other carriers that took on the VC10 used it to exploit the hot and high flight capability, and thus it was very popular among Middle Eastern and African airlines such as Gulf Air, East African Airways and Ghana Airways. In addition to commercial aviation, the VC10 also found itself in its original intended role working for the RAF, which took on 9 aircraft originally as strategic transport and VIP aircraft.

However, despite it being lauded for its advanced design and superb looks, the VC10 would very quickly come to symbolise all that made the British aviation industry lag behind the foreign competition, and it would cost Vickers dearly.

Vickers wanted the VC10 to be a mass-produced competitor to the 707 and Douglas DC-8, and though equally as capable and much more advanced, its failure to sell in the same numbers came down to three things. The first was that most airlines didn't have the hot and high problem that the VC10 was specifically designed to overcome, and thus its technology was somewhat surplus to requirement. At the same time the VC10 was considered cutting edge, a risk many airlines weren't willing to take, especially during the economically and politically unstable times of the 1960's and also following the failure of the Comet. The final, and arguably most important, reason was because the VC10 was much more expensive to operate. Whilst the 707 and DC-8 followed the barn-door approach to building aircraft, the VC10 was a highly advanced and extremely complex plane by comparison, and thus didn't suit the needs of its opponents.

As a result, only 54 VC10's were built when production ended in 1970, and very soon the ones that had been built found themselves redundant. Throughout the 1950's and 60's, the economically unstable UK, like many other colonial powers, were forced to give independence to many of its overseas territories, including Kenya, the Sudan, Singapore, Nigeria, Rhodesia and countries of the Arabian Peninsula such as Yemen. As such, the requirements for the VC10's hot and high abilities were reduced as BOAC, later British Airways, removed or reduced services on routes to these former colonies. The political unrest that ensued also broke apart many of the other operators that used VC10's, namely East African Airways, which was an airline jointly owned by the governments of Kenya, Tanzania and Uganda. Following independence, relations between these countries began to deteriorate, and the airline folded in 1977.

Here in the UK, almost all VC10's were now under the ownership of British Airways, taking on former British United and later British Caledonian units. The VC10, though a useful aircraft, was now both needlessly expensive due to its inefficient nature, especially after the Oil Crisis of 1973, and had been superseded by a variety of later builds, including Boeing 747's. The first VC10's were retired as early as 1974, though would later find use with Gulf Air. Eventually, almost at the same time, every VC10 in passenger operation was retired, with all commercial examples being withdrawn by 1982. British Airways made its last flight of a VC10 in May 1981 after attempting to sell them on to other airlines with no avail. Eventually, those that had not been scrapped were instead sold to the RAF.

The RAF, by the mid-1980's, owned 28 VC10's, including both their original orders from 1964 and converted commercial examples. All of these aircraft, including the transports, were retrofitted into air-to-air tankers to replace the Handley-Page Victors, which were converted nuclear V Bombers. Under RAF service, the VC10's saw action in both Gulf Wars, the War in Afghanistan, the Kosovo Crisis and assisted in the Arab Spring of 2011. Each aircraft was capable of carrying 80 tons of fuel over their range of 5,800 miles, making them important parts of any airborne tactical situation. The VC10's remained in service with the RAF until the final examples were retired on the 25th September, 2013, being replaced by the Airbus A330 MRTT Voyager aircraft. After 49 years of service, of which only 18 had been spent in passenger service, the last mass-produced long-range British jet airliner fell silent and was consigned to the history books.

However, the VC10 does have the distinction of being among the safest aircraft in aviation history. Although 7 aircraft were written-off during its career, only two were fatal, and none were as a result of a fault with the aircraft itself. Three VC10's were hijacked, two of which were destroyed, one being at the infamous Dawson's Field in Jordan alongside other hijacked aircraft, though in all three situations only one hostage was murdered. One VC10 was destroyed by small arms fire on the ground at Beirut during an Israeli raid, one was written-off after a hard landing, and another was written-off on the ground after an error in fuel distribution. In the case of the two fatal landings, these were due to pilot error more than anything else, and the combined loss of life for both incidents was 130.

Today, 10 VC10's have been preserved, including one commercial example, two former VIP aircraft, and 7 ex-RAF tankers and one partial fuselage.

It is truly a shame that the VC10 never caught on in the way Vickers had hoped, but, as mentioned, it is one of several aircraft that summarize the best and worst regarding the motivations of the British aviation industry, creating highly advanced aircraft that are far more reliable and endearing than the competition, but being too expensive or complex to have a mass-market appeal. The VC10 was an unfortunate case in point, with all passenger examples retired within 15 to 20 years. A sad waste perhaps, but at least there are still Vickers VC10's in the world to show us all the lengths of British innovation and aircraft manufacturing.

This aircraft is one of my all time fave's and for a very, very good reason!

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We Have Entered the Looting Stage of Capitalism
Germany’s Assault On The IMF

Paul Craig Roberts • May 25, 2016

Having successfully used the EU to conquer the Greek people by turning the Greek “leftwing” government into a pawn of Germany’s banks, Germany now finds the IMF in the way of its plan to loot Greece into oblivion .

The IMF’s rules prevent the organization from lending to countries that cannot repay the loan. The IMF has concluded on the basis of facts and analysis that Greece cannot repay. Therefore, the IMF is unwilling to lend Greece the money with which to repay the private banks.

The IMF says that Greece’s creditors, many of whom are not creditors but simply bought up Greek debt at a cheap price in hopes of profiting, must write off some of the Greek debt in order to lower the debt to an amount that the Greek economy can service.

The banks don’t want Greece to be able to service its debt, because the banks intend to use Greece’s inability to service the debt in order to loot Greece of its assets and resources and in order to roll back the social safety net put in place during the 20th century. Neoliberalism intends to reestablish feudalism—a few robber barons and many serfs: the One Percent and the 99 percent.

The way Germany sees it, the IMF is supposed to lend Greece the money with which to repay the private German banks. Then the IMF is to be repaid by forcing Greece to reduce or abolish old age pensions, reduce public services and employment, and use the revenues saved to repay the IMF.

As these amounts will be insufficient, additional austerity measures are imposed that require Greece to sell its national assets, such as public water companies and ports and protected Greek islands to foreign investors, principallly the banks themselves or their major clients.

So far the so-called “creditors” have only pledged to some form of debt relief, not yet decided, beginning in 2 years. By then the younger part of the Greek population will have emigrated and will have been replaced by immigrants fleeing Washington’s Middle Eastern and African wars who will have loaded up Greece’s unfunded welfare system.

In other words, Greece is being destroyed by the EU that it so foolishly joined and trusted. The same thing is happening to Portugal and is also underway in Spain and Italy. The looting has already devoured Ireland and Latvia (and a number of Latin American countries) and is underway in Ukraine.

The current newspaper headlines reporting an agreement being reached between the IMF and Germany about writing down the Greek debt to a level that could be serviced are false. No “creditor” has yet agreed to write off one cent of the debt. All that the IMF has been given by so-called “creditors” is unspecific “pledges” of an unspecified amount of debt writedown two years from now.

The newspaper headlines are nothing but fluff that provide cover for the IMF to succumb to presssure and violate its own rules. The cover lets the IMF say that a (future unspecified) debt writedown will enable Greece to service the remainder of its debt and, therefore, the IMF can lend Greece the money to pay the private banks.

In other words, the IMF is now another lawless Western institution whose charter means no more than the US Constitution or the word of the US government in Washington.

The media persists in calling the looting of Greece a “bailout.”

To call the looting of a country and its people a “bailout” is Orwellian. The brainwashing is so successful that even the media and politicians of looted Greece call the financial imperialism that Greece is suffering a “bailout.”

Everywhere in the Western world a variety of measures, both corporate and governmental, have resulted in the stagnation of income growth. In order to continue to report profits, mega-banks and global corporations have turned to looting. Social Security systems and public services–and in the US even the TSA airline security screening–are targeted for privatization, and indebtedness so accurately described by John Perkins in his book, Confessions of an Economic Hit Man, is used to set up entire countries to be looted.

We have entered the looting stage of capitalism. Desolation will be the result.

(Reprinted from PaulCraigRoberts.org by permission of author or representative)

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March 18, 2016

Could Hillary Clinton be Worse Than Trump?

by Andrew Levine

The “Super Tuesday 3” elections went well for the Clinton juggernaut and for Donald Trump. The gods must be angry.

Or maybe the explanation is just that corporate media’s malign neglect of the Bernie Sanders campaign is paying off for Hillary. FAIR and other organizations that monitor the press have established beyond a reasonable doubt that The Washington Post and The New York Times might as well be Team Hillary’s Ministry of Propaganda. And, as anyone who can bear to watch MSNBC and CNN can attest, “liberal” cable news outlets are no better. National Public Radio may be the worst of all. Remember that at pledge time!

As for Trump, the cable networks have been working overtime for him too – all publicity, in his case, being good publicity. Let the pundits blame changing demographics and “authoritarian” personality structures all they like, the Trump phenomenon is on their bosses and them.

In Sanders’ case, it is because, as garden-variety capitalists, they don’t like his message. In Trump’s, it is because of what his reality TV campaign style does for their bottom lines. Either way, they are bastards, and they should rot in that special place in hell that Madeleine Albright wants to reserve for women who don’t support Hillary. Proud of her role in superintending the sanctions regime that led to the death of some half million Iraqis, Albright deserves a special place in hell too.

To be sure, it’s not over ‘till it’s over; and anything can happen. But now that Super Tuesday 3 has come and gone, it is looking like we are in for a long hot summer and fall, and for many gruesome years ahead.

The hope that the Clintons would soon go the way of the Bushes has always been a long shot; but then it was for the Bushes as well. Perhaps we should just be grateful that the gods saw fit to bless us with one out of two, and not complain too much about how a clean sweep is even less likely now than it seemed a week or two ago.

What is to be done, then, as the Democratic Party convention this summer approaches; and then, if Hillary is the nominee, between the convention and the general election? And, if it comes to that, what should we we be doing now to prepare for the time when a restored Clinton White House starts making even President Obama look good?

To answer these questions, it can be helpful to ponder another question that most right thinking people would say answers itself: is Hillary Clinton worse than Donald Trump?

Without a moment’s hesitation, everyone everywhere who is not morally or intellectually impaired would, of course, answer with a resounding No. If asked to explain, the response would probably be that the questioner can’t be serious. As Trump’s campaign descends ever deeper into the Dark Side, even former contrarians are coming around to this view.

It can therefore seem that there is nothing to discuss. But there is – even now.

For one thing, it still makes sense to distinguish the candidates from their supporters. Trump’s supporters, many of them anyway, are more worrisome than he is; most Clinton supporters are more estimable than she. This bears, of course, on how the candidates themselves should be assessed, but it is hardly the only factor.

Screen Shot 2016-03-03 at 4.29.41 PM-1

Trump’s support, everyone agrees, comes mainly from angry white people. To the extent that it really is driving the Trump phenomenon, this racial component is deplorable.

There is no doubt, however, that angry white – and black and brown – men and women have plenty to be angry about. Neoliberalism has not been kind to the ninety-nine percent.

Nevertheless, there is no escaping the fact that a good many of Trump’s angriest supporters do hate Muslims and Hispanics and African Americans too, except of course Ben Carson. They are not fond of uppity females either, or disabled people, homosexuals, and anyone less retrograde than themselves.

Panicked liberals call them twenty-first century “fascists.” Even using that term loosely, the description is, at best, premature. But there are alarming similarities between them and the rank-and-file of the bona fide fascist movements of the past.

At a minimum, Trump deserves blame for turning over the rock that had been keeping more than a few Americans’ fascist or proto-fascist demons down. If he doesn’t soon put a damper over what he started, or if it turns out that he no longer can, he will be culpable for a lot more.

But since incitement has been working for him up to this point, he has so far not changed course. Perhaps he has come to identify with the people he has been using to advance his self-promoting ambitions; perhaps, like many of them, he has now slipped out of control.

Nevertheless, the difference between the mountebank and his marks remains pertinent. So far, at least, Trump’s supporters, many of them anyway, seem more dangerous than the man himself – to an extent that makes it reasonable even now to investigate ways that Clinton might actually be worse.

It is telling, of course, that he supporters are not like his; they despise the demons Trump has stirred up. Most of them would like nothing more than a world in which “the better angels of our nature” call the shots.

The problem with them is that their view of Clinton and Clintonism is flawed. They believe that Hillary is on the side of those angels, and that, thanks to her “pragmatism,” she can cause their will to be done.

People of sound judgment are now saying that a President Trump would be like a Berlusconi, or perhaps even a Mussolini, with nukes. True enough.

But hardly anyone realizes that a Hillary with nukes would be nearly as bad.

Ever since the Soviet Union imploded, American Presidents have found it expedient to bolster our perpetual war regime, and the military industrial complex it sustains, by threatening and sometime fighting against opponents too weak to fight back. Bill Clinton was no exception. His wife, however, seems intent on picking a fight with Russia or at least in going right up to the brink. In view of her shoot-first-ask-questions-later nature, this is scary indeed.

Lesser evilists who are rightfully wary of a world in which the Donald could launch a nuclear war should take note.

Trump’s volatile nature and unpredictability does give more cause for concern than Clinton’s bellicose temperament and neocon convictions. But the difference is not clear-cut, and on other matters, it is an even closer call.

Trump is egomaniacal, vulgar and buffoonish. He is a man without principles who will say or do whatever he deems expedient. He is good at it too because he can sniff out what his target audience wants and make them think that he is giving it to them, even when he is not. More than his bluster or his penchant for bullying, this explains his success at unleashing his supporters’ demons.

But there is no compelling evidence, not so far anyway, that his own demons are calling the shots. With the Donald, it is all about winning. What he wants is only to get his way – neither more nor less.

Even so, he does have political opinions; and not all of them are bad. More often than not, they are based on sound intuitions and common sense.

And because he is neither a neoliberal nor a neocon, his views are often to the left of Hillary’s. This is a matter of instinct, however; not conviction. Trump has views, but there is nothing like a coherent ideology or underlying vision behind them.

Clinton, on the other hand, is a Clintonite; a devotee of liberal interventionism and of neoliberal economic nostrums. The difference does not necessarily redound in Clinton’s favor.

The Green Bay Packer’s legendary coach, Vince Lombardi, famously said that “winning isn’t everything, it’s the only thing.” Trump could say the same. In football, though, it is hard to make fast and loose with the rules; in business and electoral politics, it is a lot easier – as Trump has demonstrated time and again. Lombardi had no choice but to try to win fair and square; Trump is freer to take liberties.

As an individual, Hillary is not a whole lot more principled than the Donald. But she has a higher minded and more principled constituency to please. They hold her in line, while Trump’s supporters could care less what their man says or does, so long as his example, or rather his bluster, enables their rage.

Unlike Trump, Clinton has few ardent fans. But she has to please the few she has, enough to keep them on board, and she has to try to convince the rest, the ones that strongly prefer Bernie, that she is at least generally on their side. This is why she tries so hard to stand for niceness for all; for all Americans and other worthies, that is.

She sees no percentage in being similarly nice, say, to the Russians or the Chinese. By her reckoning, Libyans, Syrians, Iraqis and other Middle Eastern and African peoples are similarly undeserving of solicitude.

And because her donors insist, Palestinians make out worst of all. Sheldon Adelson, Paul Singer and others of their ilk are, by now, inveterate Republicans; Hillary has no chance with them. But there are plenty of ethnocratic Zionists with serious money in the Democratic camp too. Hillary’s pal Haim Saban, for example, has pockets plenty deep; and he is far from alone.

It is therefore no surprise that Hillary readily accepted the invitation that AIPAC, the American Israel Public Affairs Committee, the leading pro-Israel lobbying group in the United States, offered her to address its annual policy meeting in Washington next week.

Is winning the only thing for her too? Perhaps not; it might not even be everything, though maybe it would be if she were better at it. But, in this as in so much else, Hillary’s skill set is deficient. She is a better campaigner now than in 2008, having gone through it all once before. Still, in that regard, even a novice like Trump has her beat by a mile.

Part of the problem is that despite her vaunted “smarts,” the woman is loopy — not quite to the extent that, say, Joe Biden is, but loopy nevertheless. Why else would she think it appropriate to announce at a Democratic Party candidates’ debate that Henry Kissinger admired her tenure at the State Department? And what could she have been thinking when she praised fellow First Lady Nancy Reagan for her work on HIV/AIDS?

And when she saw fit to redbait Bernie, why would she do it in the knuckleheaded way that she did — attacking him for an interview he gave in the eighties in which he pointed out some of the obvious achievements of the Cuban Revolution?

And at a time when her support for the nefarious 2009 coup in Honduras is finally entering into mainstream awareness, causing people to think again about the long history of America’s predations in Central America, why on earth would she attack Sanders for supporting the Sandinistas in Nicaragua three decades ago?

Trump can get away with saying anything, but Clinton doesn’t have “attitude” enough for that. She doesn’t even have much imagination. How could it not have occurred to her to avoid such obvious howlers as that Sanders stood guard on the Mexican border with Minutemen vigilantes, or that he voted as he did on the Wall Street bailout because he wanted to quash the auto industry?

Hillary has now joined Sanders in calling Trump a pathological liar. She deserves credit for that; good for her. Her point would be more convincing, however, if she were not such a clumsy liar herself.

***

Is it possible, then, that she actually is worse than Trump? The answer, all things considered, is plainly No – because Trump’s vileness has crossed the line too many times, and to too great effect.

But the question is still worth pondering because Clinton actually is worse, a lot worse, on more than a few issues. It is important that voters in the remaining Democratic primaries realize this. And if, alas, she does become President, it is especially important that the forces fighting back against her realize it too –from even before Day One.

The “vast rightwing conspiracy” that she used to inveigh about is sure to oppose her for all the wrong reasons, just as they opposed her better half a quarter century ago. The most lasting damage they did then was to stifle criticism from the Left.

This time, if it comes to that, the Left opposition to Clintonism must be poised and ready to dominate the conversation.

Job Number One will be to do everything possible to keep the next President Clinton from straying too far off the progressive (for her) course that she has had to follow thanks to the challenge of the Sanders campaign.

And Job Number Two, starting yesterday, is to expose, for all to see, which side she is on; and therefore which side the Democratic Party is on.

To that end, I will mention briefly two of the many issues on which, compared to Trump, Clinton comes off worse.

Trade

Clinton now says that she opposes the TPP, the Trans Pacific Partnership, having praised it as “the gold standard” in trade agreements not long ago. The official reason for the flip-flop: she read the fine print. The real reason: Sanders could kill her on this, and so will Trump, if comes down to a Trump v. Clinton race in November. What would she do if she became President? The answer is obvious: “renegotiate” this or that fine point and flip-flop again.

She could hardly do otherwise: trade deals like NAFTA, the North American Free Trade Agreement, and the TPP are the lynchpins holding the neoliberal world order together. Without them, well-paying jobs and the unions that make them possible could not be so easily made to disappear, and the handful of miscreants at the top of the income and wealth hierarchy would not be able to enrich themselves quite so egregiously at everyone else’s expense.

When pressed, Hillary argues lamely that NAFTA has been, on the whole, a good thing. Even a capable debater would find it hard to sell that notion.

And so, when timeworn neoliberal arguments no longer work, she insists that she not be judged by the policies that her husband advanced.

Fair enough, as a rule. Trump wants to punish the families of terrorists – in other words, Muslims. And collective punishment is the stock-in-trade of the Israeli Defense Forces, “the most moral army in the world.” But there is this thing called civilization that is supposed to prevent holding people accountable for what their family members do.

There is also settled international law. And so, even if there were a world justice system that was truly impartial and in which all were equal in the eyes of the law, Michelle Obama would never be held accountable for her husband’s “targeted” killing sprees with Navy Seals and other Special Ops assassins (when drones just aren’t enough); and Laura Bush would not be blamed for the world shattering death and destruction her husband unleashed upon the world.

There are exceptions to the rule, however, when family members are directly or indirectly culpable.

When Democratic Party muckety-mucks took it upon themselves to parachute Hillary into New York State to become its Senator, her “experience” as First Lady played a major role in their rationale. What else did they have to work with? Certainly not her special connections with the state; she had none.

Consistency in politics is a lot to expect, but surely she should not be permitted to get away with owning the achievements, such as they were, of her husband’s administration when it suits her purpose, and disowning them them when they do not.

And so, when it comes to dealing with the harm that neoliberal trade policies have done to American workers and Americans generally, and to workers and others in countries where labor is cheaper, Trump can run circles around her – not because he opposes neoliberal globalization, but because his enterprises only benefit from Clintonite trade policies, while Hillary’s machinations helped bring them about.

Trump is a card carrying capitalist: an enemy of unions and of regulations and wage policies that inconvenience himself and his class brothers and sisters. Hillary opposes all that too, albeit less blatantly. Worse, though, she is, and always has been, dedicated to fashioning a world in which the Trumps of the earth can flourish unimpeded.

Israel-Palestine

Clinton will address AIPAC. Trump has accepted their invitation too. But if he is even a tenth as rich as he claims to be, he will have no need to grovel before them, the way that the Clintons always have. He probably wouldn’t grovel even if he needed the money, because, as a certifiable narcissist, groveling is not in his nature.

Sanders has been invited too. Many of his supporters are petitioning him not to accept. He shouldn’t need much convincing. If, to quote Hillary’s First Lady soul mate, he “just says no,” he could look good on the cheap to progressive Jewish voters, without alienating the moderate middle. Muslims vote too, as we saw in Michigan. Saying No wouldn’t hurt his standing with them either.

Opposition to the Netanyahu government is now the norm in all but the most retrograde Jewish circles, and opposition to Israel’s domination of Palestine is on the rise as well. Liberal Zionism may be an incoherent position, but there are lots of liberal Zionists out there, and they would readily cover Bernie’s back, joining the increasing numbers of progressives whose views are more evolved.

It would be better still, of course, were Sanders to address AIPAC and use the occasion, speaking as a Jew, to advocate for justice for Palestinians; and, speaking as a candidate, to announce that, if elected, the United States will stop enabling Israel’s efforts to ethnically cleanse Palestine.

But since that isn’t going to happen, Bernie should just not go. Let the light shine on Hillary instead; on how, on this, as on so much else, even the Donald has her beat.

She is worse because she will keep the spigot open – supplying Israel with money, arms, and diplomatic support, while Trump’s aim will be just what it always is – to magnify and glorify himself. To that end, expect him to say that, if elected, he will cut a “really fantastic” deal.

If per impossibile, he were ever to get a chance, who knows what that deal would be? Certainly, not Trump; he probably hasn’t given the matter a moment’s thought. The only sure thing is that he wouldn’t let himself be, or appear to be, bullied. That already puts him ahead of Barack Obama and every other American President since Dwight Eisenhower.

***

So, yes, of course: Trump is worse – a lot worse than Clinton; but not worse in every respect.

Focusing on the ways Clinton actually is worse – there are many more ways than two – can be good preparation for understanding and dealing with the varieties of buyers’ remorse that anti-Trump voters are bound to feel, if and when a seemingly inevitable full-fledged Clinton Restoration gets underway.

But, of course, we are not there yet. While we still can, we should therefore act on the premise that an ounce of prevention is worth a pound of cure – firm in the belief that we are only up against angry and malicious gods, not Fate itself.
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ANDREW LEVINE is a Senior Scholar at the Institute for Policy Studies, the author most recently of THE AMERICAN IDEOLOGY (Routledge) and POLITICAL KEY WORDS (Blackwell) as well as of many other books and articles in political philosophy. His most recent book is In Bad Faith: What’s Wrong With the Opium of the People. He was a Professor (philosophy) at the University of Wisconsin-Madison and a Research Professor (philosophy) at the University of Maryland-College Park. He is a contributor to Hopeless: Barack Obama and the Politics of Illusion (AK Press).

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Flickr African American Diplomats - Gina Abercombie-Winstanley
Tags: ambassadors   diplomacy   blackhistorymonth   diplomatichistory   
Gina Abercombie-Winstanley is the U.S. Ambassador to the Republic of Malta, an American career diplomat, and keynote speaker.

Abercombie-Winstanley was nominated by President Barack Obama and confirmed on March 29, 2012. She presented her credentials to George Abela, President of Malta, on May 2, 2012.

Abercrombie-Winstanley was the first female Consul General in Jeddah, Saudi Arabia.While there, she survived an al-Qaeda attack on the consulate on December 6, 2004, and was cited "for acts of courage" during the attack.

Gina Kay Abercrombie was born in Cleveland Heights, Ohio, where her mother was a secretary and her father an attorney. She developed international interests early, which led to her participation in an international exchange program in Israel, followed by joining the U.S. Peace Corps as a volunteer in Oman.

Abercrombie-Winstanley joined the U.S. Foreign Service in 1985 and was posted to Baghdad, Iraq. She then went on to serve at The U.S. embassies in Jakarta, Indonesia and Cairo, Egypt. She returned to Washington to become Special Assistant for Middle Eastern and African Affairs to Deputy Assistant Secretary of State, Lawrence Eagleburger (1991-1993). After a year of intensive Arabic language training in Tunisia, Abercrombie-Winstanley then became a Political Officer at the U.S. Embassy in Tel Aviv, Israel (1994–97), focusing on Palestinian-Israeli relations.
(Photos courtesy Gina Abercombie-Winstanley)

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Flickr Reflections of the RAF

And thus we come to the Vickers VC10, one of the greatest aircraft ever built, but sadly one that never truly went the full distance.

Making its first flight in 1962, the Vickers VC10 was designed primarily to take on the American competition of the Boeing 707 and the Douglas DC-8. Powered by four Rolls Royce Conway engines, the VC10's party piece above its contemporaries was that the aircraft could perform hot n' high takeoffs and landings. In situations where the airport is located at high altitude and in a hot climate (the classic example being Nairobi in Kenya), and as such lower air density reduces the amount of lift generated by the wings or the rotors of an aircraft, which may hamper an aircraft's performance and hence its ability to operate safely. The reduced density also reduces the performance of the aircraft's engine, compounding the effect.

The aircraft was also much quieter internally due to the engines being placed at the back, although externally these aircraft were some of the loudest in the history of the world, even giving the mighty Concorde a run for its money. The aircraft was also incredibly well performing, and even today currently holds the record for the fastest London to New York JFK flight of a sub-sonic aircraft, with only Concorde being faster.

In 1964 the aircraft made its introduction with British national carrier BOAC, followed closely by a selection of British airlines such as British United and British Caledonian, but largely by Middle Eastern and African carriers such as East African Airways, Ghana Airways and Gulf Air, exploiting the Hot n' High ability of the aircraft for their many routes.

Interestingly, during construction, it was found that the runway at the Brooklands Factory where these aircraft were built wasn't long enough for the aircraft to be taken off from in full service gear. As such, the completed aircraft running on a lower fuel quantity and being stripped completely internally was flown from Brooklands on a 7 mile transfer flight to the BAC factory at Wisley, where it would then be fitted with internal accomplishments.

However, although the VC10 was a hit in Britain and the Middle East/African market, it still didn't sell in the numbers Vickers was hoping, and most importantly it didn't sell in America.

A mixture of factors, including an oil crisis and legislation on noise pollution, brought about full retirement of the VC10 in 1981 by British Airways.

Following retirement from passenger service, many were taken on by the Royal Air Force (although many were already in service as transport aircraft), and converted as airborne refuelling planes. The RAF maintained a fleet of these airborne tankers until September 2013 when final withdrawal came about following the introduction of the Airbus A330 Voyager aircraft.

Today many VC10s are on static display, including XR808, which, upon its construction in 1966, spent its entire career with the RAF, first as a VIP Transport and Recon aircraft, and later converted into a fuel tanker with the rest of the VC10's. It moved to RAF Cosford upon its retirement in 2013.

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Flickr The eyes of the VC10

And thus we come to the Vickers VC10, one of the greatest aircraft ever built, but sadly one that never truly went the full distance.

Making its first flight in 1962, the Vickers VC10 was designed primarily to take on the American competition of the Boeing 707 and the Douglas DC-8. Powered by four Rolls Royce Conway engines, the VC10's party piece above its contemporaries was that the aircraft could perform hot n' high takeoffs and landings. In situations where the airport is located at high altitude and in a hot climate (the classic example being Nairobi in Kenya), and as such lower air density reduces the amount of lift generated by the wings or the rotors of an aircraft, which may hamper an aircraft's performance and hence its ability to operate safely. The reduced density also reduces the performance of the aircraft's engine, compounding the effect.

The aircraft was also much quieter internally due to the engines being placed at the back, although externally these aircraft were some of the loudest in the history of the world, even giving the mighty Concorde a run for its money. The aircraft was also incredibly well performing, and even today currently holds the record for the fastest London to New York JFK flight of a sub-sonic aircraft, with only Concorde being faster.

In 1964 the aircraft made its introduction with British national carrier BOAC, followed closely by a selection of British airlines such as British United and British Caledonian, but largely by Middle Eastern and African carriers such as East African Airways, Ghana Airways and Gulf Air, exploiting the Hot n' High ability of the aircraft for their many routes.

Interestingly, during construction, it was found that the runway at the Brooklands Factory where these aircraft were built wasn't long enough for the aircraft to be taken off from in full service gear. As such, the completed aircraft running on a lower fuel quantity and being stripped completely internally was flown from Brooklands on a 7 mile transfer flight to the BAC factory at Wisley, where it would then be fitted with internal accomplishments.

However, although the VC10 was a hit in Britain and the Middle East/African market, it still didn't sell in the numbers Vickers was hoping, and most importantly it didn't sell in America.

A mixture of factors, including an oil crisis and legislation on noise pollution, brought about full retirement of the VC10 in 1981 by British Airways.

Following retirement from passenger service, many were taken on by the Royal Air Force (although many were already in service as transport aircraft), and converted as airborne refuelling planes. The RAF maintained a fleet of these airborne tankers until September 2013 when final withdrawal came about following the introduction of the Airbus A330 Voyager aircraft.

Today many VC10s are on static display, including XR808, which, upon its construction in 1966, spent its entire career with the RAF, first as a VIP Transport and Recon aircraft, and later converted into a fuel tanker with the rest of the VC10's. It moved to RAF Cosford upon its retirement in 2013.

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Flickr Vickers VC10C Mk.1 XR808
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And thus we come to the Vickers VC10, one of the greatest aircraft ever built, but sadly one that never truly went the full distance.

Making its first flight in 1962, the Vickers VC10 was designed primarily to take on the American competition of the Boeing 707 and the Douglas DC-8. Powered by four Rolls Royce Conway engines, the VC10's party piece above its contemporaries was that the aircraft could perform hot n' high takeoffs and landings. In situations where the airport is located at high altitude and in a hot climate (the classic example being Nairobi in Kenya), and as such lower air density reduces the amount of lift generated by the wings or the rotors of an aircraft, which may hamper an aircraft's performance and hence its ability to operate safely. The reduced density also reduces the performance of the aircraft's engine, compounding the effect.

The aircraft was also much quieter internally due to the engines being placed at the back, although externally these aircraft were some of the loudest in the history of the world, even giving the mighty Concorde a run for its money. The aircraft was also incredibly well performing, and even today currently holds the record for the fastest London to New York JFK flight of a sub-sonic aircraft, with only Concorde being faster.

In 1964 the aircraft made its introduction with British national carrier BOAC, followed closely by a selection of British airlines such as British United and British Caledonian, but largely by Middle Eastern and African carriers such as East African Airways, Ghana Airways and Gulf Air, exploiting the Hot n' High ability of the aircraft for their many routes.

Interestingly, during construction, it was found that the runway at the Brooklands Factory where these aircraft were built wasn't long enough for the aircraft to be taken off from in full service gear. As such, the completed aircraft running on a lower fuel quantity and being stripped completely internally was flown from Brooklands on a 7 mile transfer flight to the BAC factory at Wisley, where it would then be fitted with internal accomplishments.

However, although the VC10 was a hit in Britain and the Middle East/African market, it still didn't sell in the numbers Vickers was hoping, and most importantly it didn't sell in America.

A mixture of factors, including an oil crisis and legislation on noise pollution, brought about full retirement of the VC10 in 1981 by British Airways.

Following retirement from passenger service, many were taken on by the Royal Air Force (although many were already in service as transport aircraft), and converted as airborne refuelling planes. The RAF maintained a fleet of these airborne tankers until September 2013 when final withdrawal came about following the introduction of the Airbus A330 Voyager aircraft.

Today many VC10s are on static display, including XR808, which, upon its construction in 1966, spent its entire career with the RAF, first as a VIP Transport and Recon aircraft, and later converted into a fuel tanker with the rest of the VC10's. It moved to RAF Cosford upon its retirement in 2013.

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Flickr Vickers VC10C Mk.1 XR808
Tags: plane   airplane   flying   aircraft   air   flight   terminal   aeroplane   landing   international   airline   airbus   boeing   arrival   airways   approach   airlines   departure   takeoff   runway   airliner   vickers   internationalairport   commercialairliner   vickersvc10   internationalairline   
And thus we come to the Vickers VC10, one of the greatest aircraft ever built, but sadly one that never truly went the full distance.

Making its first flight in 1962, the Vickers VC10 was designed primarily to take on the American competition of the Boeing 707 and the Douglas DC-8. Powered by four Rolls Royce Conway engines, the VC10's party piece above its contemporaries was that the aircraft could perform hot n' high takeoffs and landings. In situations where the airport is located at high altitude and in a hot climate (the classic example being Nairobi in Kenya), and as such lower air density reduces the amount of lift generated by the wings or the rotors of an aircraft, which may hamper an aircraft's performance and hence its ability to operate safely. The reduced density also reduces the performance of the aircraft's engine, compounding the effect.

The aircraft was also much quieter internally due to the engines being placed at the back, although externally these aircraft were some of the loudest in the history of the world, even giving the mighty Concorde a run for its money. The aircraft was also incredibly well performing, and even today currently holds the record for the fastest London to New York JFK flight of a sub-sonic aircraft, with only Concorde being faster.

In 1964 the aircraft made its introduction with British national carrier BOAC, followed closely by a selection of British airlines such as British United and British Caledonian, but largely by Middle Eastern and African carriers such as East African Airways, Ghana Airways and Gulf Air, exploiting the Hot n' High ability of the aircraft for their many routes.

Interestingly, during construction, it was found that the runway at the Brooklands Factory where these aircraft were built wasn't long enough for the aircraft to be taken off from in full service gear. As such, the completed aircraft running on a lower fuel quantity and being stripped completely internally was flown from Brooklands on a 7 mile transfer flight to the BAC factory at Wisley, where it would then be fitted with internal accomplishments.

However, although the VC10 was a hit in Britain and the Middle East/African market, it still didn't sell in the numbers Vickers was hoping, and most importantly it didn't sell in America.

A mixture of factors, including an oil crisis and legislation on noise pollution, brought about full retirement of the VC10 in 1981 by British Airways.

Following retirement from passenger service, many were taken on by the Royal Air Force (although many were already in service as transport aircraft), and converted as airborne refuelling planes. The RAF maintained a fleet of these airborne tankers until September 2013 when final withdrawal came about following the introduction of the Airbus A330 Voyager aircraft.

Today many VC10s are on static display, including XR808, which, upon its construction in 1966, spent its entire career with the RAF, first as a VIP Transport and Recon aircraft, and later converted into a fuel tanker with the rest of the VC10's. It moved to RAF Cosford upon its retirement in 2013.

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Flickr Vickers VC10C Mk.1 XR808
Tags: plane   airplane   flying   aircraft   air   flight   terminal   aeroplane   landing   international   airline   airbus   boeing   arrival   airways   approach   airlines   departure   takeoff   runway   airliner   vickers   internationalairport   commercialairliner   vickersvc10   internationalairline   
And thus we come to the Vickers VC10, one of the greatest aircraft ever built, but sadly one that never truly went the full distance.

Making its first flight in 1962, the Vickers VC10 was designed primarily to take on the American competition of the Boeing 707 and the Douglas DC-8. Powered by four Rolls Royce Conway engines, the VC10's party piece above its contemporaries was that the aircraft could perform hot n' high takeoffs and landings. In situations where the airport is located at high altitude and in a hot climate (the classic example being Nairobi in Kenya), and as such lower air density reduces the amount of lift generated by the wings or the rotors of an aircraft, which may hamper an aircraft's performance and hence its ability to operate safely. The reduced density also reduces the performance of the aircraft's engine, compounding the effect.

The aircraft was also much quieter internally due to the engines being placed at the back, although externally these aircraft were some of the loudest in the history of the world, even giving the mighty Concorde a run for its money. The aircraft was also incredibly well performing, and even today currently holds the record for the fastest London to New York JFK flight of a sub-sonic aircraft, with only Concorde being faster.

In 1964 the aircraft made its introduction with British national carrier BOAC, followed closely by a selection of British airlines such as British United and British Caledonian, but largely by Middle Eastern and African carriers such as East African Airways, Ghana Airways and Gulf Air, exploiting the Hot n' High ability of the aircraft for their many routes.

Interestingly, during construction, it was found that the runway at the Brooklands Factory where these aircraft were built wasn't long enough for the aircraft to be taken off from in full service gear. As such, the completed aircraft running on a lower fuel quantity and being stripped completely internally was flown from Brooklands on a 7 mile transfer flight to the BAC factory at Wisley, where it would then be fitted with internal accomplishments.

However, although the VC10 was a hit in Britain and the Middle East/African market, it still didn't sell in the numbers Vickers was hoping, and most importantly it didn't sell in America.

A mixture of factors, including an oil crisis and legislation on noise pollution, brought about full retirement of the VC10 in 1981 by British Airways.

Following retirement from passenger service, many were taken on by the Royal Air Force (although many were already in service as transport aircraft), and converted as airborne refuelling planes. The RAF maintained a fleet of these airborne tankers until September 2013 when final withdrawal came about following the introduction of the Airbus A330 Voyager aircraft.

Today many VC10s are on static display, including XR808, which, upon its construction in 1966, spent its entire career with the RAF, first as a VIP Transport and Recon aircraft, and later converted into a fuel tanker with the rest of the VC10's. It moved to RAF Cosford upon its retirement in 2013.

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Flickr Vickers VC10C Mk.1 XR808
Tags: plane   airplane   flying   aircraft   air   flight   terminal   aeroplane   landing   international   airline   airbus   boeing   arrival   airways   approach   airlines   departure   takeoff   runway   airliner   vickers   internationalairport   commercialairliner   vickersvc10   internationalairline   
And thus we come to the Vickers VC10, one of the greatest aircraft ever built, but sadly one that never truly went the full distance.

Making its first flight in 1962, the Vickers VC10 was designed primarily to take on the American competition of the Boeing 707 and the Douglas DC-8. Powered by four Rolls Royce Conway engines, the VC10's party piece above its contemporaries was that the aircraft could perform hot n' high takeoffs and landings. In situations where the airport is located at high altitude and in a hot climate (the classic example being Nairobi in Kenya), and as such lower air density reduces the amount of lift generated by the wings or the rotors of an aircraft, which may hamper an aircraft's performance and hence its ability to operate safely. The reduced density also reduces the performance of the aircraft's engine, compounding the effect.

The aircraft was also much quieter internally due to the engines being placed at the back, although externally these aircraft were some of the loudest in the history of the world, even giving the mighty Concorde a run for its money. The aircraft was also incredibly well performing, and even today currently holds the record for the fastest London to New York JFK flight of a sub-sonic aircraft, with only Concorde being faster.

In 1964 the aircraft made its introduction with British national carrier BOAC, followed closely by a selection of British airlines such as British United and British Caledonian, but largely by Middle Eastern and African carriers such as East African Airways, Ghana Airways and Gulf Air, exploiting the Hot n' High ability of the aircraft for their many routes.

Interestingly, during construction, it was found that the runway at the Brooklands Factory where these aircraft were built wasn't long enough for the aircraft to be taken off from in full service gear. As such, the completed aircraft running on a lower fuel quantity and being stripped completely internally was flown from Brooklands on a 7 mile transfer flight to the BAC factory at Wisley, where it would then be fitted with internal accomplishments.

However, although the VC10 was a hit in Britain and the Middle East/African market, it still didn't sell in the numbers Vickers was hoping, and most importantly it didn't sell in America.

A mixture of factors, including an oil crisis and legislation on noise pollution, brought about full retirement of the VC10 in 1981 by British Airways.

Following retirement from passenger service, many were taken on by the Royal Air Force (although many were already in service as transport aircraft), and converted as airborne refuelling planes. The RAF maintained a fleet of these airborne tankers until September 2013 when final withdrawal came about following the introduction of the Airbus A330 Voyager aircraft.

Today many VC10s are on static display, including XR808, which, upon its construction in 1966, spent its entire career with the RAF, first as a VIP Transport and Recon aircraft, and later converted into a fuel tanker with the rest of the VC10's. It moved to RAF Cosford upon its retirement in 2013.

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Flickr Taiwanese demographics
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It strikes me that this ressembles the breakdown in a lot of middle eastern and african countries created by European colonialism.
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Flickr morning from patio

Cheney's 4th administration by war torture military corporate spy state is precisely who we are, with puppet presidents.

Orwell dialectic synonym "awesome."
-RT
*********************************************************************************
December 18, 2014

“We Are [not so] Awesome” After All
Whitewashing CIA Torture

by RAMZY BAROUD

The logic that torture is a “stain” on US history is the heart of the problem, since it blocks an honest reading of whatever “values” Washington actually stands for.

“This is not who we are. This is not how we operate,” were the words of President Barack Obama commenting on the grisly findings of a long-awaited congressional report on the use of torture by the US Central Intelligence Agency (CIA).

But what if this is exactly who we are?

The report is difficult to read, not just because it is awfully long – hundreds of pages of a summary of a nearly 6,000-page investigation, including 38,000 citations based on the review of six million pages – but because it was most disturbing. Parts of it resemble the horror of an extremely dark Hollywood movie. But it was all real: from rectal feeding (as in putting hummus in detainee’s rectums), to rape, to torturing prisoners to death, to blinding prisoners, to forcing them to stand on broken feet, for days. It is beyond ghastly.

Also, it was all useless. Worse, it strongly believed that the torture dungeons, many of which were outsourced to other countries, including 25 in Europe, including the democracy and human rights-touting Britain, have achieved little but fabricated information. What else can an innocent man say when he has nothing to say; but lie, hoping that maybe such lies would save his life?

Of course, aging accused war criminals like former Vice President, Dick Cheney were quick to dismiss the report and its detailed brutal interrogation tactics as “full of crap.”

Without a shred or remorse, he told Fox News Channel on 10 December, a day after the report was released: “What happened here was that we asked the agency to go take steps and put in place programs that were designed to catch the bastards who killed 3,000 of us on 9/11 and make sure it never happened again, and that’s exactly what they did.”

It matters little that these “steps” killed innocent people, violated US and international law, and, equally important, lead to nothing but confessions under the duress of torture.

Cheney’s complete disregard for human rights and international law is not the exception, but very much defines US attitude towards seemingly unimportant matters as law and due process in its most destructive so-called war on terror. His attitude was echoed repeatedly by many others, who insist on the US’s moral superiority, yet without providing a shred of evidence to validate such an assertion.

Although one is relieved that the truth was, at least partly, laid bare, thanks to the persistent efforts of members in the Senate Intelligence Committee, the resulting discourse is still disturbing. Aside from the fact that top officials insist that there will be no prosecution for the war criminals, the language of President Obama and others promise little soul searching ahead.

“This is not who we are,” said Obama.

Yet, John O. Brennan, the director of the CIA still defended the agency’s use of the brutal tactics in American gulags, “sidestepping questions about whether agency operatives tortured anyone,” according to the New York Times.

“The ‘lunch tray’ for one detainee, which contained hummus, pasta with sauce, nuts and raisins, ‘was ‘pureed’ and rectally infused,” the report said.

“This is not how we operate,” Obama said. But how do “we” exactly operate when the report was the outcome of 6 million documents? That is 6,000,000. There can no longer be a “few bad apples” argument made here, as the horrors of Abu Ghraib were once justified.

These practices were carried out for years. It involved numerous personnel. Numerous prisons. Many countries, including almost the entirety of Europe, and some of the biggest human rights violators on earth, including Middle Eastern and African countries It was financed by a mammoth budget, and continues to be defended, brazenly by those who ordered them, who are unlikely to see their day in court.

Senate Intelligence Committee chairwoman Dianne Feinstein, was adamant in her rejection of CIA torture. The program was “morally, legally and administratively misguided (and) far more brutal than people were led to believe,” she told the Senate.

Fair enough. But then this, the torture program is “a stain on our values and on our history.”

There is this stubborn insistence on highlighting the same kind of moral superiority, contrary to all evidence. But isn’t the whole so-called war on terror, and the continued American military involvement in the Middle East, the lethal unmanned drone program, which has killed thousands, the unconditional support for Israel and all sorts of oppressive regimes, and much more, all “morally, legally and administratively misguided.”?

Between Cheney’s bullying attitude and Obama’s/Feinstein’s, which claims that the massive, outsourced program is merely a “stain” on otherwise perfect American values, the report is unlikely to change much. Justice is unlikely to be served.

There can be no serious rethink and moral awakening without talking full responsibility, not just of vile torture tactics, but the entirety of the US’s misguided foreign policy which is predicated on violence, and lots of it.

“I will leave to others how they might want to label these activities,” Brennan said.

The report indicated that detainees were tortured before they were even asked to cooperate. How does one label that Mr. Brennan? Even by the logic of those who torture, such tactics are senseless.

Should some insist on the old, tired “few bad apples” argument, the report indicated that in “Detention Site Green” CIA interrogators objected to the continued use of torture, before they were told to carry on by their seniors. No few bad apples. The whole barrel is rotten.

There can be no justification to what the US has done, not just against suspects in its global wars, but against entire nations, who were completely innocent of any involvement in any terror attacks on 11 September, prior or after that date.

But CIA torture being a “stain” on an otherwise flawless record doesn’t suffice either. In fact, in some way, this logic is the heart of the problem, since it blocks any attempt at honest reading of whatever “values” Washington stands for, and tries to achieve, using “soft diplomacy” of “rectal feeding.”

What is equally worrying to what the report has contained is the existing mindset in the US, among the ruling class and the media.

This reality can be best summarised in the words of a Fox News show co-host, Andrea Tantaros: “The United States of America is awesome, we are awesome,” she exclaimed.

“The reason they want to have this discussion is not to show how awesome we are. This administration wants to have this discussion to show us how we’re not awesome.”

With such overriding thoughtless mindset, there is little evidence to show that such “awesomeness” will cease anytime soon, even if at the expense of many innocent people.

Ramzy Baroud is an internationally-syndicated columnist, a media consultant, an author and the founder of PalestineChronicle.com. His latest book is My Father Was a Freedom Fighter: Gaza’s Untold Story (Pluto Press, London).

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Flickr Sultan of Oman Vickers VC10 A4O-AB at Brooklands
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And thus we come to the Vickers VC10, one of the greatest aircraft ever built, but sadly one that never truly went the full distance.

Making its first flight in 1962, the Vickers VC10 was designed primarily to take on the American competition of the Boeing 707 and the Douglas DC-8. Powered by four Rolls Royce Conway engines, the VC10's party piece above its contemporaries was that the aircraft could perform hot n' high takeoffs and landings. In situations where the airport is located at high altitude and in a hot climate (the classic example being Nairobi in Kenya), and as such lower air density reduces the amount of lift generated by the wings or the rotors of an aircraft, which may hamper an aircraft's performance and hence its ability to operate safely. The reduced density also reduces the performance of the aircraft's engine, compounding the effect.

The aircraft was also much quieter internally due to the engines being placed at the back, although externally these aircraft were some of the loudest in the history of the world, even giving the mighty Concorde a run for its money. The aircraft was also incredibly well performing, and even today currently holds the record for the fastest London to New York JFK flight of a sub-sonic aircraft, with only Concorde being faster.

In 1964 the aircraft made its introduction with British national carrier BOAC, followed closely by a selection of British airlines such as British United and British Caledonian, but largely by Middle Eastern and African carriers such as East African Airways, Ghana Airways and Gulf Air, exploiting the Hot n' High ability of the aircraft for their many routes.

Interestingly, during construction, it was found that the runway at the Brooklands Factory where these aircraft were built wasn't long enough for the aircraft to be taken off from in full service gear. As such, the completed aircraft running on a lower fuel quantity and being stripped completely internally was flown from Brooklands on a 7 mile transfer flight to the BAC factory at Wisley, where it would then be fitted with internal accomplishments.

However, although the VC10 was a hit in Britain and the Middle East/African market, it still didn't sell in the numbers Vickers was hoping, and most importantly it didn't sell in America.

A mixture of factors, including an oil crisis and legislation on noise pollution, brought about full retirement of the VC10 in 1981 by British Airways.

Following retirement from passenger service, many were taken on by the Royal Air Force (although many were already in service as transport aircraft), and converted as airborne refuelling planes. The RAF maintained a fleet of these airborne tankers until September 2013 when final withdrawal came about following the introduction of the Airbus A330 Voyager aircraft.

Today many VC10s are on static display, and A40-AB is one of three that were the royal flights of Middle Eastern governments. Originally delivered to British United in 1964 as G-ASIX, the aircraft founds its way through several operators before eventually coming under the employ of the Sultan of Oman as his personal transport. The aircraft is fitted all the comforts that a head of state would require, including two bedrooms and a lounge.

The aircraft was eventually retired in 1987, and flew to Brooklands for preservation in July of that year.

In the foreground of this shot is the forward fuselage of another VC10 in BOAC livery, although I'm not sure what the registration of this one is.

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Flickr Sultan of Oman Vickers VC10 A4O-AB at Brooklands
Tags: plane   airplane   flying   aircraft   air   flight   terminal   aeroplane   landing   international   airline   airbus   boeing   arrival   airways   approach   airlines   departure   takeoff   runway   airliner   vickers   internationalairport   commercialairliner   vickersvc10   internationalairline   
And thus we come to the Vickers VC10, one of the greatest aircraft ever built, but sadly one that never truly went the full distance.

Making its first flight in 1962, the Vickers VC10 was designed primarily to take on the American competition of the Boeing 707 and the Douglas DC-8. Powered by four Rolls Royce Conway engines, the VC10's party piece above its contemporaries was that the aircraft could perform hot n' high takeoffs and landings. In situations where the airport is located at high altitude and in a hot climate (the classic example being Nairobi in Kenya), and as such lower air density reduces the amount of lift generated by the wings or the rotors of an aircraft, which may hamper an aircraft's performance and hence its ability to operate safely. The reduced density also reduces the performance of the aircraft's engine, compounding the effect.

The aircraft was also much quieter internally due to the engines being placed at the back, although externally these aircraft were some of the loudest in the history of the world, even giving the mighty Concorde a run for its money. The aircraft was also incredibly well performing, and even today currently holds the record for the fastest London to New York JFK flight of a sub-sonic aircraft, with only Concorde being faster.

In 1964 the aircraft made its introduction with British national carrier BOAC, followed closely by a selection of British airlines such as British United and British Caledonian, but largely by Middle Eastern and African carriers such as East African Airways, Ghana Airways and Gulf Air, exploiting the Hot n' High ability of the aircraft for their many routes.

Interestingly, during construction, it was found that the runway at the Brooklands Factory where these aircraft were built wasn't long enough for the aircraft to be taken off from in full service gear. As such, the completed aircraft running on a lower fuel quantity and being stripped completely internally was flown from Brooklands on a 7 mile transfer flight to the BAC factory at Wisley, where it would then be fitted with internal accomplishments.

However, although the VC10 was a hit in Britain and the Middle East/African market, it still didn't sell in the numbers Vickers was hoping, and most importantly it didn't sell in America.

A mixture of factors, including an oil crisis and legislation on noise pollution, brought about full retirement of the VC10 in 1981 by British Airways.

Following retirement from passenger service, many were taken on by the Royal Air Force (although many were already in service as transport aircraft), and converted as airborne refuelling planes. The RAF maintained a fleet of these airborne tankers until September 2013 when final withdrawal came about following the introduction of the Airbus A330 Voyager aircraft.

Today many VC10s are on static display, and A40-AB is one of three that were the royal flights of Middle Eastern governments. Originally delivered to British United in 1964 as G-ASIX, the aircraft founds its way through several operators before eventually coming under the employ of the Sultan of Oman as his personal transport. The aircraft is fitted all the comforts that a head of state would require, including two bedrooms and a lounge.

The aircraft was eventually retired in 1987, and flew to Brooklands for preservation in July of that year.

Recent Updated: 2 years ago - Created by Rorymacve Part II - View

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Flickr Sultan of Oman Vickers VC10 A4O-AB at Brooklands
Tags: plane   airplane   flying   aircraft   air   flight   terminal   aeroplane   landing   international   airline   airbus   boeing   arrival   airways   approach   airlines   departure   takeoff   runway   airliner   vickers   internationalairport   commercialairliner   vickersvc10   internationalairline   
And thus we come to the Vickers VC10, one of the greatest aircraft ever built, but sadly one that never truly went the full distance.

Making its first flight in 1962, the Vickers VC10 was designed primarily to take on the American competition of the Boeing 707 and the Douglas DC-8. Powered by four Rolls Royce Conway engines, the VC10's party piece above its contemporaries was that the aircraft could perform hot n' high takeoffs and landings. In situations where the airport is located at high altitude and in a hot climate (the classic example being Nairobi in Kenya), and as such lower air density reduces the amount of lift generated by the wings or the rotors of an aircraft, which may hamper an aircraft's performance and hence its ability to operate safely. The reduced density also reduces the performance of the aircraft's engine, compounding the effect.

The aircraft was also much quieter internally due to the engines being placed at the back, although externally these aircraft were some of the loudest in the history of the world, even giving the mighty Concorde a run for its money. The aircraft was also incredibly well performing, and even today currently holds the record for the fastest London to New York JFK flight of a sub-sonic aircraft, with only Concorde being faster.

In 1964 the aircraft made its introduction with British national carrier BOAC, followed closely by a selection of British airlines such as British United and British Caledonian, but largely by Middle Eastern and African carriers such as East African Airways, Ghana Airways and Gulf Air, exploiting the Hot n' High ability of the aircraft for their many routes.

Interestingly, during construction, it was found that the runway at the Brooklands Factory where these aircraft were built wasn't long enough for the aircraft to be taken off from in full service gear. As such, the completed aircraft running on a lower fuel quantity and being stripped completely internally was flown from Brooklands on a 7 mile transfer flight to the BAC factory at Wisley, where it would then be fitted with internal accomplishments.

However, although the VC10 was a hit in Britain and the Middle East/African market, it still didn't sell in the numbers Vickers was hoping, and most importantly it didn't sell in America.

A mixture of factors, including an oil crisis and legislation on noise pollution, brought about full retirement of the VC10 in 1981 by British Airways.

Following retirement from passenger service, many were taken on by the Royal Air Force (although many were already in service as transport aircraft), and converted as airborne refuelling planes. The RAF maintained a fleet of these airborne tankers until September 2013 when final withdrawal came about following the introduction of the Airbus A330 Voyager aircraft.

Today many VC10s are on static display, and A40-AB is one of three that were the royal flights of Middle Eastern governments. Originally delivered to British United in 1964 as G-ASIX, the aircraft founds its way through several operators before eventually coming under the employ of the Sultan of Oman as his personal transport. The aircraft is fitted all the comforts that a head of state would require, including two bedrooms and a lounge.

The aircraft was eventually retired in 1987, and flew to Brooklands for preservation in July of that year.

Recent Updated: 2 years ago - Created by Rorymacve Part II - View

Copyright and permission to use should be sought to the author - Rorymacve Part II
Flickr Sultan of Oman Vickers VC10 A4O-AB at Brooklands
Tags: plane   airplane   flying   aircraft   air   flight   terminal   aeroplane   landing   international   airline   airbus   boeing   arrival   airways   approach   airlines   departure   takeoff   runway   airliner   vickers   internationalairport   commercialairliner   vickersvc10   internationalairline   
And thus we come to the Vickers VC10, one of the greatest aircraft ever built, but sadly one that never truly went the full distance.

Making its first flight in 1962, the Vickers VC10 was designed primarily to take on the American competition of the Boeing 707 and the Douglas DC-8. Powered by four Rolls Royce Conway engines, the VC10's party piece above its contemporaries was that the aircraft could perform hot n' high takeoffs and landings. In situations where the airport is located at high altitude and in a hot climate (the classic example being Nairobi in Kenya), and as such lower air density reduces the amount of lift generated by the wings or the rotors of an aircraft, which may hamper an aircraft's performance and hence its ability to operate safely. The reduced density also reduces the performance of the aircraft's engine, compounding the effect.

The aircraft was also much quieter internally due to the engines being placed at the back, although externally these aircraft were some of the loudest in the history of the world, even giving the mighty Concorde a run for its money. The aircraft was also incredibly well performing, and even today currently holds the record for the fastest London to New York JFK flight of a sub-sonic aircraft, with only Concorde being faster.

In 1964 the aircraft made its introduction with British national carrier BOAC, followed closely by a selection of British airlines such as British United and British Caledonian, but largely by Middle Eastern and African carriers such as East African Airways, Ghana Airways and Gulf Air, exploiting the Hot n' High ability of the aircraft for their many routes.

Interestingly, during construction, it was found that the runway at the Brooklands Factory where these aircraft were built wasn't long enough for the aircraft to be taken off from in full service gear. As such, the completed aircraft running on a lower fuel quantity and being stripped completely internally was flown from Brooklands on a 7 mile transfer flight to the BAC factory at Wisley, where it would then be fitted with internal accomplishments.

However, although the VC10 was a hit in Britain and the Middle East/African market, it still didn't sell in the numbers Vickers was hoping, and most importantly it didn't sell in America.

A mixture of factors, including an oil crisis and legislation on noise pollution, brought about full retirement of the VC10 in 1981 by British Airways.

Following retirement from passenger service, many were taken on by the Royal Air Force (although many were already in service as transport aircraft), and converted as airborne refuelling planes. The RAF maintained a fleet of these airborne tankers until September 2013 when final withdrawal came about following the introduction of the Airbus A330 Voyager aircraft.

Today many VC10s are on static display, and A40-AB is one of three that were the royal flights of Middle Eastern governments. Originally delivered to British United in 1964 as G-ASIX, the aircraft founds its way through several operators before eventually coming under the employ of the Sultan of Oman as his personal transport. The aircraft is fitted all the comforts that a head of state would require, including two bedrooms and a lounge.

The aircraft was eventually retired in 1987, and flew to Brooklands for preservation in July of that year.

Recent Updated: 2 years ago - Created by Rorymacve Part II - View

Copyright and permission to use should be sought to the author - Rorymacve Part II
Flickr Elie Rekhess Talk

Elie Rekhess, Israel’s leading expert on the Arab minority in Israel, Jewish-Arab relations, Palestinian politics, and Islamic resurgence in the West Bank and Gaza. Senior Research Fellow in the Moshe Dayan Center for Middle Eastern and African Studies, Tel Aviv University. Head of Tel Aviv University program on Jewish-Arab Cooperation. Visiting Crown Chair in Middle East Studies at Northwestern University. Author or editor of 11 books. Strategic advisor to Master of Defense Ehud Barak.
Recent Updated: 2 years ago - Created by untjewishstudies - View

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Flickr 2014_Szolnok_561
Tags: beagle   sign   museum   hungary   open   force   aviation   air   text   jet   exhibition   musée   bomber   magyar   ungarn   description   explanation   tavasz   ausstellung   kirándulás   szolnok   2014   hongrie   tábla   április   ilyushin   iljusin   il28   múzeum   felirat   repülőgép   repülő   szolnoki   szabadtéri   szöveg   илью́шин   sugárhajtású   légierő   repülőmúzeum   leírás   magyarázat   múzeuma   bombázó   repüléstörténeti   ил28   
Ilyushin Il-28 (NATO reporting name: Beagle) is a jet bomber aircraft of the immediate postwar period that was originally manufactured for the Soviet Air Force. It was the USSR's first such aircraft to enter large-scale production. Total production in the USSR was 6,316 aircraft. In the 1990s hundreds remained in service with various air forces over 50 years after the Il-28 first appeared. The Il-28 was widely exported, serving in the air arms of some 20 nations ranging from the Warsaw Pact to various Middle-Eastern and African air forces. Egypt was an early customer, and targeting Egyptian Il-28s on the ground was a priority for the Israeli Air Force during the Suez Crisis, Six Day War, and Yom Kippur War. The Soviet Union was in the process of providing the type for local assembly in Cuba when this was halted by the Cuban Missile Crisis, after which Nikita Khrushchev agreed to remove them. The type also saw limited use in Vietnam and with the Afghan forces in Afghanistan. Four ex-Egyptian and two ex-Soviet Il-28s (all with Egyptian crews) were operated by the Nigerian Air Force in the Biafra Wars. Yemeni Il-28s took part in the civil war in that country. Finland also had four examples of this type delivered between 1961 and 1966 for target-towing duties. They remained in service until the 1980s. The Soviet Union withdrew the type in the 1980s, while the last Soviet-built examples were still flying in Egypt into the 1990s. It was also licence-built in China as the Harbin H-5. The only H-5s in service are approximately 30 aircraft which operate with the Korean People's Air Force.

Aviation Museum in Szolnok, Hungary. I drove one hour to the town to visit a modelling show with my two younger kids this Sunday - but since we noticed the airplanes and helicopters behind the fence along the road, we visited this much more exiting museum on our way back, too.

Szolnoki Repülőmúzeum. A két kicsivel jöttünk el Szolnokra most vasárnap, egy modellkiállítás miatt, de odafelé észrevettük a repülőket és helikoptereket az út széli kerítés mögött, ezért visszafelé már itt is megálltunk - és ez a program sokkal érdekesebbnek bizonyult.

Az Il–28 (NATO-kódja: Beagle) a szovjet Iljusin tervezőiroda sugárhajtású bombázó repülőgépe, melyet a második világháborút követően kezdtek el gyártani a Szovjet Légierő számára. Kínában és Csehszlovákiában is gyártották. A Magyar Néphadseregben az 1950-es évek közepétől 1970-ig állt hadrendben.

Recent Updated: 2 years ago - Created by emzepe - View

Copyright and permission to use should be sought to the author - emzepe
Flickr 2014_Szolnok_560
Tags: beagle   museum   airplane   hungary   open   force   aircraft   aviation   air   jet   exhibition   musée   55   bomber   magyar   flugzeug   ungarn   tavasz   avion   ausstellung   kirándulás   szolnok   2014   hongrie   április   ilyushin   lentokone   iljusin   самолёт   il28   múzeum   repülőgép   repülő   szolnoki   szabadtéri   илью́шин   sugárhajtású   légierő   repülőmúzeum   múzeuma   bombázó   repüléstörténeti   ил28   
Ilyushin Il-28 (NATO reporting name: Beagle) is a jet bomber aircraft of the immediate postwar period that was originally manufactured for the Soviet Air Force. It was the USSR's first such aircraft to enter large-scale production. Total production in the USSR was 6,316 aircraft. In the 1990s hundreds remained in service with various air forces over 50 years after the Il-28 first appeared. The Il-28 was widely exported, serving in the air arms of some 20 nations ranging from the Warsaw Pact to various Middle-Eastern and African air forces. Egypt was an early customer, and targeting Egyptian Il-28s on the ground was a priority for the Israeli Air Force during the Suez Crisis, Six Day War, and Yom Kippur War. The Soviet Union was in the process of providing the type for local assembly in Cuba when this was halted by the Cuban Missile Crisis, after which Nikita Khrushchev agreed to remove them. The type also saw limited use in Vietnam and with the Afghan forces in Afghanistan. Four ex-Egyptian and two ex-Soviet Il-28s (all with Egyptian crews) were operated by the Nigerian Air Force in the Biafra Wars. Yemeni Il-28s took part in the civil war in that country. Finland also had four examples of this type delivered between 1961 and 1966 for target-towing duties. They remained in service until the 1980s. The Soviet Union withdrew the type in the 1980s, while the last Soviet-built examples were still flying in Egypt into the 1990s. It was also licence-built in China as the Harbin H-5. The only H-5s in service are approximately 30 aircraft which operate with the Korean People's Air Force.

Aviation Museum in Szolnok, Hungary. I drove one hour to the town to visit a modelling show with my two younger kids this Sunday - but since we noticed the airplanes and helicopters behind the fence along the road, we visited this much more exiting museum on our way back, too.

Szolnoki Repülőmúzeum. A két kicsivel jöttünk el Szolnokra most vasárnap, egy modellkiállítás miatt, de odafelé észrevettük a repülőket és helikoptereket az út széli kerítés mögött, ezért visszafelé már itt is megálltunk - és ez a program sokkal érdekesebbnek bizonyult.

Az Il–28 (NATO-kódja: Beagle) a szovjet Iljusin tervezőiroda sugárhajtású bombázó repülőgépe, melyet a második világháborút követően kezdtek el gyártani a Szovjet Légierő számára. Kínában és Csehszlovákiában is gyártották. A Magyar Néphadseregben az 1950-es évek közepétől 1970-ig állt hadrendben.

Recent Updated: 2 years ago - Created by emzepe - View

Copyright and permission to use should be sought to the author - emzepe
Flickr 2014_Szolnok_559
Tags: beagle   museum   airplane   hungary   open   force   aircraft   aviation   air   jet   exhibition   musée   55   bomber   magyar   flugzeug   ungarn   tavasz   avion   ausstellung   kirándulás   szolnok   2014   hongrie   április   ilyushin   lentokone   iljusin   самолёт   il28   múzeum   repülőgép   repülő   szolnoki   szabadtéri   илью́шин   sugárhajtású   légierő   repülőmúzeum   múzeuma   bombázó   repüléstörténeti   ил28   
Ilyushin Il-28 (NATO reporting name: Beagle) is a jet bomber aircraft of the immediate postwar period that was originally manufactured for the Soviet Air Force. It was the USSR's first such aircraft to enter large-scale production. Total production in the USSR was 6,316 aircraft. In the 1990s hundreds remained in service with various air forces over 50 years after the Il-28 first appeared. The Il-28 was widely exported, serving in the air arms of some 20 nations ranging from the Warsaw Pact to various Middle-Eastern and African air forces. Egypt was an early customer, and targeting Egyptian Il-28s on the ground was a priority for the Israeli Air Force during the Suez Crisis, Six Day War, and Yom Kippur War. The Soviet Union was in the process of providing the type for local assembly in Cuba when this was halted by the Cuban Missile Crisis, after which Nikita Khrushchev agreed to remove them. The type also saw limited use in Vietnam and with the Afghan forces in Afghanistan. Four ex-Egyptian and two ex-Soviet Il-28s (all with Egyptian crews) were operated by the Nigerian Air Force in the Biafra Wars. Yemeni Il-28s took part in the civil war in that country. Finland also had four examples of this type delivered between 1961 and 1966 for target-towing duties. They remained in service until the 1980s. The Soviet Union withdrew the type in the 1980s, while the last Soviet-built examples were still flying in Egypt into the 1990s. It was also licence-built in China as the Harbin H-5. The only H-5s in service are approximately 30 aircraft which operate with the Korean People's Air Force.

Aviation Museum in Szolnok, Hungary. I drove one hour to the town to visit a modelling show with my two younger kids this Sunday - but since we noticed the airplanes and helicopters behind the fence along the road, we visited this much more exiting museum on our way back, too.

Szolnoki Repülőmúzeum. A két kicsivel jöttünk el Szolnokra most vasárnap, egy modellkiállítás miatt, de odafelé észrevettük a repülőket és helikoptereket az út széli kerítés mögött, ezért visszafelé már itt is megálltunk - és ez a program sokkal érdekesebbnek bizonyult.

Az Il–28 (NATO-kódja: Beagle) a szovjet Iljusin tervezőiroda sugárhajtású bombázó repülőgépe, melyet a második világháborút követően kezdtek el gyártani a Szovjet Légierő számára. Kínában és Csehszlovákiában is gyártották. A Magyar Néphadseregben az 1950-es évek közepétől 1970-ig állt hadrendben.

Recent Updated: 2 years ago - Created by emzepe - View

Copyright and permission to use should be sought to the author - emzepe
Flickr 2014_Szolnok_550
Tags: beagle   museum   airplane   hungary   open   force   aircraft   aviation   air   jet   exhibition   musée   55   bomber   magyar   flugzeug   ungarn   tavasz   avion   ausstellung   kirándulás   szolnok   2014   hongrie   április   ilyushin   lentokone   iljusin   самолёт   il28   múzeum   repülőgép   repülő   szolnoki   szabadtéri   илью́шин   sugárhajtású   légierő   repülőmúzeum   múzeuma   bombázó   repüléstörténeti   ил28   
Ilyushin Il-28 (NATO reporting name: Beagle) is a jet bomber aircraft of the immediate postwar period that was originally manufactured for the Soviet Air Force. It was the USSR's first such aircraft to enter large-scale production. Total production in the USSR was 6,316 aircraft. In the 1990s hundreds remained in service with various air forces over 50 years after the Il-28 first appeared. The Il-28 was widely exported, serving in the air arms of some 20 nations ranging from the Warsaw Pact to various Middle-Eastern and African air forces. Egypt was an early customer, and targeting Egyptian Il-28s on the ground was a priority for the Israeli Air Force during the Suez Crisis, Six Day War, and Yom Kippur War. The Soviet Union was in the process of providing the type for local assembly in Cuba when this was halted by the Cuban Missile Crisis, after which Nikita Khrushchev agreed to remove them. The type also saw limited use in Vietnam and with the Afghan forces in Afghanistan. Four ex-Egyptian and two ex-Soviet Il-28s (all with Egyptian crews) were operated by the Nigerian Air Force in the Biafra Wars. Yemeni Il-28s took part in the civil war in that country. Finland also had four examples of this type delivered between 1961 and 1966 for target-towing duties. They remained in service until the 1980s. The Soviet Union withdrew the type in the 1980s, while the last Soviet-built examples were still flying in Egypt into the 1990s. It was also licence-built in China as the Harbin H-5. The only H-5s in service are approximately 30 aircraft which operate with the Korean People's Air Force.

Aviation Museum in Szolnok, Hungary. I drove one hour to the town to visit a modelling show with my two younger kids this Sunday - but since we noticed the airplanes and helicopters behind the fence along the road, we visited this much more exiting museum on our way back, too.

Szolnoki Repülőmúzeum. A két kicsivel jöttünk el Szolnokra most vasárnap, egy modellkiállítás miatt, de odafelé észrevettük a repülőket és helikoptereket az út széli kerítés mögött, ezért visszafelé már itt is megálltunk - és ez a program sokkal érdekesebbnek bizonyult.

Az Il–28 (NATO-kódja: Beagle) a szovjet Iljusin tervezőiroda sugárhajtású bombázó repülőgépe, melyet a második világháborút követően kezdtek el gyártani a Szovjet Légierő számára. Kínában és Csehszlovákiában is gyártották. A Magyar Néphadseregben az 1950-es évek közepétől 1970-ig állt hadrendben.

Recent Updated: 2 years ago - Created by emzepe - View

Copyright and permission to use should be sought to the author - emzepe
Flickr 1 of 7 - Memoirs 1 of 7 - Similar Photo displayed at Top Continues on to my other Flickr similar page: link: https://www.flickr.com/photos/sajidpervaizfazal/14175696696/

***** SOMETHING IS BLOCKING ME UPDATING MY FLICKR PAGES - STORIES ABOUT MY BACKGROUND - I BROKEN STORY DOWN TO SEPARATE PAGES **********


--- Start of Message: Updated 11.01.2014 --- Twin personality I have to go along with everything if everything and everyone starting to look calm, better, and getting very friendly. Now what we don't want further bad problems for everyone, i have to keep situation calm, and under control, what ever is going on in the background, and who knows what will surface next in the background. I have to continue pushing forward, I expect everyone who knows who I am, and do they really know me, defiantly situation are improving, everyone are starting to calm down, also, its visible I'm doing everything correct to get back to work no matter what is going on in the background scenes, forbid if there's another game plan being played in the background, to derail progress to create further problems, confusion, and legal case and paperwork, some people would do anything for money to cause problems and confusion for everyone.

Now, Its been a long journey for me over 35 years, from the point I was born In the country in the year 1973 and now reached specific age to this point now in the year 2014. Meanwhile It was mentioned and bought to my attention, during the durations and now that I am here in London, there are angel, religious crusaders, also hur and someone called satin and ginny and waiting for me, to take me to paradise, now my reply what, are you lot talking about, are you lot crazy, whats going on and whats paradise, and what does that have to do with me, and why should i die, and why should i die now that i have reached a specific age, if i recall same thing happened when i was working, and everyone knows what happened to my career, now, they don't teach this stuff about dying in school, college, and university, people that bought this to my attention, were from following backgrounds Jews, Muslims, Christians, Catholics, and protestants, very wealth and powerful, again meanwhile they want me to die because i reached a specific age in my life between the years 1973 - 2014, now you can imagine my reaction how scared I am, (i cannot disclose names if you understand, also elaborate further, because wheres hard evidence). NOW, I ask everyone around the world, are anyone else around the world who have reached a specific and similar age and are subjected to similar threats i was i.e prepare yourself to die, die, die, die! NOW, enough is enough, in my opinion you can not be serious, well, it is strange world planet earth, now, forbid if everyone suddenly decides to die together, please notify the law enforcement departments that paper work is order, and don't forget to pray either if you are Jewish, christian, catholic, protestants and Muslim. --------------- End Of Message ------ --- Start of Message: Updated 24.01.2014 --- Poetry : Have you ever tried on Rolex gold plated (thats what they claimed) (very light) watch worth £20,000 (cheapest range) price tag and Omega Moon Phase watch made of steel, both watchs can make your my eyes light up, also, it can kick start heart, get the heart beating again and running, it can also allow the blood flow much better through the veins in your body, and head, it can also help improve sleep, and also help and make difference if you make it to the boardroom working with best! (without offending anyone) claimed they were destined and the future was set for them. Also, it can make differences when driving Porsche 911, (997) (Pdk) Turbo, Mercedes Benz Cl63 Amg Brabus, Ferrari, you get the general idea, its also a great survival watchs. It also lights you up whilst you listen, look at the face dial (second count dial and other moving dials in the watch) clicking and sweeping/moving/ counting down and counting up. Now, when you had a job, did you ever plan to save a purchase one, however, couldn't because everything was taken away, and then career when down hill from there. What i nightmare. Whilst everyone around are wearing ......, claiming they were destined, and future they were going to create was set........ -------- End Of Message ------------- --- Start of Message: Updated 01.02.2014 --- Poetry : Poetry- it been a long journey, however, through years and now, I've been warned and hinted you cannot leave (i remained quite where am i going) unless you have sex with women and men & royal structure around world, and also they claimed i have to get married, and become part of future (i remained quite what future) and thats how they do things here and around the world, well i replied send message back .%.v ~ ?..., and don't bother me, it did not go down well, sudden silence fell and sudden silence fell again, I remained quite, why am i being treated like alien, because i have genuine passport, 'birth certificate, however that did not go down well, . Yes they were wearing rolex, omega, also, claimed they were directly and distance related to .... ... and formed part of a complicated structure. I was also offered redemption, i replied you are, however it did not go down well, i refrain from speaking out send message back, later they claimed i stole national and international secrets, now enough is enough you hear it from me, no i did not, and what secrets. On another matter, you heard correct i lean my upper body forward to each sovereign state in the North, East, West, and south continent of the world.., and i have high respect, and its not my problem. Now, I alone have to do what ever i have to do, example, have to survive, and try to get back to work. End Of Message --------- ------
Poetry: Whats Legacy, how do you create, set in place, control, timely move pieces in to place, & final put a end, screw down and close legacy story. Now, what would happen if the legacy story back fires, what are everyone going to do now, whilst everyone remain quite and watch on what happens next, and whats the next twist to the legacy story thats in writing and is there a legacy, however, i remain quite. --------------- End Of Message ------ ------ --- ---
Poetry: are everyone over past 35 years from point year 2014, yorkshire, derby, birmigham, and london still Sleeping on pillow with pea/vegetable/gold/silver nugget inside the pillow!, and how much did you spend on brand new full size bed (without offending anyone). --------- End Of Message ------ ------ --- ---
Poetry: Now, are everyone using the 35 piece cutlery set they purchased over past 35 years from point year 2014 Eating & Sleeping well on pillow, hows their leadership, and reputation holding up around the world. Note, Money (billions) in the wrong hands cannot build and provide trust and protection for long, if the truth ever gets out. Where did the money come from the state, private bank accounts... Poetry. ---------- End Of Message ------- ------- -------
Poetry: Important I want to clear up any confusion over past 35 years from point year 2014, now and into future. I am not steward to anyone --------------- End Of Message ---------- ---- ---
Poetry: now everything has been taken away, my career and education has been ruined, now they play waiting game. whats the next chapter, story to surface. --------------- End Of Message ----------------------- ---
Poetry: Now nothing changes however, what are everyone planning, what do they want me to become, meanwhile everyone should be vigilant and carry on with their lives at same time look over their shoulders, that they dont end up same way, the lives ruined, and lies that are rooted in deep. now your lives and future is in the hands of liars, who ever they are. Just matter of time --------------- End Of Message -------------------- --------- ----------- Start of Message --- ------------------------------------- --- Not been verified, I heard rumor, and my reply to that rumor: now please send a kind message to Jews around the world, IF Jews are going to invite me to their paradise, although i am NOT from there, can Jews put that writing. At the end, theres no confusion and identity crisis, when i stand alone, I am muslim. Peace to everyone and jews around the world. (Further information, anyone spreading rumors behind my back about Jews, please take down their details, what religion they are, and from what country they are from, and make their details public to everyone around the world, we dont want to cause further confusions!, and misunderstanding. --------------- End Of Message --------- --------------------- Start of Message --- ------------------------------------- --- For information: I did pray for my self only on Friday last week. I dont pray for anyone else. Yes employers, employees (they were earning lots of money, driving mercedes, everyone get the idea!) they also asked me pray for them something to do with Redemption!, (now are everyone around world still confused), i looked at them what am i looking at!, and you are!. Now, i want to clear up any confusion, Im not a Prophet, are everyone still Confused. I refrain from speaking out, also, when im confronted. Further for the record, Not my fault Now that i dont and no longer have a job, no money & i dont own my own property, meanwhile they kind of bought that word up Redemption!, at same time, i was hinted and warned cannot leave until sex, they where posh and very wealth groups of society, they also had big muscles!, i looked at them where am i going, Still confused, possible it might something to do with Redemption. Now i want to finish the paragraph/section, In my opinion i do have strong work & personal ethics, and code of practice, that also comply with ethic policy. Are Everyone still confused. I do not want to offend everyone around the world, are you lot for real/serious. --------------- End Of Message -------------- ---------------------------- ----- Start of Message --- ------------------------------------- --- Now that i don't have a job of my choice qualified by experience and skill, no money, and no property, what do everyone now want me to become, and are planning for me. --------------- End Of Message End Of Message -------------------- ------------------- ----- ----- Start of Message --- ------------------------------------- --- Rumor: Not confirmed, because thing are not working out in Britain (Britain ok), they want to send me to middle east/Asia, it was pointed out to me, they have British and Arab (Arab ok),embassy in pakistan, because they want me to understand how things are done, and whose supposed to be at the top of the food chain moreless. ( now, in my opinion, condition in pakistan are similar to guantanamo bay, without offending pakistan and anyone.) Who knows if there are plans, about deportation, also, because i am specific age. --------------- End Of Message --------- ----- ----- Start of Message --- -- I dont want to scare anyone, they continue pushing girls and women forward, (i like females) to annoy me, at same time they want me to hit them, and raise my voice when they attempt to challenge me (im not sexiest to women around the world) and if i dont hit them/ speak back to them what ever skin color, i have been called, soft, gay, wimp, and meanwhile, i have watched/seen other men, boys, white, black and asians, claim they are royal family beat women/girls up, and get away with it, while police look other way. For the record, my former employers and employees used to surround themselves with thick (rumor that they were) women and girls to protect them, and their job, when i softly approach to ask a question!. Now, you cannot be serious what goes on around the world, also, embedded in cultures, some cultures are programming people to do that while the rest of the world look civilised and well educated, modern, and again they claim they are R................... (forms part of and continues to build on demographic profile of society/class) while watch on and refrain from speaking out. --------------- End Of Message ----------------------------- ------ ----- -- --- ------------------- ----- ----- Start of Message --- -- I am Not advocate. I neither represent north, east, south & west continent. Im not advocate, (judged) however I have better understanding of worlds & mechanics. --------------- End Of Message ---------- -------------------
----- ----- Start of Message: Not verified I heard: now Message to Jews around world IF jews are going to invite me to their paradise although i not from there, can jews put that in writing. Peace. Also it helps to clear-up any confusion, and also clear up any confusion over identity crisis's, example, jews eventually know me if they invite me to their paradise, and I stand out from rest of jews population, look thats sajid, a muslim, if paradise exist. No im not racist, let keep the record straight. --------------- End Of Message ----------------------------- ------ ----- ----- Start of Message: Dont laugh at me. what ever i heard, again not confirmed, where the actual proof, its now time for me to put it out in the open for everyone to read, if everyone here going to also invite me to their paradise, great, however, i ask everyone, including christians, arabs, pakistani, catholics, buddhism etc around world not to overlook me in the future, if christians, arabs, pakistani, catholics, buddhism etc. want to invite me to their paradise. Also, theres no confusion over identity, Thank you for the invitation, please put it in writing. peace. No im not racist, let keep the record straight. -- --------------- End Of Message --------- ----- -- --- -------------------
----- ----- Start of Message: Dont hate me because of my write up and updates on flickr, twitter, facebook, reports, etc.. ------------ End Of Message --------- ----- ----- -- --- -------------------
----- ----- Start of Message: Bizarre story, over past 35 years from point year 2014, now count back, all the way back to east, west yorkshire, birmingham, university derby and london, (jews, catholic, arab, pakistani, christians, buddhism), bought to my attention they were going to report me to ru, my reply, i dont know anyone called ru, they wanted me to obey to their demands and do what they ask of me example walk with us, drive us around in the car, well my reply, first point no to their request, my reply to second point, ,i dont know what everyone talking about, i never met the person ru, and what are everyone going to report me about and to whom, never met the ... person. Strange employers, employees and parent relatives also bought it to my attention, something about ru. Now, in my opinion, it could be a practical joke, however, i didn't find it amusing, because i suffered. I want to make it clear i never met ru, have no plans ever meeting ru, i have no connection with ru. Please spread the message. ------------ End Of Message ----------------------- ------ ----- -- --- ------------------- ------- ----- Start of Message: Update - 01.03.2014: Whilst i was studying toward CIMA qualification & working in london i had built up small portfolio investment consisting of, isa, peps, and saving, making small profit year 2005/06. During that time, when i was making small profit from my investment portfolio and studying toward Cima qualification year 2005/6 I picked up Injury's .................. Also Employers/Employee & co.... hinted they want me not to study else, and i better understand the point that was made. Those that did not want me to study came from wealth, city & not wealth background they claim future based them destined greatness, including stock exchange. In my opinion some felt i was threat to establishment and company and co reputation because type person i am also because that i built my own small investment portfolio, making small amount profit regularly ever year. Now, i have nothing & Im renting property out with financial support i get from the UK government to have roof over my head. Embarrassing :( and it not my fault. Now, i been asked to apply jobs lower end of the job market including corner shop. Now that i have no money/saving/investments, i have no means of legally financially protecting myself, and legally relocating from the property i would have bought in london, relocating to either america else europe. (would i done that yes). And who knows if there anything going on now, about deporting me to another country (it was mentioned) without money in my pocket and saving and investments bank account. (Further details: Cima: Chartered Institute Management Accountants. location: Bpp Professional Education Marcello House 236-240 Pentonville Rd London N1 9JY). ----- End Of Message ----------------------- ------ ----- -- --- ------------------- ------- ----- Start of Message (updated 11.3.2014) : I was born on Earth in Britain in year 1973 my Date of Birth 5th April 1973 location Hospital Moseley Birmingham & Yorkshire Britain British, No i never died and i was never born again, im trying to control my life and career, and survive, meanwhile repair my health, what ever time i have at the age i am now, build my strength, muscle, and push my career forward. i heard a gossip, that someone has been behind my back spreading lies, example, i was born again, my reply whats that all about, i was never born again, im surviving. ----- End Of Message ----------------- --- ------------------- ------- ----- Start of Message (updated 11.3.2014) : Amusing Im not in Film Lord of The Rings 1/2/3 trilogy. based on someone some predictions, where Everyone comes together under one Leadership/Power, to script/story to the file supposed to be based 1978 America animated fantasy. Furthermore, Amusing gossip i overheard, (probably making fun a me ie small & skinny) i.e those from yorkshire birmingham derby universty, london, (without offending anyone) i want to clear it up at once, Im not based in the film Lord of The Rings 1/2/3 trilogy (hobbit) where every one supposed to come together under one leadership/power. I expect that clears up the gossip, if there is gossip flying around. Im not amused, slight upset, hobbit, well i have to concentrate on work. ---- End Of Message -------- --- -- --- ------------------- ------- ----- Start of Message (updated 12.3.2014) : If there question on everyone mind, what am i (sajid pervaiz fazal), because one minute im talking about Stock Exchange/Currency/Ethics/writing out Policy/Poetry/Survival/Religion/JOB, well, everyone guess was correct. --------- End Of Message ----------------------- ------ ----- --------- -- --- ------------------- ------- ----- Start of Message : Poetry- i dont know who they are over past 35 years, rumor has it behind my back, whilst i was around and in those areas, they from yorkshire, birmingham, & london including foreigners, (without offending anyone) had setup legalised business, Built on the support, and security... they got to proceed forward, something to do with destine/destined, to what they were claiming they are and claiming they are 'destined great things and the future that awaits them and everyone thats with them!. I dont know what they meant, however, they had big plans, look very big and small, very very wealth, yes you heard it they were driving around in mercedes, porsche, ferrari, rolls royce, range rovers. Yes you heard it again, they perform strange rituals, by placing gold, silver nuggets and vegitiables, including peas, inside pillow case then placing their head on top of the pillow to get good night rest. ------ ---- End Of Message ----------------------- ------ ----- -- --- ---- ---- ------ ----- -- -- --- ------------------- ------- ----- Start of Message : I received reply from employer regarding job i applied, there appears to be a problem ie obtaining references, employer writes moreless something about someone, some how family reference are asked to be provided, I replied back to employer, I dont have family!, then put him in touch with Jobcentre, Bridge to success in london. Job i'm applying, Volunteer Receptionist. ------- End Of Message --------- -- -- --- ------------------- ------- ----- Start of Message: For record my statement: I want everyone aware, my former employers.. i generated over 5 millions revenue profit/savings over 3 years. ----- End Of Message ----------------------- ------ ----- -- --- ---- --------- -- --- ------------------- ------- ----- Start of Message: Some employers & colleague over past 35 years use 2 make absurd claims, that i copied them ie read their thoughts, to get answer, job done. Some claimed i was blessed, i.e. chosen one!.............. then they wanted me to leave the earth!. i ask everyone around the world, dont leave me in this horrible state. End Of Message ----------------------- ------ ----- -- --- ---- -------- ------ --------------- ------- ----- Start of Message: Over past 35 years, school/college/university & Employers/Employees including in london claim i stole their IQ to become cleaver. i ask you to help get out of this nightmare! End Of Message ----------------------- ------ ----- -- --- ---- -------- --------------------- ------------------- -------------------- ------------ - -- --- --------------- ------------------ ------- ----- Start of Message: Some employers/employees/colleague over past 35 years claim i was IQ Blessed, i.e. chosen one!.... then they wanted me to leave the earth! I need references, to get back to work. End Of Message ----------------------- ------ ----- -- --- ---- -------- ------ ----------------------------------------- -- --- ---- ---- ------ ----- -- Start of Message: Updated 20.3.2014. I want to write on my online diary - my memories have surfaced something about my past that i overlooked to write in my earlier online memoirs. now it was mentioned to me because i have reached a useless age i.e over 35 years of age and the condition of my body and health, including how small i am, it was mentioned to me, look at you (it was mentioned to me by British, black people, few jews and Arabs/Sha that came from abroad) they moreless pointed there are supplements that can fix my defects, (i.e everything about my physical body), what was mentioned they (used word very careful they) wanted me to go to America and middle east, (people that mentioned this to me lived & worked in yorkshire, birmingham, might have mentioned it at university of derby and London),, that i need to obtain special supplements there at the age i am!. i was surprised, shocked.

My reply, what are everyone talking about, and now that i have reached over the age 35, it too late for me and my body, ie. im still trapped in this small skeleton body and skull, with heart, brains, and lungs are trapped inside skeleton frame......, supplements wont make difference now that i have reached over 30 age, in my opinion i should have started taking supplements at age between 5-10 years old, naturally, organically, as i my age develop over the years naturally, organically, now that i have reached late in my age, ie over 35 it too late, its over. In my opinion, What a strange thing for anyone to say, probably they were making fun of me how small ...... i look. Also, it was mentioned, if im correct what i can remember, they mentioned people at Posh expensive cleaver university ...... it was mentioned they and there where big, and where destined to great things and the future that await them and everyone who are moreless with them, and they going to make a stand ........... for something in the future, (might have something to do with Lord of the Rings 1/2/3 Trilogy film, and where laughing what ever i achieved, and how small i looked. If you ask me that very strange thing to say, and how did people at that those university know and hear about me, well thats what happened more less. Another point, i am shocked to find children between 7-12 years of age taller and bigger than me, in Private schools!!. over the past 35 years.

I dont want to offend anyone, i am not what they think i should be and want me to be. well, the question is , how are thing now in the year 2014, and holding out.

its getting late today, accept my apology for poor english grammer, i have no time to correct spelling, and improve my english grammer. End Of Message ------- --------- ------------ ------------- ----------- ------- ----- Start of Message: (updated 20.3.2014 at 19:27pm) I call it poetry: what are everyone waiting over past 35 years now count back from financial year 2014, step up and take a stand, make your voice heard at global stage what ever you think you are, why make everyone wait at global stage, and how much preparation time do they need and everyone over the past 35 years now count back from financial year 2014, why is there so much secrecy, and why hide and wait!. Why is there so much confusion. Unless everyone are trying to rally up further support!, and how much support do they need. example, without offending anyone!, based on 1978 america animated fantasy film Lord of the Rings 1/2/3/ Trilogy, '' where everyone from all side of life, and background come together to go on adventure. Are you lot serious and those that crossed my path what ever you think you are and capable of !..... End Of Message ------------ ----------- ------- ----- Start of Message: (updated 20.3.2014 at 20:20pm) For the Record: when i was made Unemployed as contractor/temporary worker working in london , i then got forced out of london and Ended Up homeless living on streets over 1 year from Birmingham, to Staffordshire, and then i traveled back to london to find work, whilst i was living rough in london on the streets another over 1 year, now when i was made homeless in London, ended up on streets, some one placed £100 where i slept in London, that money i used to keep warm and eat. Now when i get back to work, and saved enough money, i am going to repay that money back by handing that money to Metropolitan Police head quarter in london (where my former employers used to work, to ask police to hand that money back to rightful owner when they come forward to the police. I'll keep everyone updated on Flickr, Twitter, Facebook ..... End Of Message ------------- ------ ----- -- --- ---- -------- ----------- ------- ----- Start of Message: (Updated 20.3.2014 at 20:37pm) Has anyone heard anything about Visa, Deportation, ***** In Preparation. ******* Possible: where the Evidence. They never made me, i just about holding on, and holding on trying to get back to work. I am innocent, i've been '' appealing '' my case about work, reference online, ive already contacted legal/lawers, they smile back and can not help. End Of Message ----------------------- -------- ---------- ------------ ---------- -- ---------- ------- ----- Start of Message: (Updated 20.3.2014 at 20:44pm) When I came close to getting mortgage from bank and place a small deposit to purchase a studio flat in London else outside London, and also saving to purchase and came close: Omega Moon phase watch, and then mercedes g class , suddenly my work contract was terminated/bought to end, when i attempt to invest my money on stock market, also purchase isa, part of my investment and retirement portfolio, my work contract was terminated/bought to end, then that lead to me ending up homeless!. Yes i was paying my tax regular when i was working!. End Of Message ----------------------- -------- ----------- ----- -- --- -- ---------- ------- ----- Start of Message: (Updated 24.3.2014 at 20:32pm) Poetry- I never stole architect design and plan, & for matter anything else ie from London Zoo, Central Mosque, and other Mosque and museums and the future that awaits. The Intrinsic nature of poetry, no matter where you go tax's have be paid, procedures have be followed & path leads to the entrance and the future that awaits. Free we/world are not free, however we have to strive to be free. --- End Of Message ------------------- -- -- ---------- ------- ----- Start of Message: (Updated 28.3.2014 at 19:05pm) Poetry: In my opinion No one ever going to be free, how can you free someone if your not free yourself, where you going ,,,, there no negotiation, bargaining, and drawing attentions to yourself ie look at me, with so much secrecy, confusion and pain .... To free someone, it like running business, ie taxes have to be paid, but to whom and what form ........ everyone get the idea. There distinct difference between power, freeing someone and destined to lead. Summary, Like drawing, architect plan. ------- ---- End Of Message ----------------------- -------- ---------- ------------- --------- --------- ---------- -- ---------- ------- ----- Start of Message: (Updated 30.3.2014) Poetry: History what was built over 1000 years ago, able to Build and Move mountains with bear Hands and thats incredible, what was their source of power, strength, and also made them mathematical clever over 1000 years ago, what were their contacts. Poetry History 1000 years ago, there's No trace from Whom & What everyone Learned from and gained strength from to Build the world today based on history, history buildings, lifestyle, education ! ! !, (why educated them) and yet the World still suffers to this day. Poetry: Over 1000 years of progress, would it take everyone back to source of origin of history over 1000 years ago, from which they Gained strength & knowledge what based on lies. Poetry What built over 1000 years ago in history, able to Build and Move mountains with bear Hands, Now we have machines that can do that whats the source of Power,and that made them clever, and what are there contacts. Poetry: why hold on history, and wait if theres no answer, to this day, everyone are not able to repeat what achieved in history, and the world still suffers, still confused. --- ---- End Of Message ----------------------- -------- ---------- ------------- ----------- ------ ----------- ------- ----- Start of Message: (06.04.2014) Poetry I'm Whatever, No anger, confusion, Not try to be anything, you Never made me, if you take my prayer away!, I No hostility, no lost Identity and i wait invention example, to paradise & equivalent from, Jews, Arabs, Pakistan, Iran, Turk, Jordan, France, Greece, Italy, Germany, India, Russia, Africa, Magicians, Wizards, Witches, Chinese, Britain, America etc.. .... Please send message back - ---- End Of Message ------------ -------- ---------- -------- ------ ----- -- ---------- ------- ----- Start of Message: (06.04.2014) Poetry: I do bow my head to Whatever Down, Up there, Future also Sovereign Head of States around World. I don't expect to be heading that way ------ End Of Message ------------ -------- ---------- ------------- ------------ -- ---------- ------- ----- Start of Message: (06.04.2014) Survival Tips: Office Work, Going On Holiday, going on Adventure, going to University : How to set-out Briefcase/Suitcase/Rucksack, please click on link within my same flickr account: www.flickr.com/photos/sajidpervaizfazal/13665463893/ ----- --- End Of Message ------------ -------- ---------- ----------- --------- ------ ----- -- ---------- ------- ----- Start of Message: (06.04.2014) With everything that has happened in my personal life & career over 35 years I now got Chance to Escape, Start my Career World as my witness --- End Of Message ------------ -------- ---------- ------------- ----------- ------ -------------- -------- ---------- ------------- - ----- -- ---------- ------- ----- Start of Message: (06.04.2014) Muslims, Jews, Christian, Cahtolics, Protestant, Africans, Greek, Indians, Buddhist, around world On Friday Don't be frightened, Don't forget PRAY Bed time, can everyone read English, please accept apology it forms part of another puzzle the build up to, based on probability, LINK 1of2:::: LINK 1:: issuu.com/sajidpervaizfazal/docs/the_holy_book_noble_qura... ----------- LINK 2:: issuu.com/sajidpervaizfazal/docs/the_holy_book_noble_qura... ------- ---- -- End Of Message ----------- --- - ----- -- ---------- ------- ----- Start of Message: (06.04.2014) Poetry I Don't want to offend!, It was pointed over 35year understand what happen before my eye form part bigger picture, build on, build on Legacy and legend and legend empire moreles ------- ---- -- End Of Message ------------ -------- ---------- ----------- ------ ---- -- ----------- --- - ----- -- ---------- ------- ----- Start of Message: (06.04.2014) Question: was i supposed to be hairy all over, and with grey/white hair growing at Early Age, No, it started early age between the age i was 7-12 years old!, If affects me what im built, and the way i look now. ---- -- End Of Message ------------ -------- ---------- ----------- -------- --- - ----- -- ---------- ------- ----- Start of Message: (06.04.2014) Bizarre Story: I cannot verify source, many people i heard talking about it, they also claimed i own ship over past 35 years, My reply what ship, how, im not billionaire. whats going on. Seriously I don't know if i own battle ships in america, britian, europe, middles east and asia, and how that possible, who are you lot, and how did you lot connect yourselves to me, im not what everyone think, * EVERYONE out there should try Reading more* !, probably it wont back any difference!.) Important, when groups and individuals starting talking about ships, could mean they wealth, else looking to cause trouble, placing everyone lives at danger. Im not foe and friend. . ----- -- End Of Message ------------ -------- ---------- ----------- ------ ---- -- --------- - ----- -- ---------- ------- ----- Start of Message: (06.04.2014) Bizzare: over past 35 year, count back from from year 2014 to yorkshire, birmingham, Staffordshire, university derby and london, employers, employes, residents who ever they think they are, and those that crossed my path, stated i belong to black family it happened when i was between age 7-12 years old, then it happened again between age 23-25, and employers and employees at work mentioned it also at work, well my reply take a walk and continue walking,, individuals and groups who bought it to my attentions were, white, asian and middle eastern and African skin color, NOW question, do black community around the world know whats going on, what it means, and what the future awaits for entire black population around the world. I want to make it clear im not BLACK, JEW, ARAB, SHA, INDIAN, Chinese, Pakistan, and im not from the Church, however i wait invitation to paradise else equivalent, if such place exists.. Everyone should read more!, probably it wont make a difference for everyone. ----- - -- End Of Message ------------ -------- -------------- ----------- ------ ---- -- ----------- ----------- --- - ----- -- ---------- ------- ----- Start of Message: (06.04.2014) No i was never born again, what ever happen to me over 35 years, sudden i became hairy all over and on the face, arms chest, ..., (i should not be so hairy to some it not that much hair, however, it affects the way my body, diet functions) , meanwhile out of no where lot of grey/white hair surfaced at early age whilst i was at infant/school, and then things got worse theres hospitals records in birmingham, some people called it Hell !, also the word redemption came up!, well you guess correct what my reply was remain quiet, now, I survived through the ordeal, and im still surviving without breaking the law, now im repairing healing my self, by trying to eat health fruits ....... no matter where i am now!, at the age i am now. - - End Of Message ------------ -------- ---------- ----------- ------ ---- -- - End Of Message ------------ -------------- ------- ----- Start of Message: (11.04.2014) What happen IF i wear handkerchief/tissue around my Neck when i about Eat I was Threatened/Warn not too over past 35 year. I felt bit strong. I first wore handkerchief/tissue around my Neck when i about Eat when i was about 3-8 year old, I was Threatened to stop. They sold handkerchief! that included british person and ....... Thats what i can also remember what happened to me over past 35 years and I suffered all the way from Yorkshire, Birmingham, University, and London. ------- ----------- ------ ---- -- - End Of Message --- --- ---------- ---------- Start of Message: (updated 11.4.2014) Strange Asian/White persons including at Jublee tube station, knightbridge location, dressed Hallowen grey costume Looked Lost & Confused!, Dogs/bitch dogs always go back to owner & Sit. Send polite message back to owner, you are confused, same message goes to former employers, & those crossed my path. Im back & alive!, message to everyone: Yorkshire, Birmingham, University of Derby, London, and Abroad !!!. Now, Clocks ticking and i am watching, the clock count down ! ! !, to expose everyone, to bring end to lies. I do not want to offend anyone and animals out there. I dont know if there something going on. -- -- End Of Message --- --- ---------- ---------- Start of Message: (updated 11.4.2014) I want Thank everyone support they provided help me get back work. Also thanks: military, territorial army however they helped over 35 years -- End Of Message --- --- ---- - --- ---------- ---------- Start of Message: (updated 11.4.2014) Do i have to explain everything, what ever i heard over 35 years, (based on Lord of rings, sinbad, crusade, star wars, and teleport films) NO one stepping on your dreams, and future, whats that all about, why are they stilling waiting, waiting for what, 35 years long time, are they trying to gather further support after 35 years, while the world watch on. I do not want to scare everyone, i am not what they trying to link, root, at the end everyone figure it out, same message goes out to former employers, employees, residents, 35 years long time, are you long seriously out of your heads. Now, how many times do i have to explain it, i have no money, flat, job, saving, everything was taken away from me, i have no plans meeting your queens, and kings, (something to do with Lord of the Rings and sinbad film) it best that way! --- - End Of Message --- --------- ---------------- ---------- Start of Message: (updated 15.4.2014) Over 35 years it mention Inheritance/Legacy Left in my name from Yorkshire/Birmingham & College, University and same thing happen in London i.e employers, and employees (who are you lot !), however: Not Verified & the reason Why. They got me confused with someone else!. what i heard puzzle that forms part of what i heard built over 1000 years! and something to do with empires and legacy, and that also includes something to do with Legends legacy!. My reply ..!. Not my problem, they took my job away, lost everything! ... -- End Of Message --- --- ---- - ---

Recent Updated: 3 years ago - Created by Sajid Pervaiz Fazal - View

Copyright and permission to use should be sought to the author - Sajid Pervaiz Fazal
Flickr

This photograph emphasises the use of colours, such as the purple and black as well as ethnicity, Middle Eastern and African.
Recent Updated: 3 years ago - Created by shahiba_begum - View

Copyright and permission to use should be sought to the author - shahiba_begum
Flickr Before Capital Move (EU3_41)

One of the our most persistent problem right now is our low tariff efficiency and the staggering costs to maintain a large navy.

To solve this problem, we have to move our capital to the Balkans so that we can establish a land connection to Asian, Middle Eastern, and African territories, which would remove the distant overseas modifier and boost tariff efficiency.

Recent Updated: 3 years ago - Created by ywhtptgtfo1 - View

Copyright and permission to use should be sought to the author - ywhtptgtfo1
Flickr Soviet Bomber Ilyushin Il-28. Советский бомбардировщик Ил-28.

THE CENTRAL MUSEUM OF AIR FORCES, MONINO, MOSCOW


The Ilyushin Il-28 is a jet bomber aircraft of the immediate post war period that was originally manufactured for the Soviet Air Force. It was the USSR's first such aircraft to enter large-scale production. It was also licence-built in China as the Harbin H-5. Total production in the USSR was 6,316 aircraft, and over 319 H-5s were built. Only 187 examples of the HJ-5 training variant were manufactured. In the 1990s hundreds remained in service with various air forces over 40 years after the Il-28 first appeared.
The aircraft is conventional in layout, with high, unswept wings carrying large engine nacelles beneath them. The bombardier is accommodated in the glazed nose, and the other end of the fuselage carries a turret with two 23 mm cannons. These features make it resemble the World War II medium bombers that preceded it, but the swept tail surfaces and the pilot's bubble canopy and ejector seat were more similar to other aircraft of its own era, making it a blend of old and new features.
The Il-28 was widely exported, serving in the air arms of some 20 nations ranging from the Warsaw Pact to various Middle-Eastern and African air forces. Egypt was an early customer, and targeting Egyptian Il-28s on the ground was a priority for the Israeli Air Force during the Suez Crisis, Six Day War, and Yom Kippur War. The Soviet Union was in the process of providing the type for local assembly in Cuba when this was halted by the Cuban Missile Crisis, after which Nikita Khrushchev agreed to remove them. The type also saw limited use in Vietnam and with the Afghan forces in Afghanistan. Four ex-Egyptian and two ex-Soviet Il-28s (all with Egyptian crews) were operated by the Nigerian Air Force in the Biafra Wars. Yemeni Il-28s took part in the civil war in that country. Finland also had four examples of this type delivered between 1961 and 1966 for target-towing duties. They remained in service until the 1980s.

The Soviet Union withdrew the type in the 1980s, while the last Soviet-built examples were still flying in Egypt into the 1990s. Chinese-built Il-28s designated H-5 and built by HAMC were also flying in the 1990s with several hundred in China itself, and a smaller number in North Korea and Romania. The three main Chinese versions are the H-5 bomber, followed by the HJ-5 trainer, and the H-5R (HZ-5) long range (in comparison to the reconnaissance version of Shenyang J-6) reconnaissance aircraft, and later, the HD-5 ECM/ESM version. The latter two types have been phased out.

The type is known to still be in active frontline service the North Korean Air Force in respectable numbers, although little is known as to whether they are a mix of survivors from the batch of 24 Soviet manufactured aircraft delivered in the 1960s and some of the newer Chinese built H-5 variant, or are solely H-5s.
General characteristics

* Crew: Three (pilot, bombardier, gunner)
* Length: 17.60 m (57 ft 9 in)
* Wingspan: 21.50 m (70 ft 6 in)
* Height: 6.70 m (22 ft 0 in)
* Wing area: 60.8 m² (654 ft²)
* Empty weight: 11,890 kg (26,210 lb)
* Loaded weight: 17,700 kg (39,000 lb)
* Max takeoff weight: 21,200 kg (46,700 lb)
* Powerplant: 2× Klimov VK-1 turbojets, 26.5 kN ()5,955 lbf each

Performance

* Maximum speed: 900 km/h (486 kn, 560 mph)
* Range: 2,180 km (1,177 nmi, 1,350 mi)
* Service ceiling: 12,300 m (40,400 ft)
* Rate of climb: 900 m/min (2,950 ft/min)
* Wing loading: 291 kg/m² (59.6 lb/ft²)
* Thrust/weight: 1:3.2

Armament

* Guns: 4 × Nudelman NR-23 cannons (2 in nose and 2 in tail barbette)
* Bombs: 3,000 kg (6,600 lb) of bombs in internal bay

en.wikipedia.org/wiki/Ilyushin_Il-28

Recent Updated: 4 years ago - Created by Peer.Gynt - View

Copyright and permission to use should be sought to the author - Peer.Gynt
Flickr At a neighborhood with many Middle Eastern and African people.

I found hummus. Oh how I have missed thee. I think I ate 1 pound.
Recent Updated: 4 years ago - Created by Jess Trease - View

Copyright and permission to use should be sought to the author - Jess Trease
Flickr Tait Vienna office opening
Tags: offices   taitradiocommunications   
Tait Radio Communications official opening of the new facility in Vienna, Austria which will act as a base to support customer growth in the European, Middle Eastern and African regions.
Recent Updated: 6 years ago - Created by Tait Communications - View

Copyright and permission to use should be sought to the author - Tait Communications
Flickr Soviet Bomber Ilyushin Il-28. Советский бомбардировщик Ил-28.
Tags: музейввс   sovietbomberilyushinil28советскийбомбардироващикил28   sovietairforcemuseum   мониноmonino   
The Central Museum of Air Forces. Monino, Moscow.

The Ilyushin Il-28 is a jet bomber aircraft of the immediate post war period that was originally manufactured for the Soviet Air Force. It was the USSR's first such aircraft to enter large-scale production. It was also licence-built in China as the Harbin H-5. Total production in the USSR was 6,316 aircraft, and over 319 H-5s were built. Only 187 examples of the HJ-5 training variant were manufactured. In the 1990s hundreds remained in service with various air forces over 40 years after the Il-28 first appeared.
The aircraft is conventional in layout, with high, unswept wings carrying large engine nacelles beneath them. The bombardier is accommodated in the glazed nose, and the other end of the fuselage carries a turret with two 23 mm cannons. These features make it resemble the World War II medium bombers that preceded it, but the swept tail surfaces and the pilot's bubble canopy and ejector seat were more similar to other aircraft of its own era, making it a blend of old and new features.
The Il-28 was widely exported, serving in the air arms of some 20 nations ranging from the Warsaw Pact to various Middle-Eastern and African air forces. Egypt was an early customer, and targeting Egyptian Il-28s on the ground was a priority for the Israeli Air Force during the Suez Crisis, Six Day War, and Yom Kippur War. The Soviet Union was in the process of providing the type for local assembly in Cuba when this was halted by the Cuban Missile Crisis, after which Nikita Khrushchev agreed to remove them. The type also saw limited use in Vietnam and with the Afghan forces in Afghanistan. Four ex-Egyptian and two ex-Soviet Il-28s (all with Egyptian crews) were operated by the Nigerian Air Force in the Biafra Wars. Yemeni Il-28s took part in the civil war in that country. Finland also had four examples of this type delivered between 1961 and 1966 for target-towing duties. They remained in service until the 1980s.

The Soviet Union withdrew the type in the 1980s, while the last Soviet-built examples were still flying in Egypt into the 1990s. Chinese-built Il-28s designated H-5 and built by HAMC were also flying in the 1990s with several hundred in China itself, and a smaller number in North Korea and Romania. The three main Chinese versions are the H-5 bomber, followed by the HJ-5 trainer, and the H-5R (HZ-5) long range (in comparison to the reconnaissance version of Shenyang J-6) reconnaissance aircraft, and later, the HD-5 ECM/ESM version. The latter two types have been phased out.

The type is known to still be in active frontline service the North Korean Air Force in respectable numbers, although little is known as to whether they are a mix of survivors from the batch of 24 Soviet manufactured aircraft delivered in the 1960s and some of the newer Chinese built H-5 variant, or are solely H-5s.
General characteristics

* Crew: Three (pilot, bombardier, gunner)
* Length: 17.60 m (57 ft 9 in)
* Wingspan: 21.50 m (70 ft 6 in)
* Height: 6.70 m (22 ft 0 in)
* Wing area: 60.8 m² (654 ft²)
* Empty weight: 11,890 kg (26,210 lb)
* Loaded weight: 17,700 kg (39,000 lb)
* Max takeoff weight: 21,200 kg (46,700 lb)
* Powerplant: 2× Klimov VK-1 turbojets, 26.5 kN ()5,955 lbf each

Performance

* Maximum speed: 900 km/h (486 kn, 560 mph)
* Range: 2,180 km (1,177 nmi, 1,350 mi)
* Service ceiling: 12,300 m (40,400 ft)
* Rate of climb: 900 m/min (2,950 ft/min)
* Wing loading: 291 kg/m² (59.6 lb/ft²)
* Thrust/weight: 1:3.2

Armament

* Guns: 4 × Nudelman NR-23 cannons (2 in nose and 2 in tail barbette)
* Bombs: 3,000 kg (6,600 lb) of bombs in internal bay

en.wikipedia.org/wiki/Ilyushin_Il-28

Recent Updated: 6 years ago - Created by Peer.Gynt - View

Copyright and permission to use should be sought to the author - Peer.Gynt
Flickr Joseph P. Stanewicz - WWII Hero
Tags: grave   headstone   lowell   zd   zuikodigital   findagrave   holytrinitycemetery   olympus1260mm   
From his Lowell Sun Newspaper Obit:

"Mr. Stanewicz served in the Army during World War II with the Combat Infantry Co. E 11th Infantry Regiment 5th Infantry Division. He fought in the European, Middle Eastern, and African Campaigns earning a Bronze Battle Star. He was wounded in Northern France, where he received a Purple Heart. "

Holy Trinity Cemetery in Lowell Massachusetts

file: 081510-14.17.37

Recent Updated: 6 years ago - Created by Pak T - View

Copyright and permission to use should be sought to the author - Pak T
Flickr Installation (Fly-Through) FASTFORWARDFOSSIL: Part 2 by Ellen Driscoll at Smack Mellon / Dumbo Arts Center: Art Under the Bridge Festival 2009 / 2009-09-26 / SML
Tags: nyc   newyorkcity   bw   sculpture   inspiration   newyork   art   nycpb   brooklyn   landscape   fun   creativity   photography   blackwhite   video   gallery   artgallery   fineart   culture   photojournalism   dumbo   canon10d   installation   dac   hd   gothamist   2009   hdtv   videos   journalism   720p   highdef   sml   canon2470f28l   artunderthebridge   dumboartfestival   seeminglee   smackmellon   200909   ellendriscoll   20090926   dumboartscenter   smlchannel   smlphotography   dumboartfestival2009   fastforwardfossil   smlvideo   
This installation by Ellen Driscoll is so gigantic that I thought that only a video fly-through can really help experience the piece.

SML Simulcast
+ www.youtube.com/watch?v=q38bGDNWKQw (720p HD)
+ www.vimeo.com/6876739 (720p HD)

www.smackmellon.org

Two Solo Exhibitions
Exhibition dates: September 26 - November 8, 2009
Artists’ reception: Saturday, September 26, 5-8pm

Smack Mellon is pleased to present Ellen Driscoll’s installation FASTFORWARDFOSSIL: Part 2 and Fernando Souto’s photographic series The End of the Trail. The two concurrent solo exhibitions compress layers of time to explore industries and lifestyles that go beyond geographic borders. Composed of thousands of discarded plastic bottles collected by Ellen Driscoll, FASTFORWARDFOSSIL: Part 2 takes a critical look at the environmental and human damage inflicted by the oil and water industries in the last two centuries on regions as diverse as Nigeria and the United States. During extended trips to cattle ranches in the American West, Australia, and Uruguay, Fernando Souto photographed the fading culture of ranchers, creating black-and-white environmental portraits in the tradition of iconic photographers such as Walker Evans and Robert Frank. Both Driscoll and Souto are intimately tied to their craft—painstakingly cutting up salvaged bottles and printing large-scale silver gelatin photographs—asserting a tactile personal connection in their work.

Ellen Driscoll
FASTFORWARDFOSSIL: Part 2

“This installation is a continuation of a multi-year series which explores the dynamics of resource harvesting and consumption. This part of the series focuses on oil and water. Rising at 5:30 AM, I harvest #2 plastic bottles from the recycling bags put out for collection on the streets of Brooklyn. For one hour, one day at a time, I immerse myself in the tidal wave of plastic that engulfs us by collecting as many bottles as I can carry. The sculptural installation for Smack Mellon comprises 2600 bottles transformed into a 28 foot landscape. Constructed solely of harvested #2 plastic, the sculpture collapses three centuries into a ghostly translucent visual fugue in which a nineteenth century trestle bridge plays host to an eighteenth century water-powered mill which spills a twenty-first century flood from its structure. The flow contains North American, Middle Eastern, and African landmasses (sites of oil harvesting and their consumer destination) buoyed by a sea of plastic water molecules. The piece looks back to eighteenth century American industry powered by water, and forward to the oil refineries of the Niger Delta, site of prolonged guerilla warfare against oil corporations and the source of over fifty percent of crude oil for the United States—the oil that produces the plastic within which our privatized water is currently bought and sold.

The wall drawings in the exhibition are based on a close study of the inner workings of an oil refinery. By using huge shifts of scale between the macro and the micro, they depict a dystopic future based on rampant oil consumption. An oil rig shares the horizon with ocean fires and garbage scows, mega shopping malls are abandoned to spontaneous communities of slums, and a refugee camp is inundated by the waters of a melting glacier. The worlds in the drawings are drained of color, but filled with the flux and spillage of a potentially chaotic future.”


Ellen Driscoll is a sculptor whose work includes FASTFORWARDFOSSIL: Part 1 at Frederieke Taylor Gallery, Revenant and Phantom Limb for Nippon Ginko, Hiroshima, Japan, The Loophole of Retreat at the Whitney Museum, Phillip Morris, As Above, So Below for Grand Central Terminal (a suite of 20 mosaic and glass images for the tunnels at 45th, 47th, and 48th Streets), Catching the Drift, a restroom for the Smith College Museum of Art, and Wingspun for the International Arrivals Terminal at Raleigh-Durham airport. Ms. Driscoll has been awarded fellowships from the Guggenheim Foundation, the National Endowment for the Arts, the Bunting Institute at Harvard University, the New York Foundation for the Arts, the Massachusetts Council on the Arts, the LEF Foundation, and Anonymous Was a Woman. Her work is included in major public and private collections including the Metropolitan Museum of Art and the Whitney Museum of Art. She is a Professor of Sculpture at Rhode Island School of Design.

Smack Mellon
92 Plymouth Street @ Washington
Brooklyn, NY 11201

Gallery hours are Wednesday-Sunday, 12-6pm.


Related SML
+ SML Fine Art (Flickr Group)
+ SML Fine Art (FriendFeed)
+ SML Fine Art (Twitter)
+ SML Flickr Collections: Events
+ SML Flickr Sets: Dumbo Arts Center: Art Under the Bridge Festival 2009
+ SML Flickr Tags: Art
+ SML Pro Blog: Art

Recent Updated: 7 years ago - Created by See-ming Lee 李思明 SML - View

Copyright and permission to use should be sought to the author - See-ming Lee 李思明 SML
Flickr Drawings: FASTFORWARDFOSSIL: Part 2 by Ellen Driscoll at Smack Mellon / Dumbo Arts Center: Art Under the Bridge Festival 2009 / 20090926.10D.54767.P1.L1.CC / SML
Tags: nyc   newyorkcity   inspiration   newyork   art   nycpb   brooklyn   ink   fun   creativity   photography   gallery   artgallery   drawing   fineart   culture   photojournalism   dumbo   drawings   canon10d   dac   gothamist   2009   journalism   sml   canon2470f28l   artunderthebridge   dumboartfestival   seeminglee   smackmellon   200909   ellendriscoll   20090926   dumboartscenter   smlphotography   dumboartfestival2009   fastforwardfossil   flickrstats:views=10000   flickrstats:galleries=1   
www.smackmellon.org

Two Solo Exhibitions
Exhibition dates: September 26 - November 8, 2009
Artists’ reception: Saturday, September 26, 5-8pm

Smack Mellon is pleased to present Ellen Driscoll’s installation FASTFORWARDFOSSIL: Part 2 and Fernando Souto’s photographic series The End of the Trail. The two concurrent solo exhibitions compress layers of time to explore industries and lifestyles that go beyond geographic borders. Composed of thousands of discarded plastic bottles collected by Ellen Driscoll, FASTFORWARDFOSSIL: Part 2 takes a critical look at the environmental and human damage inflicted by the oil and water industries in the last two centuries on regions as diverse as Nigeria and the United States. During extended trips to cattle ranches in the American West, Australia, and Uruguay, Fernando Souto photographed the fading culture of ranchers, creating black-and-white environmental portraits in the tradition of iconic photographers such as Walker Evans and Robert Frank. Both Driscoll and Souto are intimately tied to their craft—painstakingly cutting up salvaged bottles and printing large-scale silver gelatin photographs—asserting a tactile personal connection in their work.

Ellen Driscoll
FASTFORWARDFOSSIL: Part 2

“This installation is a continuation of a multi-year series which explores the dynamics of resource harvesting and consumption. This part of the series focuses on oil and water. Rising at 5:30 AM, I harvest #2 plastic bottles from the recycling bags put out for collection on the streets of Brooklyn. For one hour, one day at a time, I immerse myself in the tidal wave of plastic that engulfs us by collecting as many bottles as I can carry. The sculptural installation for Smack Mellon comprises 2600 bottles transformed into a 28 foot landscape. Constructed solely of harvested #2 plastic, the sculpture collapses three centuries into a ghostly translucent visual fugue in which a nineteenth century trestle bridge plays host to an eighteenth century water-powered mill which spills a twenty-first century flood from its structure. The flow contains North American, Middle Eastern, and African landmasses (sites of oil harvesting and their consumer destination) buoyed by a sea of plastic water molecules. The piece looks back to eighteenth century American industry powered by water, and forward to the oil refineries of the Niger Delta, site of prolonged guerilla warfare against oil corporations and the source of over fifty percent of crude oil for the United States—the oil that produces the plastic within which our privatized water is currently bought and sold.

The wall drawings in the exhibition are based on a close study of the inner workings of an oil refinery. By using huge shifts of scale between the macro and the micro, they depict a dystopic future based on rampant oil consumption. An oil rig shares the horizon with ocean fires and garbage scows, mega shopping malls are abandoned to spontaneous communities of slums, and a refugee camp is inundated by the waters of a melting glacier. The worlds in the drawings are drained of color, but filled with the flux and spillage of a potentially chaotic future.”


Ellen Driscoll is a sculptor whose work includes FASTFORWARDFOSSIL: Part 1 at Frederieke Taylor Gallery, Revenant and Phantom Limb for Nippon Ginko, Hiroshima, Japan, The Loophole of Retreat at the Whitney Museum, Phillip Morris, As Above, So Below for Grand Central Terminal (a suite of 20 mosaic and glass images for the tunnels at 45th, 47th, and 48th Streets), Catching the Drift, a restroom for the Smith College Museum of Art, and Wingspun for the International Arrivals Terminal at Raleigh-Durham airport. Ms. Driscoll has been awarded fellowships from the Guggenheim Foundation, the National Endowment for the Arts, the Bunting Institute at Harvard University, the New York Foundation for the Arts, the Massachusetts Council on the Arts, the LEF Foundation, and Anonymous Was a Woman. Her work is included in major public and private collections including the Metropolitan Museum of Art and the Whitney Museum of Art. She is a Professor of Sculpture at Rhode Island School of Design.

Smack Mellon
92 Plymouth Street @ Washington
Brooklyn, NY 11201

Gallery hours are Wednesday-Sunday, 12-6pm.


Related SML
+ SML Fine Art (Flickr Group)
+ SML Fine Art (FriendFeed)
+ SML Fine Art (Twitter)
+ SML Flickr Collections: Events
+ SML Flickr Sets: Dumbo Arts Center: Art Under the Bridge Festival 2009
+ SML Flickr Tags: Art
+ SML Pro Blog: Art

Recent Updated: 7 years ago - Created by See-ming Lee 李思明 SML - View

Copyright and permission to use should be sought to the author - See-ming Lee 李思明 SML
Flickr Drawings: FASTFORWARDFOSSIL: Part 2 by Ellen Driscoll at Smack Mellon / Dumbo Arts Center: Art Under the Bridge Festival 2009 / 20090926.10D.54765.P1.CC / SML
Tags: nyc   newyorkcity   inspiration   newyork   art   nycpb   brooklyn   ink   landscape   fun   creativity   photography   gallery   artgallery   drawing   fineart   culture   photojournalism   dumbo   drawings   canon10d   dac   gothamist   2009   journalism   sml   canon2470f28l   artunderthebridge   dumboartfestival   seeminglee   smackmellon   200909   ellendriscoll   20090926   dumboartscenter   smlphotography   dumboartfestival2009   fastforwardfossil   flickrstats:views=10000   flickrstats:galleries=1   
www.smackmellon.org

Two Solo Exhibitions
Exhibition dates: September 26 - November 8, 2009
Artists’ reception: Saturday, September 26, 5-8pm

Smack Mellon is pleased to present Ellen Driscoll’s installation FASTFORWARDFOSSIL: Part 2 and Fernando Souto’s photographic series The End of the Trail. The two concurrent solo exhibitions compress layers of time to explore industries and lifestyles that go beyond geographic borders. Composed of thousands of discarded plastic bottles collected by Ellen Driscoll, FASTFORWARDFOSSIL: Part 2 takes a critical look at the environmental and human damage inflicted by the oil and water industries in the last two centuries on regions as diverse as Nigeria and the United States. During extended trips to cattle ranches in the American West, Australia, and Uruguay, Fernando Souto photographed the fading culture of ranchers, creating black-and-white environmental portraits in the tradition of iconic photographers such as Walker Evans and Robert Frank. Both Driscoll and Souto are intimately tied to their craft—painstakingly cutting up salvaged bottles and printing large-scale silver gelatin photographs—asserting a tactile personal connection in their work.

Ellen Driscoll
FASTFORWARDFOSSIL: Part 2

“This installation is a continuation of a multi-year series which explores the dynamics of resource harvesting and consumption. This part of the series focuses on oil and water. Rising at 5:30 AM, I harvest #2 plastic bottles from the recycling bags put out for collection on the streets of Brooklyn. For one hour, one day at a time, I immerse myself in the tidal wave of plastic that engulfs us by collecting as many bottles as I can carry. The sculptural installation for Smack Mellon comprises 2600 bottles transformed into a 28 foot landscape. Constructed solely of harvested #2 plastic, the sculpture collapses three centuries into a ghostly translucent visual fugue in which a nineteenth century trestle bridge plays host to an eighteenth century water-powered mill which spills a twenty-first century flood from its structure. The flow contains North American, Middle Eastern, and African landmasses (sites of oil harvesting and their consumer destination) buoyed by a sea of plastic water molecules. The piece looks back to eighteenth century American industry powered by water, and forward to the oil refineries of the Niger Delta, site of prolonged guerilla warfare against oil corporations and the source of over fifty percent of crude oil for the United States—the oil that produces the plastic within which our privatized water is currently bought and sold.

The wall drawings in the exhibition are based on a close study of the inner workings of an oil refinery. By using huge shifts of scale between the macro and the micro, they depict a dystopic future based on rampant oil consumption. An oil rig shares the horizon with ocean fires and garbage scows, mega shopping malls are abandoned to spontaneous communities of slums, and a refugee camp is inundated by the waters of a melting glacier. The worlds in the drawings are drained of color, but filled with the flux and spillage of a potentially chaotic future.”


Ellen Driscoll is a sculptor whose work includes FASTFORWARDFOSSIL: Part 1 at Frederieke Taylor Gallery, Revenant and Phantom Limb for Nippon Ginko, Hiroshima, Japan, The Loophole of Retreat at the Whitney Museum, Phillip Morris, As Above, So Below for Grand Central Terminal (a suite of 20 mosaic and glass images for the tunnels at 45th, 47th, and 48th Streets), Catching the Drift, a restroom for the Smith College Museum of Art, and Wingspun for the International Arrivals Terminal at Raleigh-Durham airport. Ms. Driscoll has been awarded fellowships from the Guggenheim Foundation, the National Endowment for the Arts, the Bunting Institute at Harvard University, the New York Foundation for the Arts, the Massachusetts Council on the Arts, the LEF Foundation, and Anonymous Was a Woman. Her work is included in major public and private collections including the Metropolitan Museum of Art and the Whitney Museum of Art. She is a Professor of Sculpture at Rhode Island School of Design.

Smack Mellon
92 Plymouth Street @ Washington
Brooklyn, NY 11201

Gallery hours are Wednesday-Sunday, 12-6pm.


Related SML
+ SML Fine Art (Flickr Group)
+ SML Fine Art (FriendFeed)
+ SML Fine Art (Twitter)
+ SML Flickr Collections: Events
+ SML Flickr Sets: Dumbo Arts Center: Art Under the Bridge Festival 2009
+ SML Flickr Tags: Art
+ SML Pro Blog: Art

Recent Updated: 7 years ago - Created by See-ming Lee 李思明 SML - View

Copyright and permission to use should be sought to the author - See-ming Lee 李思明 SML
Flickr Drawings: FASTFORWARDFOSSIL: Part 2 by Ellen Driscoll at Smack Mellon / Dumbo Arts Center: Art Under the Bridge Festival 2009 / 20090926.10D.54765.02.P1.CC / SML
Tags: nyc   newyorkcity   inspiration   newyork   art   nycpb   brooklyn   ink   fun   creativity   photography   gallery   artgallery   drawing   fineart   culture   photojournalism   dumbo   drawings   canon10d   dac   gothamist   2009   journalism   sml   canon2470f28l   fav10   artunderthebridge   dumboartfestival   seeminglee   smackmellon   200909   ellendriscoll   20090926   dumboartscenter   smlphotography   dumboartfestival2009   fastforwardfossil   flickrstats:views=10000   flickrstats:views=5000   
www.smackmellon.org

Two Solo Exhibitions
Exhibition dates: September 26 - November 8, 2009
Artists’ reception: Saturday, September 26, 5-8pm

Smack Mellon is pleased to present Ellen Driscoll’s installation FASTFORWARDFOSSIL: Part 2 and Fernando Souto’s photographic series The End of the Trail. The two concurrent solo exhibitions compress layers of time to explore industries and lifestyles that go beyond geographic borders. Composed of thousands of discarded plastic bottles collected by Ellen Driscoll, FASTFORWARDFOSSIL: Part 2 takes a critical look at the environmental and human damage inflicted by the oil and water industries in the last two centuries on regions as diverse as Nigeria and the United States. During extended trips to cattle ranches in the American West, Australia, and Uruguay, Fernando Souto photographed the fading culture of ranchers, creating black-and-white environmental portraits in the tradition of iconic photographers such as Walker Evans and Robert Frank. Both Driscoll and Souto are intimately tied to their craft—painstakingly cutting up salvaged bottles and printing large-scale silver gelatin photographs—asserting a tactile personal connection in their work.

Ellen Driscoll
FASTFORWARDFOSSIL: Part 2

“This installation is a continuation of a multi-year series which explores the dynamics of resource harvesting and consumption. This part of the series focuses on oil and water. Rising at 5:30 AM, I harvest #2 plastic bottles from the recycling bags put out for collection on the streets of Brooklyn. For one hour, one day at a time, I immerse myself in the tidal wave of plastic that engulfs us by collecting as many bottles as I can carry. The sculptural installation for Smack Mellon comprises 2600 bottles transformed into a 28 foot landscape. Constructed solely of harvested #2 plastic, the sculpture collapses three centuries into a ghostly translucent visual fugue in which a nineteenth century trestle bridge plays host to an eighteenth century water-powered mill which spills a twenty-first century flood from its structure. The flow contains North American, Middle Eastern, and African landmasses (sites of oil harvesting and their consumer destination) buoyed by a sea of plastic water molecules. The piece looks back to eighteenth century American industry powered by water, and forward to the oil refineries of the Niger Delta, site of prolonged guerilla warfare against oil corporations and the source of over fifty percent of crude oil for the United States—the oil that produces the plastic within which our privatized water is currently bought and sold.

The wall drawings in the exhibition are based on a close study of the inner workings of an oil refinery. By using huge shifts of scale between the macro and the micro, they depict a dystopic future based on rampant oil consumption. An oil rig shares the horizon with ocean fires and garbage scows, mega shopping malls are abandoned to spontaneous communities of slums, and a refugee camp is inundated by the waters of a melting glacier. The worlds in the drawings are drained of color, but filled with the flux and spillage of a potentially chaotic future.”


Ellen Driscoll is a sculptor whose work includes FASTFORWARDFOSSIL: Part 1 at Frederieke Taylor Gallery, Revenant and Phantom Limb for Nippon Ginko, Hiroshima, Japan, The Loophole of Retreat at the Whitney Museum, Phillip Morris, As Above, So Below for Grand Central Terminal (a suite of 20 mosaic and glass images for the tunnels at 45th, 47th, and 48th Streets), Catching the Drift, a restroom for the Smith College Museum of Art, and Wingspun for the International Arrivals Terminal at Raleigh-Durham airport. Ms. Driscoll has been awarded fellowships from the Guggenheim Foundation, the National Endowment for the Arts, the Bunting Institute at Harvard University, the New York Foundation for the Arts, the Massachusetts Council on the Arts, the LEF Foundation, and Anonymous Was a Woman. Her work is included in major public and private collections including the Metropolitan Museum of Art and the Whitney Museum of Art. She is a Professor of Sculpture at Rhode Island School of Design.

Smack Mellon
92 Plymouth Street @ Washington
Brooklyn, NY 11201

Gallery hours are Wednesday-Sunday, 12-6pm.


Related SML
+ SML Fine Art (Flickr Group)
+ SML Fine Art (FriendFeed)
+ SML Fine Art (Twitter)
+ SML Flickr Collections: Events
+ SML Flickr Sets: Dumbo Arts Center: Art Under the Bridge Festival 2009
+ SML Flickr Tags: Art
+ SML Pro Blog: Art

Recent Updated: 7 years ago - Created by See-ming Lee 李思明 SML - View

Copyright and permission to use should be sought to the author - See-ming Lee 李思明 SML
Flickr Installation (Detail) FASTFORWARDFOSSIL: Part 2 by Ellen Driscoll at Smack Mellon / Dumbo Arts Center: Art Under the Bridge Festival 2009 / 20090926.10D.54754.P1.L1.BW / SML
Tags: nyc   newyorkcity   people   bw   sculpture   inspiration   newyork   art   nycpb   brooklyn   fun   creativity   photography   blackwhite   gallery   artgallery   fineart   culture   photojournalism   dumbo   canon10d   installation   opening   dac   gothamist   2009   journalism   artopening   sml   canon2470f28l   artunderthebridge   dumboartfestival   seeminglee   smackmellon   200909   ellendriscoll   20090926   dumboartscenter   smlphotography   dumboartfestival2009   fastforwardfossil   
www.smackmellon.org

Two Solo Exhibitions
Exhibition dates: September 26 - November 8, 2009
Artists’ reception: Saturday, September 26, 5-8pm

Smack Mellon is pleased to present Ellen Driscoll’s installation FASTFORWARDFOSSIL: Part 2 and Fernando Souto’s photographic series The End of the Trail. The two concurrent solo exhibitions compress layers of time to explore industries and lifestyles that go beyond geographic borders. Composed of thousands of discarded plastic bottles collected by Ellen Driscoll, FASTFORWARDFOSSIL: Part 2 takes a critical look at the environmental and human damage inflicted by the oil and water industries in the last two centuries on regions as diverse as Nigeria and the United States. During extended trips to cattle ranches in the American West, Australia, and Uruguay, Fernando Souto photographed the fading culture of ranchers, creating black-and-white environmental portraits in the tradition of iconic photographers such as Walker Evans and Robert Frank. Both Driscoll and Souto are intimately tied to their craft—painstakingly cutting up salvaged bottles and printing large-scale silver gelatin photographs—asserting a tactile personal connection in their work.

Ellen Driscoll
FASTFORWARDFOSSIL: Part 2

“This installation is a continuation of a multi-year series which explores the dynamics of resource harvesting and consumption. This part of the series focuses on oil and water. Rising at 5:30 AM, I harvest #2 plastic bottles from the recycling bags put out for collection on the streets of Brooklyn. For one hour, one day at a time, I immerse myself in the tidal wave of plastic that engulfs us by collecting as many bottles as I can carry. The sculptural installation for Smack Mellon comprises 2600 bottles transformed into a 28 foot landscape. Constructed solely of harvested #2 plastic, the sculpture collapses three centuries into a ghostly translucent visual fugue in which a nineteenth century trestle bridge plays host to an eighteenth century water-powered mill which spills a twenty-first century flood from its structure. The flow contains North American, Middle Eastern, and African landmasses (sites of oil harvesting and their consumer destination) buoyed by a sea of plastic water molecules. The piece looks back to eighteenth century American industry powered by water, and forward to the oil refineries of the Niger Delta, site of prolonged guerilla warfare against oil corporations and the source of over fifty percent of crude oil for the United States—the oil that produces the plastic within which our privatized water is currently bought and sold.

The wall drawings in the exhibition are based on a close study of the inner workings of an oil refinery. By using huge shifts of scale between the macro and the micro, they depict a dystopic future based on rampant oil consumption. An oil rig shares the horizon with ocean fires and garbage scows, mega shopping malls are abandoned to spontaneous communities of slums, and a refugee camp is inundated by the waters of a melting glacier. The worlds in the drawings are drained of color, but filled with the flux and spillage of a potentially chaotic future.”


Ellen Driscoll is a sculptor whose work includes FASTFORWARDFOSSIL: Part 1 at Frederieke Taylor Gallery, Revenant and Phantom Limb for Nippon Ginko, Hiroshima, Japan, The Loophole of Retreat at the Whitney Museum, Phillip Morris, As Above, So Below for Grand Central Terminal (a suite of 20 mosaic and glass images for the tunnels at 45th, 47th, and 48th Streets), Catching the Drift, a restroom for the Smith College Museum of Art, and Wingspun for the International Arrivals Terminal at Raleigh-Durham airport. Ms. Driscoll has been awarded fellowships from the Guggenheim Foundation, the National Endowment for the Arts, the Bunting Institute at Harvard University, the New York Foundation for the Arts, the Massachusetts Council on the Arts, the LEF Foundation, and Anonymous Was a Woman. Her work is included in major public and private collections including the Metropolitan Museum of Art and the Whitney Museum of Art. She is a Professor of Sculpture at Rhode Island School of Design.

Smack Mellon
92 Plymouth Street @ Washington
Brooklyn, NY 11201

Gallery hours are Wednesday-Sunday, 12-6pm.


Related SML
+ SML Fine Art (Flickr Group)
+ SML Fine Art (FriendFeed)
+ SML Fine Art (Twitter)
+ SML Flickr Collections: Events
+ SML Flickr Sets: Dumbo Arts Center: Art Under the Bridge Festival 2009
+ SML Flickr Tags: Art
+ SML Pro Blog: Art

Recent Updated: 7 years ago - Created by See-ming Lee 李思明 SML - View

Copyright and permission to use should be sought to the author - See-ming Lee 李思明 SML
Flickr Installation (Detail) FASTFORWARDFOSSIL: Part 2 by Ellen Driscoll at Smack Mellon / Dumbo Arts Center: Art Under the Bridge Festival 2009 / 20090926.10D.54753.P1.L1.BW / SML
Tags: nyc   newyorkcity   bw   sculpture   inspiration   newyork   art   nycpb   brooklyn   landscape   fun   creativity   photography   blackwhite   gallery   artgallery   fineart   culture   photojournalism   dumbo   canon10d   installation   dac   gothamist   2009   journalism   sml   canon2470f28l   artunderthebridge   dumboartfestival   seeminglee   smackmellon   200909   ellendriscoll   20090926   dumboartscenter   smlphotography   dumboartfestival2009   fastforwardfossil   flickrstats:views=10000   flickrstats:galleries=1   
www.smackmellon.org

Two Solo Exhibitions
Exhibition dates: September 26 - November 8, 2009
Artists’ reception: Saturday, September 26, 5-8pm

Smack Mellon is pleased to present Ellen Driscoll’s installation FASTFORWARDFOSSIL: Part 2 and Fernando Souto’s photographic series The End of the Trail. The two concurrent solo exhibitions compress layers of time to explore industries and lifestyles that go beyond geographic borders. Composed of thousands of discarded plastic bottles collected by Ellen Driscoll, FASTFORWARDFOSSIL: Part 2 takes a critical look at the environmental and human damage inflicted by the oil and water industries in the last two centuries on regions as diverse as Nigeria and the United States. During extended trips to cattle ranches in the American West, Australia, and Uruguay, Fernando Souto photographed the fading culture of ranchers, creating black-and-white environmental portraits in the tradition of iconic photographers such as Walker Evans and Robert Frank. Both Driscoll and Souto are intimately tied to their craft—painstakingly cutting up salvaged bottles and printing large-scale silver gelatin photographs—asserting a tactile personal connection in their work.

Ellen Driscoll
FASTFORWARDFOSSIL: Part 2

“This installation is a continuation of a multi-year series which explores the dynamics of resource harvesting and consumption. This part of the series focuses on oil and water. Rising at 5:30 AM, I harvest #2 plastic bottles from the recycling bags put out for collection on the streets of Brooklyn. For one hour, one day at a time, I immerse myself in the tidal wave of plastic that engulfs us by collecting as many bottles as I can carry. The sculptural installation for Smack Mellon comprises 2600 bottles transformed into a 28 foot landscape. Constructed solely of harvested #2 plastic, the sculpture collapses three centuries into a ghostly translucent visual fugue in which a nineteenth century trestle bridge plays host to an eighteenth century water-powered mill which spills a twenty-first century flood from its structure. The flow contains North American, Middle Eastern, and African landmasses (sites of oil harvesting and their consumer destination) buoyed by a sea of plastic water molecules. The piece looks back to eighteenth century American industry powered by water, and forward to the oil refineries of the Niger Delta, site of prolonged guerilla warfare against oil corporations and the source of over fifty percent of crude oil for the United States—the oil that produces the plastic within which our privatized water is currently bought and sold.

The wall drawings in the exhibition are based on a close study of the inner workings of an oil refinery. By using huge shifts of scale between the macro and the micro, they depict a dystopic future based on rampant oil consumption. An oil rig shares the horizon with ocean fires and garbage scows, mega shopping malls are abandoned to spontaneous communities of slums, and a refugee camp is inundated by the waters of a melting glacier. The worlds in the drawings are drained of color, but filled with the flux and spillage of a potentially chaotic future.”


Ellen Driscoll is a sculptor whose work includes FASTFORWARDFOSSIL: Part 1 at Frederieke Taylor Gallery, Revenant and Phantom Limb for Nippon Ginko, Hiroshima, Japan, The Loophole of Retreat at the Whitney Museum, Phillip Morris, As Above, So Below for Grand Central Terminal (a suite of 20 mosaic and glass images for the tunnels at 45th, 47th, and 48th Streets), Catching the Drift, a restroom for the Smith College Museum of Art, and Wingspun for the International Arrivals Terminal at Raleigh-Durham airport. Ms. Driscoll has been awarded fellowships from the Guggenheim Foundation, the National Endowment for the Arts, the Bunting Institute at Harvard University, the New York Foundation for the Arts, the Massachusetts Council on the Arts, the LEF Foundation, and Anonymous Was a Woman. Her work is included in major public and private collections including the Metropolitan Museum of Art and the Whitney Museum of Art. She is a Professor of Sculpture at Rhode Island School of Design.

Smack Mellon
92 Plymouth Street @ Washington
Brooklyn, NY 11201

Gallery hours are Wednesday-Sunday, 12-6pm.


Related SML
+ SML Fine Art (Flickr Group)
+ SML Fine Art (FriendFeed)
+ SML Fine Art (Twitter)
+ SML Flickr Collections: Events
+ SML Flickr Sets: Dumbo Arts Center: Art Under the Bridge Festival 2009
+ SML Flickr Tags: Art
+ SML Pro Blog: Art

Recent Updated: 7 years ago - Created by See-ming Lee 李思明 SML - View

Copyright and permission to use should be sought to the author - See-ming Lee 李思明 SML
Flickr Installation (Detail) FASTFORWARDFOSSIL: Part 2 by Ellen Driscoll at Smack Mellon / Dumbo Arts Center: Art Under the Bridge Festival 2009 / 20090926.10D.54748.P1.L1.SQ / SML
Tags: nyc   newyorkcity   sculpture   inspiration   newyork   art   nycpb   brooklyn   fun   creativity   photography   gallery   artgallery   fineart   culture   photojournalism   dumbo   canon10d   installation   dac   gothamist   sq   2009   journalism   sml   canon2470f28l   artunderthebridge   dumboartfestival   seeminglee   smackmellon   200909   ellendriscoll   20090926   dumboartscenter   smlphotography   dumboartfestival2009   fastforwardfossil   
www.smackmellon.org

Two Solo Exhibitions
Exhibition dates: September 26 - November 8, 2009
Artists’ reception: Saturday, September 26, 5-8pm

Smack Mellon is pleased to present Ellen Driscoll’s installation FASTFORWARDFOSSIL: Part 2 and Fernando Souto’s photographic series The End of the Trail. The two concurrent solo exhibitions compress layers of time to explore industries and lifestyles that go beyond geographic borders. Composed of thousands of discarded plastic bottles collected by Ellen Driscoll, FASTFORWARDFOSSIL: Part 2 takes a critical look at the environmental and human damage inflicted by the oil and water industries in the last two centuries on regions as diverse as Nigeria and the United States. During extended trips to cattle ranches in the American West, Australia, and Uruguay, Fernando Souto photographed the fading culture of ranchers, creating black-and-white environmental portraits in the tradition of iconic photographers such as Walker Evans and Robert Frank. Both Driscoll and Souto are intimately tied to their craft—painstakingly cutting up salvaged bottles and printing large-scale silver gelatin photographs—asserting a tactile personal connection in their work.

Ellen Driscoll
FASTFORWARDFOSSIL: Part 2

“This installation is a continuation of a multi-year series which explores the dynamics of resource harvesting and consumption. This part of the series focuses on oil and water. Rising at 5:30 AM, I harvest #2 plastic bottles from the recycling bags put out for collection on the streets of Brooklyn. For one hour, one day at a time, I immerse myself in the tidal wave of plastic that engulfs us by collecting as many bottles as I can carry. The sculptural installation for Smack Mellon comprises 2600 bottles transformed into a 28 foot landscape. Constructed solely of harvested #2 plastic, the sculpture collapses three centuries into a ghostly translucent visual fugue in which a nineteenth century trestle bridge plays host to an eighteenth century water-powered mill which spills a twenty-first century flood from its structure. The flow contains North American, Middle Eastern, and African landmasses (sites of oil harvesting and their consumer destination) buoyed by a sea of plastic water molecules. The piece looks back to eighteenth century American industry powered by water, and forward to the oil refineries of the Niger Delta, site of prolonged guerilla warfare against oil corporations and the source of over fifty percent of crude oil for the United States—the oil that produces the plastic within which our privatized water is currently bought and sold.

The wall drawings in the exhibition are based on a close study of the inner workings of an oil refinery. By using huge shifts of scale between the macro and the micro, they depict a dystopic future based on rampant oil consumption. An oil rig shares the horizon with ocean fires and garbage scows, mega shopping malls are abandoned to spontaneous communities of slums, and a refugee camp is inundated by the waters of a melting glacier. The worlds in the drawings are drained of color, but filled with the flux and spillage of a potentially chaotic future.”


Ellen Driscoll is a sculptor whose work includes FASTFORWARDFOSSIL: Part 1 at Frederieke Taylor Gallery, Revenant and Phantom Limb for Nippon Ginko, Hiroshima, Japan, The Loophole of Retreat at the Whitney Museum, Phillip Morris, As Above, So Below for Grand Central Terminal (a suite of 20 mosaic and glass images for the tunnels at 45th, 47th, and 48th Streets), Catching the Drift, a restroom for the Smith College Museum of Art, and Wingspun for the International Arrivals Terminal at Raleigh-Durham airport. Ms. Driscoll has been awarded fellowships from the Guggenheim Foundation, the National Endowment for the Arts, the Bunting Institute at Harvard University, the New York Foundation for the Arts, the Massachusetts Council on the Arts, the LEF Foundation, and Anonymous Was a Woman. Her work is included in major public and private collections including the Metropolitan Museum of Art and the Whitney Museum of Art. She is a Professor of Sculpture at Rhode Island School of Design.

Smack Mellon
92 Plymouth Street @ Washington
Brooklyn, NY 11201

Gallery hours are Wednesday-Sunday, 12-6pm.


Related SML
+ SML Fine Art (Flickr Group)
+ SML Fine Art (FriendFeed)
+ SML Fine Art (Twitter)
+ SML Flickr Collections: Events
+ SML Flickr Sets: Dumbo Arts Center: Art Under the Bridge Festival 2009
+ SML Flickr Tags: Art
+ SML Pro Blog: Art

Recent Updated: 7 years ago - Created by See-ming Lee 李思明 SML - View

Copyright and permission to use should be sought to the author - See-ming Lee 李思明 SML
Flickr Installation (Detail) FASTFORWARDFOSSIL: Part 2 by Ellen Driscoll at Smack Mellon / Dumbo Arts Center: Art Under the Bridge Festival 2009 / 20090926.10D.54747.P1.SQ.BW / SML
Tags: nyc   newyorkcity   bw   sculpture   inspiration   newyork   art   nycpb   brooklyn   fun   creativity   photography   blackwhite   gallery   artgallery   fineart   culture   photojournalism   dumbo   canon10d   installation   dac   gothamist   sq   2009   journalism   sml   canon2470f28l   artunderthebridge   dumboartfestival   seeminglee   smackmellon   200909   ellendriscoll   20090926   dumboartscenter   smlphotography   dumboartfestival2009   fastforwardfossil   flickrstats:galleries=1   
www.smackmellon.org

Two Solo Exhibitions
Exhibition dates: September 26 - November 8, 2009
Artists’ reception: Saturday, September 26, 5-8pm

Smack Mellon is pleased to present Ellen Driscoll’s installation FASTFORWARDFOSSIL: Part 2 and Fernando Souto’s photographic series The End of the Trail. The two concurrent solo exhibitions compress layers of time to explore industries and lifestyles that go beyond geographic borders. Composed of thousands of discarded plastic bottles collected by Ellen Driscoll, FASTFORWARDFOSSIL: Part 2 takes a critical look at the environmental and human damage inflicted by the oil and water industries in the last two centuries on regions as diverse as Nigeria and the United States. During extended trips to cattle ranches in the American West, Australia, and Uruguay, Fernando Souto photographed the fading culture of ranchers, creating black-and-white environmental portraits in the tradition of iconic photographers such as Walker Evans and Robert Frank. Both Driscoll and Souto are intimately tied to their craft—painstakingly cutting up salvaged bottles and printing large-scale silver gelatin photographs—asserting a tactile personal connection in their work.

Ellen Driscoll
FASTFORWARDFOSSIL: Part 2

“This installation is a continuation of a multi-year series which explores the dynamics of resource harvesting and consumption. This part of the series focuses on oil and water. Rising at 5:30 AM, I harvest #2 plastic bottles from the recycling bags put out for collection on the streets of Brooklyn. For one hour, one day at a time, I immerse myself in the tidal wave of plastic that engulfs us by collecting as many bottles as I can carry. The sculptural installation for Smack Mellon comprises 2600 bottles transformed into a 28 foot landscape. Constructed solely of harvested #2 plastic, the sculpture collapses three centuries into a ghostly translucent visual fugue in which a nineteenth century trestle bridge plays host to an eighteenth century water-powered mill which spills a twenty-first century flood from its structure. The flow contains North American, Middle Eastern, and African landmasses (sites of oil harvesting and their consumer destination) buoyed by a sea of plastic water molecules. The piece looks back to eighteenth century American industry powered by water, and forward to the oil refineries of the Niger Delta, site of prolonged guerilla warfare against oil corporations and the source of over fifty percent of crude oil for the United States—the oil that produces the plastic within which our privatized water is currently bought and sold.

The wall drawings in the exhibition are based on a close study of the inner workings of an oil refinery. By using huge shifts of scale between the macro and the micro, they depict a dystopic future based on rampant oil consumption. An oil rig shares the horizon with ocean fires and garbage scows, mega shopping malls are abandoned to spontaneous communities of slums, and a refugee camp is inundated by the waters of a melting glacier. The worlds in the drawings are drained of color, but filled with the flux and spillage of a potentially chaotic future.”


Ellen Driscoll is a sculptor whose work includes FASTFORWARDFOSSIL: Part 1 at Frederieke Taylor Gallery, Revenant and Phantom Limb for Nippon Ginko, Hiroshima, Japan, The Loophole of Retreat at the Whitney Museum, Phillip Morris, As Above, So Below for Grand Central Terminal (a suite of 20 mosaic and glass images for the tunnels at 45th, 47th, and 48th Streets), Catching the Drift, a restroom for the Smith College Museum of Art, and Wingspun for the International Arrivals Terminal at Raleigh-Durham airport. Ms. Driscoll has been awarded fellowships from the Guggenheim Foundation, the National Endowment for the Arts, the Bunting Institute at Harvard University, the New York Foundation for the Arts, the Massachusetts Council on the Arts, the LEF Foundation, and Anonymous Was a Woman. Her work is included in major public and private collections including the Metropolitan Museum of Art and the Whitney Museum of Art. She is a Professor of Sculpture at Rhode Island School of Design.

Smack Mellon
92 Plymouth Street @ Washington
Brooklyn, NY 11201

Gallery hours are Wednesday-Sunday, 12-6pm.


Related SML
+ SML Fine Art (Flickr Group)
+ SML Fine Art (FriendFeed)
+ SML Fine Art (Twitter)
+ SML Flickr Collections: Events
+ SML Flickr Sets: Dumbo Arts Center: Art Under the Bridge Festival 2009
+ SML Flickr Tags: Art
+ SML Pro Blog: Art

Recent Updated: 7 years ago - Created by See-ming Lee 李思明 SML - View

Copyright and permission to use should be sought to the author - See-ming Lee 李思明 SML
Flickr Shalom Small World
Tags: december   disneyland   anaheim   2007   
Shalom was the only mention of anything other than Christmas in It's a Small World. Thank goodness the Middle Eastern and African parts weren't singing. However, all the little people were clapping along.
Recent Updated: 9 years ago - Created by ahava_kamm - View

Copyright and permission to use should be sought to the author - ahava_kamm
Flickr market at Barbes under the metro tracks
Tags: paris   barbes   
www.jeanne-feldman.com/articles/look_markets.htm (features great list of Paris produce markets)

Shopping the Paris Markets (features great description of Barbes market)
Barbès, 18 éme. Wednesdays and Saturdays. Barbes is not for the faint of heart—this dense and always-packed market runs along blvd. de la Chapelle and Blvd. Roucheouart (to the left and right of the Metro stop). Food, lots of clothing, housewares, textiles-- just about anything is for sale here. It features great prices—and bargaining is acceptable. You’ll find lots of ethnic food and crafts, spices, exotic patisserie, and Middle-Eastern and African breads hot off the grills. Be on guard for pickpockets. Metro: Barbes/Roucheouart, near Gare du Nord

Recent Updated: 9 years ago - Created by l r - View

Copyright and permission to use should be sought to the author - l r
Flickr Parade the Circle 2007
Tags: costumes   art   parade   wearableart   peoplewatching   2007   clevelandmuseumofart   paradethecircle   
Mystical Belly Dance Fusion #1.
Mystic Motions and Company.
Women dance theri way to wellness, fusing
Middle Eastern and African dance with Latin hip-hop.

Recent Updated: 9 years ago - Created by cunningba - View

Copyright and permission to use should be sought to the author - cunningba
Flickr Drums
Tags: drums   dubai   middleeast   arabian   musicalinstruments   
Middle Eastern and African Drums for sale in the Madinat Jumaira Souk, Dubai, United Arab Emirates.
Recent Updated: 11 years ago - Created by OceanEyesDubai - View

Copyright and permission to use should be sought to the author - OceanEyesDubai