A proud member of the Chippewa Cree of the Rocky Boy Reservation in Montana. The year was 1909.
Source – Montana State University Library
A rather rare 1970 Bolwell Mark 7 Coupe
Founded by brothers Campbell, Winston and Graeme Bolwell in 1962, this home-grown company produced some of the best sports cars ever seen in this country and their distinctively styled cars are highly sought after by collectors today. The first model produced in quantity by the fledgling company was the Mark IV, with over 200 built in component kit form – the buyer was left to supply and choose the type of running gear and do final assembly. The low-slung bodywork was made from fibreglass, in either a gullwing hardtop or roadster styles, with the Ford Cortina 1600 the most popular choice of motive power. Although early Bolwells used a separate tubular space-frame chassis, the design was updated into a stronger, lighter (and cheaper to manufacture) monocoque on the Mark IVB. With the Mark V, Bolwell moved towards serious road car production, and Holden’s six-cylinder motor became the preferred engine. Following on from the one-off sports-racing Mark VI, Bolwell’s next road-going model, the Mark VII, was a more mature car in every way. Following Lotus practice, the car had a backbone chassis of folded sheet metal, with sophisticated suspension and a very attractive body strongly influenced by contemporary exotics like the Jaguar E-Type and the Ferrari GTO. Between 1967 and 1972, Bolwell turned out 400 Mark VII cars, some of them sold as complete turn-key cars from the factory but the majority were still sold in kit form. Bolwell went on to build a Ford V8-powered car, the Nagari (or Mark VIII) and the name lives on with the latest 2008 incarnation of the Nagari.
Article from here.
The Mach 40 Results From Affair Between Mustang Mach 1 And Ford GT
JUN 20, 2018 at 9:17AM
By: Chris Bruce
Mix one part 1969 Ford Mustang Mach 1 and the engine from a Ford GT; then add 11,000 man-hours of work.
Taking a 1969 Ford Mustang Mach 1 and adding design cues from the 2005-2006 Ford GT doesn’t seem like an idea that should work. They’re great things separately, but combining a classic muscle car and retro-tinged supercar just sounds weird. However, the team at Eckert’s Rod & Custom spent three years and 11,000 man hours to make this weird amalgamation into a reality. The result that the shop dubbed the Mach 40 came out great.
The team started with a beat-up ‘69 Mustang Mach 1 that was essentially just a rolling shell. From there, the builders created a new, extended chassis to create enough room behind the driver to mount a 5.4-liter supercharged V8 from a wrecked GT. The machine required extensive fabrication, including creating a clamshell rear deck and creating a new suspension setup taking into account the mid-mounted engine. Plus, there was the complex task of making sure there was adequate cooling for the new powerplant.
The shop also took the time to give the engine some more grunt by replacing the stock 2.4-liter supercharger with a 4.0-liter unit from Whipple. A dyno run at the end of the video shows the vehicle producing 660 horsepower (492 kilowatts) and 580 pound-feet (786 Newton-meters) of torque at the wheels – a big upgrade over the GT’s factory rating of 550 hp (410 kW) 500 lb-ft (678 Nm). The builders also have a dial in the cabin for tweaking the ECU to boost the output to 850 hp (634 kW).
The cabin has a very retro look. The driver grips a dished steering wheel and looks at four circular gauge pods. There isn’t a modern infotainment system, and the radio is hidden. A mix of red and black leather upholsters the interior. A glass panel separates occupants from the engine, but it’s still likely plenty loud in there with the engine just a few inches away from their ears.
Source: DIY Garage via YouTube (NOTE: Seems to be broken.)
Damn, doesn’t this thing just captivate your mind ?
Triangle UFO of Kaikoura
Sep 15, 2019
Hello and welcome to: Triangle UFO of Kaikoura ©
We disclose this information for no reason other than to inform the filmcrew, pilot and co-pilot of what they really witnessed four decades ago. We hope to draw the interest of those who were involved. The people that were present DESERVE TO KNOW THE TRUTH as the New Zealand Defence Force has restricted access to the original case files till the year 2040 / 2050.
On the 31st of December 1978 a filmteam went on board of an Argossy airplane for an interview with the crew. On the 20th and 21st of December another aircraft had reported several UFO and this was the reason for the interview by Mr. Fogarty and his crew. The pilot – and co-pilot were not the ones that had reported the event. Only ten minutes into the flight their was a first UFO encounter. The cameraman quickly changed the lens of his camera to a 100 mm / 240 mm zoomlens and after midnight on the 1st of January 1979 he filmed several UFO that during the entire flight followed and approached the plane. He recorded the UFO from the windows of the cockpit and the presence of these unidentified flying objects were also confirmed by Wellington Radar and Airtraffic Control.
This event is commonly known as the Kaikoura UFO Mystery and the journalist, Mr. Quentin Fogarty, wrote a beautiful book about it titled: Let’s Hope They Are Friendly. Interesting fact: Mr. Fogarty saw something with his eyes that the old video does not not show you.
He mentioned in the video that the UFO appeared to be “rolling and turning.” So was he right?
No one knew that the original 16 mm film still existed. Fogarty’s crew had some very bad (personal) experiences after their film had been shown in the media. They have been ridiculed and called fantasists. As most of the reactions about their eye-witness report were negative, in some cases hostile, despite its importance this film was never supposed to be published! Flux, one of our team members, who lives in New Zealand performed his own in-depth research into the Kaikoura UFO and his good nose led him in 2015 to the original 16 mm film.
Long story short: The 16 mm had been digitized by a top notch film laboratory and our team received 4 High Definition videos of Blue-Ray quality. We almost fainted as they arrived as for the first time we had UFO material of the best possible quality. After you have watched the presentation you will agree that the bright object can no longer be dismissed with a simple
explanation and you will understand why this UFO encounter frightened them and afterwards had such an enormous impact on their lives.
For the past 40 years these UFO only lived in their memory but they never knew what they really looked like in full close up… until today! Without Flux’s curiosity the world never would have seen what you are about to see.
We dedicate this presentation to all who were present that night and witnessed a UFO encounter. This presentation does not provide any answer to the question what these UFO are! We only provide undeniable visual evidence that they exist.
Enjoy the show!
Image Analysis Team
Without explicit permission of the owner(s) the Image Analysis Team (IAT) is prohibited to provide information to the whereabouts of the original 16mm film nor may she share any of the original material that has been provided for analysis. IAT is not the owner / maker of the original material and according to Australian- and New Zealand law this copyright remains in force until the 31st of December 2028.
You may only embed and distribute the full video. You are prohibited to make any alterations to this presentation. You are prohibited from making commercial use of the (enhanced) images and videomaterial © and this includes all monetization programmes on Youtube and any other social media. If you wish to make use of this presentation contact UAPleaks / 1967sander.
United Nations resolution 59, states that Freedom of Information is an integral part of our fundamental right to inform. We consider the Kaikoura UFO film of major importance to mankind and this unique encounter must be told through any media and regardless of frontiers. UAPleaks has no financial benefit from this disclosure
This, folks, is excellent and I applaud the effort as no one would have ever known about this as the regime in New Zealand are the censorship leaders of all countries and of all time. They go nuts in censoring anything and everything even remotely unusual, including restricting access to sites and not permitting research into the ancient civilization present long before the Maori ever showed up. And just like in this case everything is verboten for decades. It’s a crying shame and a crime against humanity.
Well, we get to see this and it is pretty darn cool.
This team has released a second part to this. Make of it what you will. See my note at the bottom.
It is here:
Kaikoura The Second Encounter
Jan 11, 2020
Welcome to Kaikoura The Second Encounter … which actually is the 5th encounter! 😉
Why we named this UAP “Apple” will become clear once you have seen this presentation but … that is not all as for the first time in human history we not only managed to enhance a UAP but also revealed the “ALIEN” in the UAP.
The first part of this video “briefly” describes the major technological challenges we faced trying to enhance this UAP.
The second part contains the first enhancements revealing the controller and the last part shows the final result and there is a small bonus …
However: We must warn you! We strongly advise viewer discretion!
The ALIEN is “clearly visible” but for some of you it may take some time to recognize it. This creature is something you have never seen before and your brain therefore will not immediately be able to identify the shape.
– When you watch the images try not to think of an alien as you may have seen it in the movies.
– Take at least 100 cm distance from the monitor as putting your nose against the screen will have a negative effect because of the noise. By stepping back from the monitor your brain will filter the noise in the image and the entire picture will become clearer and also gamut, borders between colours will be more distinct.
– Look at the colours, follow contours and see where they connect.
– Try to find any shapes which may look familiar.
Finally: When you are easily influenced by what you see in an image you better do not watch this video.
This will be your first encounter with a real ALIEN and this will not be your last.
See you soon for more.
UAPleaks & Image Analysis Team
Well, that is kind of interesting but the WARNINGs and capitalization of ALIEN are way over the top, very silly and they give me the most uncomfortable feelings regarding this crew … and even presenting this episode to you.
I am of the opinion that their new software is not much more, at least in this case, than an amplifier for the phenomena of pareidolia.
Controller? I don’t think so.
Bummed out, I am.
One major discovery during my research in New Zealand: Locating one of the calendar stones set up at Castle Hill (in the background) by the Urukehu, the tall, red-haired gods who lived there before the flood, and navigated to Easter Island and Lake Titicaca. The alignment on the ‘sun-dial’ offers two dates: Orion’s Belt on winter solstice 10,450 BC, a momentous date at the Giza Pyramids and Göbekli Tepe. However, in the tradition of the indigenous Waitaha, the Southern Cross is also mentioned, and does appear above the stone on the spring equinox 14,800 BC.
All this and much much more will be included in my upcoming book this March (hopefully), tentatively titled The Missing Lands: The Search for Earth’s Pre-flood Civilization.
This is very cool and to me it is exceptionally fascinating stuff.
Excellent and Extra Creepy!
BMW 2800 Bertone Spicup Concept (1969)
Bertone styling house came up with many cars that can cause confusion at first glance. This one is a good case in point as it supports the proud BMW kidney grill but still looks nothing like anything else from the Bavarian stable.
This car’s nose slopes down, partially hiding the headlamps under two flip-up covers. It’s this that gives the Spicup a front-end aesthetic similar to that of the Alfa Romeo Montreal, another Bertone-designed masterpiece.
Despite it’s name, it isn’t based on an E9 2800 CS but the Spicup instead was built using the E3 2500 as a base. Bertone shortened the wheelbase of the E3 and moulded the unusual body shape complete with a sliding Targa roof.
The bonnet is another peculiar feature as it has the engine shape cut out and is in permanent view through it. As Bertone had used the E9’s 2800 CS 2.8lt straight-six engine, it was the only way the larger unit would fit in the Spicup’s low snout.
📸 Via @zerorust
Classic Italian gorgeousness.
Are you ready to treat your love right? Don’t be late … it’s a very important date!
Get an extra-special gift at my ab fab toy store, Really Naughty Things and we’ll all win! Yee Haa!
Bless you all!
“Happy that I don’t have any rubbing with the fenders, even at full lock over uneven terrain. It’s a good idea to have your wheels and tires before you make flares. I put it on the lift, took off the shocks, jacked up the suspension and turned lock to lock and went from there.”
Doing it right pays off.
From 1785 to 1922, White Wolf, also known as Chief John Smith is considered the oldest Native American to have lived – 137 years.
Well, learning this is most fabulous, I must say! Astounding, really. I do believe that this is the oldest individual I have ever become aware of.
Yes, massive respect!
Could I possibly live to 2092?
July 14, 2019
My lead flight attendant came to me and said, “We have an H.R. on this flight.” (H.R. stands for human remains.)
“Are they military?” I asked.
‘Yes’, she said.
‘Is there an escort?’ I asked.
‘Yes, I’ve already assigned him a seat’.
‘Would you please tell him to come to the Flight Deck. You can board him early,” I said…
A short while later a young army sergeant entered the flight deck. He was the image of the perfectly dressed soldier. He introduced himself and I asked him about his soldier.
The escorts of these fallen soldiers talk about them as if they are still alive and still with us. ‘My soldier is on his way back to Virginia ,’ he said. He proceeded to answer my questions, but offered no words.
I asked him if there was anything I could do for him and he said no. I told him that he had the toughest job in the military, and that I appreciated the work that he does for the families of our fallen soldiers. The first officer and I got up out of our seats to shake his hand. He left the Flight Deck to find his seat.
We completed our preflight checks, pushed back and performed an uneventful departure. About 30 minutes into our flight, I received a call from the lead flight attendant in the cabin.
‘I just found out the family of the soldier we are carrying, is also on board’, she said. She then proceeded to tell me that the father, mother, wife and 2-year old daughter were escorting their son, husband, and father home. The family was upset because they were unable to see the container that the soldier was in before we left.
We were on our way to a major hub at which the family was going to wait four hours for the connecting flight home to Virginia . The father of the soldier told the flight attendant that knowing his son was below him in the cargo compartment and being unable to see him was too much for him and the family to bear. He had asked the flight attendant if there was anything that could be done to allow them to see him upon our arrival. The family wanted to be outside by the cargo door to watch the soldier being taken off the airplane.
I could hear the desperation in the flight attendants voice when she asked me if there was anything I could do. ‘I’m on it’, I said. I told her that I would get back to her.
Airborne communication with my company normally occurs in the form of e-mail like messages. I decided to bypass this system and contact my flight dispatcher directly on a secondary radio. There is a radio operator in the operations control center who connects you to the telephone of the dispatcher. I was in direct contact with the dispatcher. I explained the situation I had on board with the family and what it was the family wanted. He said he understood and that he would get back to me.
Two hours went by and I had not heard from the dispatcher. We were going to get busy soon and I needed to know what to tell the family. I sent a text message asking for an update. I saved the return message from the dispatcher and the following is the text:
‘Captain, sorry it has taken so long to get back to you. There is policy on this now, and I had to check on a few things. Upon your arrival a dedicated escort team will meet the aircraft. The team will escort the family to the ramp and plane side. A van will be used to load the remains with a secondary van for the family.
The family will be taken to their departure area and escorted into the terminal, where the remains can be seen on the ramp. It is a private area for the family only. When the connecting aircraft arrives, the family will be escorted onto the ramp and plane side to watch the remains being loaded for the final leg home.
Captain, most of us here in flight control are veterans. Please pass our condolences on to the family. Thanks.
I sent a message back, telling flight control thanks for a good job. I printed out the message and gave it to the lead flight attendant to pass on to the father. The lead flight attendant was very thankful and told me, ‘You have no idea how much this will mean to them.’
Things started getting busy for the descent, approach and landing. After landing, we cleared the runway and taxied to the ramp area. The ramp is huge with 15 gates on either side of the alleyway. It is always a busy area with aircraft maneuvering every which way to enter and exit. When we entered the ramp and checked in with the ramp controller, we were told that all traffic was being held for us.
‘There is a team in place to meet the aircraft’, we were told. It looked like it was all coming together, then I realized that once we turned the seat belt sign off, everyone would stand up at once and delay the family from getting off the airplane. As we approached our gate, I asked the copilot to tell the ramp controller, we were going to stop short of the gate to make an announcement to the passengers. He did that and the ramp controller said, ‘Take your time.’
I stopped the aircraft and set the parking brake. I pushed the public address button and said: ‘Ladies and gentleman, this is your Captain speaking: I have stopped short of our gate to make a special announcement. We have a passenger on board who deserves our honor and respect. His Name is Private XXXXXX, a soldier who recently lost his life. Private XXXXXX is under your feet in the cargo hold. Escorting him today is Army Sergeant XXXXXXX. Also, on board are his father, mother, wife, and daughter. Your entire flight crew is asking for all passengers to remain in their seats to allow the family to exit the aircraft first. Thank you.’
We continued the turn to the gate, came to a stop and started our shutdown procedures. A couple of minutes later I opened the cockpit door. I found the two forward flight attendants crying, something you just do not see. I was told that after we came to a stop, every passenger on the aircraft stayed in their seats, waiting for the family to exit the aircraft.
When the family got up and gathered their things, a passenger slowly started to clap his hands. Moments later, more passengers joined in and soon the entire aircraft was clapping. Words of ‘God Bless You’, I’m sorry, thank you, be proud, and other kind words were uttered to the family as they made their way down the aisle and out of the airplane. They were escorted down to the ramp to finally be with their loved one.
Many of the passengers disembarking thanked me for the announcement I had made. They were just words, I told them, I could say them over and over again, but nothing I say will bring back that brave soldier.
I respectfully ask that all of you reflect on this event and the sacrifices that millions of our men and women have made to ensure our freedom and safety in these United States of AMERICA.
I know everyone who reads this will have tears in their eyes, including me. Prayer chain for our Military… PLEASE SHARE THIS! Please send this on after a short prayer for our service men and women.
They die for me and mine and you and yours and deserve our honor and respect.
When you receive this, please stop for a moment and say a prayer for our troops around the world… There is nothing attached. Just send this to people in your address book. Do not let it stop with you. Of all the gifts you could give a Marine, Soldier, Sailor, Airman, and others deployed in harm’s way, prayer is the very best one.
GOD BLESS YOU!!!
Thank you all who have served, or are serving. We Will not forget!!!
Just so lovely.
Now, imagine a world filled with Peace.
Michael Schumacher and Mauro Baldi once piloted this lovely Mercedes C11 Group C car. Seen here at the Esperitu de Montjuïc 2019.
[I am assuming that Tonyo is really Tokyo.]
Gran Premio de la República Argentina, 1982
Image by © Phipps Sutton Images Corbis
Gran Premio de la República Argentina, 1978
Image by © Phipps Sutton Images Corbis
Gran Premio de la República Argentina, 1981
Image by © Phipps Sutton Images Corbis
The old days…
This is a Benz RH Tropfenwagen
The following stolen from grandprixhistory.org
Car: Benz Engine: Inline 6 Cylinder Maker: Tropfenwagen Typ RH (RH = Rennwagen mitt Heckmotor) Bore X Stroke: 65 mm x 100 mm Year: 1923 Capacity: 1991 cc Class: Grand Prix Power: 90 hp at 4500 rpm Wheelbase: 2830 mm Track: Front: 1400 mm Rear: 1300 mm Notes: 4-speed gearbox, Max Speed 185 kph, Weight 745 kg
In 1921 after World War I, Rumpler surprised visitors at the Berliner Automobile Ausstellung with his revolutionary ‘Tropfenwagen’ (teardrop vehicle), that resembled the gondola of a Zeppelin airship. Edmund Rumpler, was an Austrian automotive engineer who was well-known in post-war Germany as the manufacturer of the successful ‘Taube’ (Pigeon), a German warplane based on an original design by Igo Etrich. Rumpler also had experience in automobile design and manufacturing. In 1903, he had patented a swing axle rear suspension system. Rumpler’s efforts produced a car with an astoundingly low drag coefficient of only 0.28 (when tested in 1979). Its original rear-engine layout combined with independent rear suspension foreshadowed the future.
Rumpler’s concept was of historic significance but most people did not know what to make of this strange vehicle, one exception was Benz’s Berlin representative, Willy Walb, future race team manager at Auto Union who was intrigued by it’s possibilities. He convinced Benz to look at building cars with a similar design both for commercial and racing purposes. Karl Ludvigsen: “Edmund Rumpler and his patent lawyers caused Max Wagner some sleepless nights. Not having a Rumpler license agreement, Benz had to use a rear suspension design that wouldn’t contravene Rumpler’s many patents. As a result the RH had a much more practical system. Its conventional differential was fixed on the frame. It drove the axle half-shafts through universal joints in spherical housings similar to those then widely used for the forward mounting of torque-tube axles.”
Developed under the guidance of chief engineer Hans Nibel, the Benz Typ RH had an advanced twin-ohc in-line six engine with 24 valves, electron pistons, twin Zenith carburetors, a built-up roller-bearing crankshaft, and roller big ends, which gave some 90bhp at 4500rpm, unblown. This engine was located between the cockpit (which enveloped the driver and riding mechanic), and the rear axle, which it drove through a three-speed gearbox mounted as a unit. Inboard rear brakes were employed, a separate crescent-shaped radiator was mounted above the engine cover, and the car had excellent stream-lining with a clean, rounded nose and tapering tail. The radiator mimicking the tall airboxes that are used in modern Formula One cars.
The car competed in only one major race, the Grand Prix of Europe at Monza on September 9, 1923. Three cars were entered for Fernando Minoia, Franz Hörner and Willy Walb. Two of the three cars finished with Minoia in fourth and Hörner in fifth though they were both waved off before they could finish the race due to the track being invaded by spectators. The cars were known for their handling but were underpowered when compared to the supercharged Fiats. Perhaps if a blown engine had been used the results might have been different. As a small consolation the Monza organizers awarded Benz a medallion for their audacious design. The cars later competed in local events in Germany with a handful of hillclimb victories by Walb and later Mercedes works driver Adolf Rosenberger to their credit. On May 16th 1925 Rosenberger won the Tropfenwagen’s final race, the Rund um die Solitude and Benz’s rear-engined experiment was over. Despite their promising start at Monza, these Teardrop racers were not very successful in later Grand Prix and the company returned to building front-engined cars. However, there is little doubt that when Ferdinand Porsche became technical director of Mercedes in 1924, he must have carefully studied all the construction details of this unconventional rear-engined racer some aspects of which served as a model for Porsche’s use of swing-axles and a mid-placed engine layout in his future Auto Union race car.
The Rumpler Tropfenwagen (“Rumpler drop car”, named after its raindrop shape) was a car developed by Austrian engineer Edmund Rumpler.
Rumpler, born in Vienna, was known as a designer of aircraft when at the 1921 Berlin car show he introduced the Tropfenwagen. It was to be the first streamlined production car, before the Chrysler Airflow and Tatra T77. The Rumpler had a drag coefficient of only 0.28, a measurement which astonished later engineers and would be competitive even today. For comparison: the top ten most aerodynamic production cars in 2014/2015 worked their way down from a value of 0.26. The Fiat Balilla of the mid-1930s, by contrast, was rated at 0.60.
To enable the car’s aerodynamic shape, the Tropfenwagen also featured the world’s first (single plane) curved windows. Both the windscreen and the side windows were significantly curved.
The car featured a Siemens and Halske-built 2,580 cc (157 cu in) overhead valve W6 engine, with three banks of paired cylinders, all working on a common crankshaft. Producing 36 hp (27 kW), it was mounted just ahead of the rear axle. The engine, transmission, and final drive were assembled together and installed as a unit. The Rumpler-invented rear swing axles were suspended by trailing leaf springs, while the front beam axle was suspended by leading leaf springs.
Able to seat four or five, all the passengers were carried between the axles for maximum comfort, while the driver was alone at the front, to maximize view. With the 1923 model, two tip-up seats were added.
Weighing nearly 3,000 lb (1,361 kg), the Tropfenwagen was nevertheless capable of 70 mph (110 km/h) on its mere 36 hp (27 kW). This performance got the attention of Benz & Cie.’s chief engineer, Hans Nibel. Nibel conceived the Mercedes-Benz Tropfenwagen racers using the virtually unchanged Rumpler chassis. Poor sales and increasing losses led Benz to abandon the project. Later Auto Union racing cars resembled the Benz Tropfenwagen racers and were built in part by Rumpler engineers.
Rumpler made another attempt in 1924, the 4A106, which used a 50 hp (37 kW) 2,614 cc (159.5 cu in) inline 4-cylinder engine. This compelled a growth in wheelbase, with a consequent increase in seating to six or seven.
Although the car was very advanced for its time, it sold poorly – about 100 cars were built. Sales were hindered by small problems at the start (cooling, steering), the appearance of the vehicle, and the absence of a luggage compartment. Most were sold as taxis, where easy boarding and the high ceiling were advantages. The last cars were built in 1925.
The Tropfenwagen did become famous thanks to the film Metropolis, in which Rumplers found a burning end. It also inspired the Mercedes-Benz 130H / 150H / 170H road cars.
Only two examples are known to survive, one in the Deutsches Museum’s Verkehrszentrum in Munich and one in the Deutsches Technikmuseum Berlin.
Such innovation. So nice.
Do it up, folks.
This here is a BT-361 Monster Tracked Vehicle based on the world famous KIROVETS Tractor.
I personally have never heard of a Kirovets tractor, but, naturally, that means nothing, as I have never thought about looking for tractors of pretty much any variety.
But, be that as it may…
This thing ROCKS! Should get you where you’re going…
Hillary Klug – Picked Up A Hammer
Dec 28, 2019
hillaryklug.com Hillary Klug sings, dances, and fiddles at the same time! This song is called “Picked up a Hammer,” and it’s from the Appalachian tradition.
“I filmed this video at Thomas Maupin’s farm. Thomas is my hero and dance mentor, and he’s like family to me. Even though we’re not related, we’ve enjoyed a grandparent/grandchild type relationship. I’m so thankful to have him and his wife in my life. This song is very weird, and that’s why I like it. It’s crooked, and the words are redneck. I think it’s fitting for my weird fiddle/dance/vocal style. Hah. I wanted to do a video with live audio because a lot of subscribers were asking for more videos like that. I hope y’all enjoy it, and I’ll be sure to post more of a balance of live and professional videos in the future! Let me know what you think! And if you have any other suggestions or requests, let me know in the comments below!”
Here’s the link to Hillary’s “Patreon” page: www.patreon.com/hillaryklug
Here’s the link to Hillary’s “Fan Subscriptions” page: www.facebook.com/FiddleAndDan… Instagram: @hillaryklug www.facebook.com/FiddleAndDance/ hillaryklug.com
Video Credit: Tyler Follon vimeo.com/videotyler Instagram: @videotyler
OMG I am in love!!! So talented… so cute… oh Lordy!