En ik en ik en ik ik ben te dik


Die werd natuurlijk gek van me, maar hij wist niet wat hij met me aan moest en deed maar gewoon wat ik vroeg. Als ik dan later weer thuis was, schaamde ik me omdat ik er wér voor niets had gezeten. Maar als ik de volgende dag opnieuw iets meende te voelen, pakte ik toch weer de telefoon. En ik liet me niet afpoeieren: als een tijger beet ik me erin vast. Ik ervoer het als een zaak van leven en dood. Thuis controleerde ik voortdurend mijn hartslag. Ging die niet te snel, sloeg mijn hart niet over? Continu voelde ik met mijn hand in mijn hals.

weet ik dat het paniekaanvallen waren. Mensen denken vaak dat een paniekaanval niet zo veel voorstelt, maar als je er middenin zit, is het echt afschuwelijk. Telkens als het mij overviel, dacht ik: dit was het dan. Die angst bleef - en begon mijn leven te beheersen. Er is een tijd geweest dat ik bijna dagelijks bij de dokter zat. Bij elk krampje of pijntje gingen alle alarmbellen. Ik kon die angst alleen van me afzetten als de dokter mijn lichaam onderzocht.

Binnen de kortste keren heb ik mezelf dan alfabetische overtuigd dat ik dat ook heb. Terwijl prijs het dan natuurlijk om een doodgewoon buikgriepje gaat. Ik heb al duizenden keren gedacht dat ik dood zou gaan: hoofdpijn betekent voor mij een hersentumor, een steek op mijn borst een hartaanval. Dat ik nog steeds leef, zou me gerust moeten stellen, zou je denken. Maar als ik in paniek ben, heb ik niets aan de gedachte dat er al die voorgaande keren niets ernstigs aan de hand was. Ledere keer weer ben ik er volledig van overtuigd dat het ditmaal écht raak. De eerste keer dat het me overkwam, was ik vijftien. Ik lag in mijn bed en plotseling begon mijn hart heel snel te kloppen. Ik kreeg pijn op mijn borst en in mijn arm, mijn hele lichaam tintelde en ik had het gevoel dat ik flauw zou vallen. Een hartaanval, dat kon niet anders.

Mijn moeder


schaamhaar

Uitgebreide onderzoeken, hartfilmpjes, hersenscans: niets kan chantal (25) ervan overtuigen dat ze gezond. Ze vreest voortdurend dat ze getroffen zal worden door een dodelijke ziekte. Vorige week voelde ik me wat misselijk. Nadat ik een tijdje met mezelf in gevecht was geweest, kroop ik toch achter. Mijn man zei: 'Als jij nu 'misselijkheid' gaat opzoeken, gooi ik de computer het raam uit!' hij heeft gelijk, ik moet dat niet doen. Ik maak mezelf alleen maar overstuur. Want natuurlijk rollen er allemaal enge, dodelijke ziektes over het scherm waarbij misselijkheid een symptoom kan zijn.

Ikarus ik-2 - wikipedia


By july 1940, a further series of 25 ik-3s had commenced construction at the rogožarski factory. Planned developments edit The post-war ikarus S-49 fighter was based on the ik-3 A shortage of engines was a major obstacle to mass production and development of the ik-3, so tests were conducted with more powerful engines, including the daimler-Benz db 601, rolls-royce merlin. The tests were incomplete at the time of the Axis invasion, and the only prototype to be fitted with a non-production engine was deliberately destroyed by factory personnel during the invasion, along with the incomplete production aircraft. Development of a dual-control two-seat trainer variant of the ik-3 had commenced but pressure on the design team had delayed the completion of the project when the invasion intervened. The development of the ik-3 encouraged the three designers to pursue the idea of a twin-engined fighter, capable of long-range reconnaissance, photographic reconnaissance and operation as a "destroyer" or heavy fighter similar to the messerschmitt Bf 110. The concept included both one-seater and two-seater versions. Development of this new aircraft, designated ik-5, was commenced on the back of the success of the ik-3. The vvkj ordered a one-seater prototype in early july 1939, with its first flight scheduled for late 1941. At the time of the invasion, the production of the ik-5 prototype was well advanced, but it was not pursued either during or after the war.

The loss of the video prototype and some changes in the construction of the production model delayed the fulfilment of the contract. Further tests were conducted on the wing and it was found to withstand a g-force. Modifications were made for the production model, including the use of flat plexiglass panels in the windscreen and the canopy to provide better visibility. The instrument layout was improved and the upper rear fuselage behind the pilot's seat was re-shaped. The folding undercarriage leg covers were replaced by single plates. The main changes were the replacement of the engine with a modified version of the hispano-suiza 12Y engine made under licence by the czechoslovak company avia and the replacement of the hispano-suiza.404 cannon by a swiss-made oerlikon ff 20 mm cannon.

The replacement engine was less powerful, generating 860 hp (640 kW) at 4,000 m (13,000 ft). German-made telefunken radios were to be installed but delays meant that only the first aircraft was delivered with a radio. The production aircraft were numbered 213; the prototype was number. The aircraft were built at the rogožarski factory in Belgrade and assembled at the company hangar at Zemun. The first six aircraft were delivered by late march 1940; delivery of the rest of the order was delayed until July due to delays by foreign suppliers. The first production aircraft was delivered to the vvkj test Group, where it was confirmed that the production aircraft were free of the faults in the prototype. The test Group determined that the maximum speed, previously estimated at 540 km/h (340 mph was 527 km/h (327 mph at an altitude of 5,400 m (17,700 ft).

Kinder- en, jeugdtherapie, ik ben ik!


The first flight of the prototype was carried out by the vvkj test Group towards the end of may 1938 and the aircraft was then flown by a group of vvkj officers who were to determine the best employment for it within the vvkj, along. These pilots observed that the controls were highly sensitive; the only real criticisms related to the visual distortion caused by the curved panels of the canopy. Some pilots believed that the fuselage-mounted armament should be supplemented by two wing-mounted machine guns. The test pilots also had to compare the performance of the ik-3 with the hawker Fury, heinkel he 112, morane-saulnier. 405 and Hawker Hurricane. They concluded that the ik-3 most closely matched the morane-saulnier; the yugoslav aircraft was 40 km/h (25 mph) faster.

In november 1938, the vvkj placed an order with Rogožarski for 12 aircraft. On, test pilot Kapetan Milan pokorni put the prototype into a steep dive. When he reached 400 m (1,300 ft the windscreen detached from the aircraft; pokorni pulled up hard and the strain broke off half of the starboard wing. The aircraft crashed, and pokorni was killed. An inquiry determined that modifications to the windscreen had contributed to the accident. Engineers recalculated the stress factors on the airframe and they were found to be safe, and the main factor had been the pilot's handling of the highly sensitive controls.

Ip et, ik : les indices de protection en électricité

The aircraft was to be powered by a oorzaak hispano-suiza 12Y 29 engine, generating 980 hp (730 kW) at an altitude of 5,000 m (16,000 ft). The designers favoured manoeuvrability over speed, trying to find a compromise between the german and British concepts of a modern monoplane fighter. The design had a smaller wing area than the hawker Hurricane and the supermarine Spitfire, to achieve a higher speed for the engine power. In comparison to the messerschmitt Bf109, the yugoslav design had a shorter fuselage and smaller turning radius. It differed from British and German design concepts in that its proposed armament was concentrated in the fuselage. The performance of the hawker Fury was compared with the ik-3. The fury was already in service with the vvkj. The designs were delivered to the vvkj in time for approval by mid-1936, but a general reluctance to adopt new concepts delayed the ik-3, and a contract for the production of the prototype was not signed until March 1937. The company selected for construction was Rogožarski.

Ik had een trio met mijn vriend en het meisje waarmee hij

They originally planned a low-wing monoplane with retractable landing gear. Contemporary thinking within the vvkj led them to evolve their initial ideas into a strut-braced gull-wing monoplane armed with a hub -firing autocannon and fuselage -mounted synchronised machine guns. The design concept for what became the ikarus ik-2 was submitted to the vvkj on 22 September 1933. With this work completed, Ilić and sivčev had time to start preliminary development of groenten a new low-wing monoplane that could better meet and defeat the high performance bomber prototypes then in development by potential adversaries. Design and development edit Ilić and sivčev's new streamlined low-wing monoplane design had a retractable undercarriage. Like the ik-2 it was initially developed privately by the two men. A scale model was tested in the eiffel-built wind tunnel in Paris, but the pair soon realised that they needed a third engineer to help evaluate the design and determine the structural details. Slobodan Zrnić, the head of construction at the yugoslav state aircraft Factory in Kraljevo, was recruited, as he had worked as a specialist aircraft engineer in France. The project name for the ik-2 was changed from ik, standing for (Ljubomir) Ilić and Kosta (sivčev to ikz, to include Zrnić.

Another account suggests that one aircraft survived the invasion and was later destroyed by sabotage. The ik-3 design was the basis for the post-war Yugoslav-built. Contents, background edit, see also: ikarus ik-2, in the late 1920s, the, royal Yugoslav air Force (. Serbo-Croatian : vazduhoplovstvo vojske kraljevine jugoslavije, vvkj) and the royal Aero Club of Yugoslavia helped send aspiring aeronautical engineers to France to gain knowledge. It was intended that after this lijst advanced training, they would return to yugoslavia and be offered specialist roles in the vvkj or in the aeronautical industry. Ljubomir Ilić and Kosta sivčev went through this program but, when they returned to yugoslavia, both were employed in administrative work. Frustrated by this, they decided in 1931 to design a replacement for the. Czechoslovakian -built avia bh-33 E biplane fighter in service with the vvkj. Working in a basement in Belgrade, and later in Ilić's apartment in novi sad, they secretly devoted their spare time to work on their design.

ik - wiktionary

The, rogožarski ik-s, yugoslav monoplane single-seat fighter, designed by Ljubomir Ilić, kosta sivčev and Slobodan Zrnić as a successor to the. Its armament consisted of a hub -firing 20 mm (0.79 in) autocannon and two fuselage -mounted synchronised machine guns. It was considered comparable to foreign aircraft such as the. Messerschmitt Bf 109, e and came into service in 1940. The prototype crashed during testing; a total of twelve production aircraft had been delivered by july 1940. Six ik-3s were serviceable when the. Axis invasion of Yugoslavia began on All six were in service with the 51st Independent Fighter Group. Pilots flying the ik-3 claimed 11 aircraft shot down during the 11-day conflict. According to one account, nederland to prevent them from falling into german hands, the surviving aircraft and incomplete airframes were destroyed by their crews and factory staff.

En ik en ik en ik ik ben te dik
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