Znala je da će sebi možda napraviti pakao od života, ali morala je da ovo kaže
Nije lako dokazati se na prvom poslu u životu, a tek ako ste pritom lepi i zgodni, pa zapadnete za oko šefu ili direktoru.
Kako Ukrajinka Anđela nije od onih koje će pristati da preko kreveta grade karijeru, njen gazda u Institutu za preradu hrane u blizini Harkova prevario se u proceni da je “laka”. Svoju ispovest napisala je na odeljku Personals portala Ukraina.com, jednom od najpopularnijih foruma tamo.
Sve je počelo kulturnom razmenom mišljenja i ponekim šalama za vreme pauza, a onda je gazda krenuo da vreba svaki Anđelin odmor na poslu za još po koju rečenicu. Primetila je da s njegove strane nisu čista posla, a kad ju je prvi put pozvao na piće znala je “koliko je sati”. Ljubazno ga je odbila i prvi, ali i drugi put, pa je on postao agresivniji.
Pritom je čula za devojku koja je godinu dana pre nje morala da ode iz Instituta zbog mobinga i seksualnog uznemiravanja, pa je u glavi već počela da priprema odgovor. Čisto za svaki slučaj.
A taj trenutak je vrlo brzo došao. Jednog popodneva šef ju je čekao na parkingu, jer je znao da će Anđela tu proći da bi uhvatila autobus. Pitao ju je da je poveze. Kako je kiša padala, rešila je da bude praktična pa je pristala.
“U autu je krenuo da me obasipa komplimentima i da kuka kako dugo već nije imao normalnu devojku. Došlo je dotle da sam morala da mu kažem da sam zauzeta. A onda se prodrao i rekao da ćemo ili ići kod njega ili mene u krevet ili će mi dati otkaz”, napisala je Anđela.
Potom je dodala kako je bilo pravo vreme da aktivira u glavi onaj spreman odgovor.
“Rekla sam mu da se ne pravi naivan i da znam šta se već dogodilo devojci pre mene, kao i da je lično poznajem. Počeo je da se vrti na sedištu i pali auto, a onda sam mu rekla da sam emancipovana, urbana devojka koja zna svoja prava i nije nimalo naivna. Zapretila sam mu tužbom i poručila mu da mi nikad više ni reč ne kaže van tema u vezi s poslom inače će jako loše proći jer poznajem i neke važne ljude. Rekla sam mu i koje. Tu je zaćutao i nije reč progovorio do moje kuće. Nikad više rečenicu nismo razmenili, ali ja sam ipak posle 3 meseca napustila posao. Nekako se nisam osećala prijatno tamo posle svega”, napisala je Anđela koju su svi podržali u odluci.
Boru Drljaču sam upoznao, jednom prilikom, kod komšije koji je slavio useljenje. Pevao je ispod šatora, a kada je grlati glas utihnuo nakon svirke saznao sam da je umeo napamet da citira “Gorski vijenac” i epske pesme, kao i da postoji dobro nam znana pesma koju on nikada ne peva, “Čudna jada od Mostara grada”
Foto: Ilustracija
Bora je razveseljavao ljude pevajući do prilično kasno u noć, a u jednom trenutku je stao i odbio naručenu pesmu. U mikrofon je pričao i obrazložio zašto ne želi da peva “Čudna jada od Mostara grada”, govoreći svima da tu pesmu nikad ne pevaju i ne naručuju, ako su Srbi, jer je tu naš narod strašno postradao. Bora je pričao da su kule u Čelebiću, o kojima se peva u pesmi, bile jedno od najvećih ustaških uporišta i stratišta Srba gde su počinjeni nezamislivi i monstruozni zločini tokom Drugog svetskog rata u NDH.
I sam Bora obeležen je za ceo život tragedijom, odnosno zločinom, kada su mu ustaše zaklale majku koja ga je držala u naručju. Imao je tada samo tri godine. Kada je muzika utihnula, duboko u noć, seo je Bora sa nekolicinom nas koji smo ostali do fajronta, pa je od uobičajenog ćaskanja, počela i malo šira priča o politici, istoriji, poreklu, pesmama…
Bora je recitovao stihove epskih pesama i “Gorskog vijenca”, poput nekog kafanskog boema ili bolje rečeno i priličnije, poput kakvog guslara iz starih vremena i time poentirao svoje kratko izlaganje o “učiteljici života”.
Sećam se, recitovao je tada, opisujući stihovima velikog Njegoša tragičnu sudbinu našeg naroda o kojoj je poprilično dobro znao, toliko, da bi mnoge iznenadio i postideo kada bi ušli u kakav razgovor sa njim, misleći naivno da je prost zabavljač.
“Što uteče ispod sablje turske, što na vjeru pravu ne pohuli, što se ne hće u lance vezati, to se zbježa u ove planine da ginemo i krv prolivamo, da junački amanet čuvamo, divno ime i svetu svobodu.”
Prekinut intervju sa Vukom Draškovićem
Drugi put sam ga sreo nekoliko godina kasnije. Na sajmu medija.
Moj gost bio je Vuk Drašković, na sajmu medija, a radio sam za jednog drugog izdavača.
Draškovićeva poprilično duga izlaganja, praćena dramskim pauzama, sanjivim pogledom i otegnutim govorom, u jednom trenutku, prekinuo je Bora Drljača koji se tu slučajno našao, tačnije šetao Sajmom. Javio nam se srdačno, a kada je shvatio da je upao usred razgovora, povukao se, ali sa osmehom dobacio Draškoviću: Vuče, ako vidiš onog Dačića, reci mu da ne pjeva više! Krade mi posao!
Intervju sa Draškovićem je nastavljen i priveden kraju posle poprilično opširnog izlaganja mog gosta, ali nikada nije objavljen, zahvaljujući intervenciji urednika, a anegdotu o Bori sam sačuvao za neko drugo vreme, a i bilo je glupo pričati je bez kompletne slike.
Gospodin sa glasom gorštaka
Bio je istinska legenda muzike koju nove generacije ne znaju, ismevaju ili pokušavaju da zaborave, valjda zato što ih taj zvuk i glas gorštaka podseća na korene kojih su se odavno odrekli, pa im sve nekako neprijatno kad prorade geni koji potiču sa divljih dinarskih planina.
Upravo onih planina koje je Njegoš veličao u svojim stihovima, sa kojih je poteklo sve ono što je stvaralo, gradilo, muški se borilo i osvajalo, a što se u gradovima kasnije razgrađivalo i nestajalo, stvarajući neprekidni krug zakona prirode, uspona i pada civilizacije.
Bio je jedan od onih ljudi od kojih se mnogo toga moglo naučiti, koji su nosili neku mudrost naših starih, koja nije poticala iz silnih škola, već iskustva i intuicije, nekog misterioznog kolektivnog nesvesnog, nasleđa predaka, kako je to opisivao Jung.
Policija je izašla na lice mesta i obavila razgovor sa svim akterima, a o slučaju je obavešteno Osnovno javno tužilaštvo u Vladićinom Hanu
U surduličkoj Osnovnoj školi “Jovan Jovanović Zmaj”, u isturenom odeljenju u selu Masurica, napadnuta je desetogodišnja učenica. Nju je napao suprug učiteljice koja je u tom trenutku bila u učionici. Motiv ovog napada, za sada, nije poznat.
Kako saznaje Telegraf.rs, policijskoj upravi u Vranju je 9. oktobra prijavljeno da je u četvrtak, 8. oktobra ove godine u osnovnoj školi na području Surdulice u učionicu učiteljice došao njen suprug koji je počupao za kosu i pretio desetogodišnjoj devojčici.
Policija je odmah izašla na lice mesta i obavila razgovor sa svim akterima događaja. O slučaju je obavešteno Osnovno javno tužilaštvo u Vladičinom Hanu.
Prema prvim informacijama koje su se pojavile u medijima, suprug učiteljice M. S. uleteo je navodno u učionicu i istukao “dete romske nacionalnosti ometeno u razvoju, dok je ono vrištalo i molilo da ga ne tuku”.
Učiteljica je, pišu, “sve vreme stajala po strani i ni na koji način nije reagovala”, već je, navodno tek “posle časova počela da plače”.
The 8th-generation Volkswagen Golf GTI is a case of evolution, rather than revolution. It’s outgunned by the Hyundai i30 N and Renault Megane RS, for example, but there’s more to it than that. International correspondent Dave Humphreys drove the newcomer in Germany.
The keenly anticipated GTI will spearhead the introduction of the latest generation Golf in South Africa. The GTI is the nameplate that helped to kick start the hot-hatch segment in the 1970s, but these days it has no shortage of rivals eyeing its position at the top. The latest iteration builds upon the excellent 7th (and 7.5th) GTI, with more tech.
The latest-generation Golf tends to look a little underwhelming in photographs, but any uncertainty about the visual impact of the new GTI’s appearance is swiftly dispelled when you see it in the metal… The slender headlights wrap around into the front wings and follow an invisible line to the GTI “flitzer” badge ahead of the front doors. The signature red band runs across the top of the grille and through the light units. Furthermore, this band is highlighted by an LED light strip that gives the GTI a distinctive lighting signature. The IQ.Light matrix headlights feature 22 LEDs in each module that can produce 10 different types of illumination as required (and that includes sweeping turn signals).
The new face of the GTI – not as immediately attractive as previous generations.
Meanwhile, a larger honeycomb mesh spans the full width of the lower front bumper and is not dissimilar to the look of the Golf 6 GTI. This design helps with cooling, though it leaves the radiator prone to stone-chip damage. The eye-catching look is further enhanced by 5 LEDs that form an X design in each corner of the front bumper as the fog lights.
Some will rue the demise of the 3-door body style (not that we ever received the 3-door variant in South Africa), but the 5-door Golf looks good, especially as the GTI sits 15 mm lower than its conventional equivalents. The standard wheel size is a 17-inch Richmond alloy, with 18- and 19-inch designs available at extra cost; the latter option suits the look of the Volkswagen the best because it fills the wheelarches smartly. Black sill extensions visually tie into the rear diffuser that surrounds a chrome exhaust tip on either side.
When you swing open the driver’s door, the most tech-laden cabin to ever grace a GTI comes into full view, replete with an all-digital dashboard comprising of a 10.25-inch instrument cluster with bespoke graphics, which includes a large, central, red rev counter. The standard 8.25-inch “Composition” touchscreen infotainment system is upgradable to a 10-inch unit. This display, and the “Digital Cockpit”, are inset in a single gloss black surround that includes a touch panel for the lighting controls on the opposite side.
Very few physical buttons any more, almost every action can be done through the touchscreen.
There are few physical buttons in the Golf GTI’s cabin – almost everything is controlled through the touchscreen interface. Not everyone will be a fan of the layout, and during our drive, the infotainment software was occasionally slow to perform some tasks, suggesting the CPU isn’t powerful enough. A square panel in the dashboard, under the touchscreen, features a quartet of shortcut buttons for accessing functions such as climate control and drive modes. Meanwhile, the GTI is treated to a new sculpted steering wheel with capacitive controls. These can be finicky to use/require familiarisation, but the ‘wheel itself is nicely shaped and sized, plus trimmed in tactile perforated leather.
Buyers still get to choose between a 6-speed manual gearbox or the 7-speed dual-clutch automatic (local specification may differ, we anticipate that only the latter will be offered in Mzansi). For the latter, there is no longer a traditional shifter (transmission lever) as such; instead, a small stubby rocker switch is located in the centre console. The upside is that this occupies less space and there are still paddles behind the steering wheel for actuating manual gear shifts, if desired.
No Golf GTI would be complete without the famous tartan upholstery, and the new model gets a fresh take on it; the fabric is called “Scalepaper”. There are new sports seats too, featuring integrated head restraints and a mix of materials. They’re quite comfortable over a longer journey and have all the right support in the bolsters to hold you in place when you’re driving enthusiastically. Rear passenger space is largely unchanged from the previous generation, as is load-bay capacity, which remains at 380 litres.
What’s it like to drive?
GTI badge has moved to a central point on the boot.
Throughout its history, Golf GTI has been renowned for offering a balanced driving experience that blends handling performance with a degree of comfort, which of course made it such a usable car on a day-to-day basis – and a bona-fide sales success.
The 8th iteration of the GTI sticks with the tried-and-tested front-wheel-drive layout and Volkswagen has, once again, called the EA888 engine into service. The 2.0-litre 4-cylinder turbopetrol motor is a known quantity, and despite having to conform with tighter emissions regulations, it has outputs of 180 kW and 370 Nm. That’s an increase over the standard outgoing GTI and matches the old GTI Performance. However, it falls short in comparison with some of the competition. Top speed is limited to 250 kph, and it will get from 0-100 kph in 6.3 seconds. Many will understandably look at the GTI’s figures and think Volkswagen is leaving buyers short, but there’s more to it than mere numbers.
Developments to the MQB platform see the introduction of an aluminium front subframe, similar to that used on the limited-run GTI Clubsport S, which saves about 3 kg. Added to that are revised suspension components that increase stiffness by 5%. Furthermore, the rear suspension has been made firmer by 15% to improve the car’s stability at higher speeds and the latter is immediately noticeable by the level of composure the GTI now exhibits; the dampers allow enough compliance to be civilised without sacrificing agility.
The optional DCC (Dynamic Chassis Control) system allows for greater tuning of the adaptive dampers, while the Volkswagen Vehicle Dynamics Manager (VDM) is a new addition. It is a control system for dialling the car in to your exact preferences. For example, you can choose a more comfort-biased suspension setup while keeping the steering, engine and transmission in a sportier tune. It’s well worth exploring as the suspension gets busy over less-than-even surfaces when left in Sport mode.
The same 2.0-litre turbopetrol from the Golf 7.5 GTI serves in the 8th generation of the iconic hot hatch.
A variable ratio steering setup is standard with 2.1 turns between locks. It feels perfectly weighted at the immediate point of turn-in to a bend and provides the driver with a clear impression of what the front axle is doing. Aiding power delivery through (and out of) curves is the latest iteration of Volkswagen’s XDS electronic locking differential. If you delve through the menu layers and select ESC Sport, the front will allow a small bit of slip and wheelspin without landing you in trouble… and I believe it adds measurably to the overall driving experience. Direction changes at higher speed seem sharper than before, too, which is partly thanks to the adjustments made to the rear suspension.
Engine pick up is brisk, and the soundtrack it produces is decent – if a touch muted. You need to keep the motor spinning higher in its rev range to extract the most performance from it, and this is where it feels most alive. At times, the DSG transmission can be slow to react on kick down, so you’re arguably better off using the paddle shifters to shift gears eagerly. The GTI starts to feel alive above 7-tenths driving, with a composure that imbues confidence and lets you explore the car’s dynamic capabilities.
Verdict
It might lack in terms of outright performance numbers, but the GTI now feels more capable in the corners.
The Golf GTI remains a superbly balanced and engaging – yet practical – driver’s car. It personifies “the thinking person’s hot hatch” by virtue of the steps that Volkswagen has taken to tune its standard-bearer’s chassis. Those seeking a tyre-smoking, exhaust-popping hot hatch may want to look elsewhere, because the GTI takes a more considered approach. Nevertheless, it’s one that point-to-point remains a very brisk car in the right hands and, for those who appreciate setup and driving feel, it ticks myriad boxes.
One of the most important features a manual transmission has over an automatic one is that, with the stick, you have the freedom of switching gears in whichever way you want. Oh, and the involuntary theft-proof quality, if you’re lucky.
Of course, to move freely through the gears doesn’t mean you can’t just do that. First, have to know a little how (and when) to operate the clutch pedal, and to know why does this clutch thing is important to the engine, and the wheels.
Second, you have to watch Jason Fenske’s video about how — and, most importantly, when — to skip gears properly. It might not seem that important until you screw up by downgrading brutal enough to lock the drive axle’s wheels. I did it once, in a Mazda RX-8, and it was enough to not do it again for the rest of my life.
Have you ever wondered how many miles can you cover on an empty tank? These guys did also.
The new Mercedes-Benz S-Class has been revealed and it’s expected to arrive in South Africa in the first quarter of 2021!
The S-Class represents the pinnacle of the Mercedes-Benz product line and apart from being an important part of the brand’s history, it also serves as the spearhead, as it were, for showcasing the latest and greatest technology currently in Merc’s arsenal.
This is important because the technology that’s infused in the S-Class, will likely find its way into the next generation of the brand’s extensive model lineup.
We have seen spy images and teasers in the past few months and Mercedes-Benz has already revealed what to expect from the new S-Class’ interior and after months of waiting, the official reveal has now taken place.
Large, intuitive touchscreens dominate the interior, featuring the latest generation MBUX operating system with up to 3 screens taking care of just about everything you can think of. The setup includes a large 12.3-inch central screen which has contributed to fewer buttons present in the cabin as well as a 12.3-inch configurable instrument cluster. Rear passengers can also have access to two 11.6-inch screens mounted on the front seatbacks as well as a 7.0-inch tablet in the rear centre console which forms part of the optional Business Centre Console package. Rear passengers can now also summon MBUX by using the ‘Hey Mercedes’ command and each passenger has access to their own individual media options. The range of comfort and convenience features on offer in the S-Class is next-level luxury for passengers. In fact, Mercedes-Benz states that the interior fulfils the claim of a “third place,” a private refuge between home and work. As such, passengers have access to a range of 6 Energising program options depending on the passenger’s personal needs. The S-Class can also be had with a top-end Burmester 4D surround sound system with a total of 30 loudspeakers and 8 resonators for crisp clear music quality.
As for the steering wheel, it’s also new and features capacitive hands-off recognition made possible with a two-zone sensor pad located on the rim of the steering wheel which can sense if the driver’s hands are on the ‘wheel or not. The new S-Class also features an augmented reality navigation heads-up display.
In terms of safety, the new S-Class is the first series-production car to be fitted with rear-seat airbags for added passenger protection in the event of a frontal accident. More than this, the Pre-Safe Impulse Side will be able to raise the S-Class’ body by up to 8 centimetres immediately before an impending side collision which will benefit all passengers.
The tech-laden cabin of the new S-Class is mightily impressive.
The W223 S-Class will be produced on Merc’s revised MRA (Modular Rear-wheel drive Architecture) platform and it will be the first model to be built at what Merc believes is the most modern automobile production facility in the world, Factory 56.
The S-Class is powered by a range of hybridised powertrains with 48-volt technology as well as the choice of a plug-in hybrid setup while an all-electric EQS is also in development which will take square aim at Tesla.
The S-Class range starts with the S500 which is powered by a 3.0-litre inline-6 turbopetrol engine with an integrated starter-generator with EQ Boost and outputs of 320 kW and 521 Nm of torque directed to all-four wheels. The EQ Boost allows for additional power and torque bursts of 16 kW and 249 Nm for short periods. The headlining powerplant in the S580 is a twin-turbocharged 4.0-litre V8 that’s good for 350 kW and 700 Nm. Both derivatives make use of a 9-speed automatic transmission.
The optional E-Active Body Control utilises 5 multi-core processors, more than 20 sensors and a stereo camera to predictively respond to varying driving situations and the system is able to make damping and spring force adjustments at each wheel by analysing the driving situation 1000 times per second. Rear-axle steering, which will also be offered as an option, is expected to enhance the handling and manoeuvrability of the S-Class.
As you can expect, there will be a host of advanced driver assistance systems on offer. As part of the Driving Assistance Package, features such as Active Blind Spot Assist, Active Steering Assist, Active Parking Assist while a Parking Package with a 360-degree camera will be optional.
NIKOLA Kaluđerović (82), najpoznatiji crnogorski osvetnik, koji je osvetio ubistvo sina jedinca, preminuo je na Cetinju.
Nikolin sin jedinac Željko ubijen je u kafanskom obračunu 1987. godine. Za ubistvo je osumnjičen Rade Grdinić, s kim je u kafani bio i mlađi brat Rajko. U januaru 1989. Nikola je ubio Rajka na ulici, ali i mladića koji je kobnog momenta bio s Rajkom u društvu.
Nikola je zbog dvostrukog ubistva osuđen na 20 godina zatvora. Odležao je devet, a od 1993. ćeliju je delio s komšijom s Cetinja, glumcem Žarkom Lauševićem, koji je takođe bio osuđen zbog dvostrukog ubistva.
– Kod mene se to moralo desiti. Ja sam to morao učiniti. Nije bilo oproštaja. Samo se čekao momenat, ali nije bilo lako ni ubiti. Danima sam tražio ubicu. Jurio sam ga po Beogradu, Hrvatskoj, Italiji”, priča Nikola.
U jednoj od ispovesti koju je dao za Nedeljnik, Kaluđerović se prisetio te zime 1989. godine.
– Što se mene tiče – priča tvrdo, otresito i snažno Nikola, kao da svaku reč meri nekoliko puta, “ne bih nikada mogao proć’ i prošetat’ tom tu ulicom, poć’ do sinovog groba, da ga nisam osvetio. Ja sam bio potcenjen čovek, čoveče – viče Kaluđerović.
– Čekao sam ga svuda. Ma svuda, čoveče. Lutam, tragam, neko mi dojavi… Pa opet isto. Nekoliko puta sam ga sretao u društvu. Jednom je bio sa devojkom. Pošao sam kod njenog oca i rekao mu da je skloni od njega da se slučajno ne desi da nju ubijem greškom. Poslušao me. Pratio sam krvnika i do Splita. Svuda, svuda. Na kraju, desi se da mlađeg brata ubice, Rajka Grdinića, koji je takođe učestvovao u obračunu u kojem mi je ubijen sin, nađem jedne večeri kod Svetog Stefana, kod kafića “Orion”.
Dan je 21. januar 1989. godine. Sa nekim je u društvu. Prilaze kolima. Viknem mu: “Ladni, Ladni”… tako su ga zvali. U tom trenutku on je potrčao prema prednjem delu kola. Opalio sam iz puške i tada najverovatnije ranio nedužnog mladića, Šofranca, koji je bio sa Grdinićem. Prišao sam još korak, dva i krenuo ponovo da opalim, ali mi se puška zaglavila. Vratio sam se nekoliko koraka nazad, spuštio pušku na zemlju kako bih iščupao čauru.
Grdinić se hitro digao i potrčao na mene. Brzo sam uhvatio pušku u širem prostoru, dok ju je on ščepao u užem. Vukli smo se za nju. Kada smo bili licem u lice, viknuo je – pizdo, gotov si. Nisam žalio svoj život. Video sam čistu smrt pred očima, ipak je to bio mladić u snazi od dvadesetpet godina – uzbuđeno govori Nikola i nastavlja – on je napravio pet-šest dosta jakih trzaja. Kroz glavu mi je prolazilo hiljade misli, hiljade slika.
Iznenada sam napravio nagli i jak trzaj nazad-napred i puškom ga udario u grudi. Pao je na kolena. Napravio sam još jedan trzaj, otrgnuo pušku i udario ga njom. Jedna ruka mu je bila na asfaltu, drugom se držao za moje pantalone. Potrčao sam pet-šest koraka nazad. Osećao sam se sigurnije. On se, zatim, podigao i krenuo prema meni. Tada sam opalio. Tada sam ga ubio”, završava priču Kaluđerović, koji je osuđen i za smrt drugog momka, kojeg je to veče ranio, a koji je umro u bolnici mesec kasnije.
Nikola se zamislio, kaže: “Žalije mi je što ubih tog Šofranca, nevinog, no išta na svet.”
Da se nije osvetio ubio bi sebe, kaže Kaluđerović.
– Sretnijeg čoveka u Crnu Goru nije bilo od mene one noći kada sam osvetio sina, ovo ti iskreno govorim. Lakše ćeš proć’ bilo gde nego na Cetinje da ostaneš dužan krv nekome. Ovde se to vazda računalo kao dug – jasan je Nikola.
Na pitanje da li bi počinio ubistvo da je, osim Željka, imao još sinova ili bi odustao iz straha za njihov život, Nikola spremno odgovara:
– Naravno da bih ubio, jer nema krvne osvete na krvnu osvetu. Ako je moj sin ubijen i ja ubijem ubicu, tu je kraj… Jedan život za drugi život. Ali nekad situacija nije čista i strah i dalje postoji, pričao je Kaluđerović u jednom od svojih poslednjih intervjua.
U nedelju, 11. oktobra, preminuo je pevač Bora Drljača nakon duge i teške borbe sa opakom bolešću u 80. godini života.
Na Novom bežanijskom groblju od legendarnog “starog vuka” danas se oprostila porodica, kolege i prijatelji.
Foto: Srbija Danas
Nema sumnje da je Bora bio i te kako voljen, a ono što ga je posebno izdvajalo jeste da o svojim problemima skoro da i nije pričao.
Ono što mnogi nisu znali jeste da se sa bolešću raka debelog creva borio dugi niz godina. Prethodnih meseci je više puta bio lečen i operisan, najpre zbog pomenutog karcinoma, a potom i zbog tromba u blizini srca.
Pevač nikada nije želeo da priča o svojoj bolesti, bio je preponosan i tako je do kraja ostalo.
Drama i teskoba pevačice i bivše učesnice “Zadruge” Nadežde Biljić traje već nedeljama zbog ponašanja emotivnog partnera Tomislava Panića, koji je i otac njenog sina Longa.
Bivša zadrugarka javnosti se obraća najčešće putem društvene mreže Instagram, ali se ne libi i da da komentar medijima, pa je tako u svom poslednjem oglašavanju osula drvlje i kamenje po nesuđenoj svekrvi, Tominoj mami
Pored nervnog rastrojstva i preteškog tereta samohrane majke i izneverene i prevarene žene, Nadežda ima veliko srce.
Biljićeva je potražila pomoć za bolesno dete koje je u kritičnom stanju.
Pevačica je putem Insta storija pozvala da svi koji mogu pomognu dečaku koji boluje od leukemije.
