View allAll Photos Tagged 41ft
Best viewed Original size.
Swedish State Railways 41ft 11in (26ft 3in wheelbase) dual-braked ferry van SJ51094 at Hull - 23/03/1963.
If anyone can provide build details & dates, diagram &/or lot numbers for this vehicle it would be appreciated.
Please do not share or post elsewhere without permission of the copyright holder(s).
© 2018 - 53A Models of Hull Collection. Scanned by me from the original 120 format monochrome negative.
- - - - - -
See more photos of this, and the Wikipedia article.
Details, quoting from Smithsonian National Air and Space Museum | Vought F4U-1D Corsair:
By V-J Day, September 2, 1945, Corsair pilots had amassed an 11:1 kill ratio against enemy aircraft. The aircraft's distinctive inverted gull-wing design allowed ground clearance for the huge, three-bladed Hamilton Standard Hydromatic propeller, which spanned more than 4 meters (13 feet). The Pratt and Whitney R-2800 radial engine and Hydromatic propeller was the largest and one of the most powerful engine-propeller combinations ever flown on a fighter aircraft.
Charles Lindbergh flew bombing missions in a Corsair with Marine Air Group 31 against Japanese strongholds in the Pacific in 1944. This airplane is painted in the colors and markings of the Corsair Sun Setter, a Marine close-support fighter assigned to the USS Essex in July 1944.
Transferred from the United States Navy.
Manufacturer:
Date:
1940
Country of Origin:
United States of America
Dimensions:
Overall: 460 x 1020cm, 4037kg, 1250cm (15ft 1 1/8in. x 33ft 5 9/16in., 8900lb., 41ft 1/8in.)
Materials:
All metal with fabric-covered wings behind the main spar.
Physical Description:
R-2800 radial air-cooled engine with 1,850 horsepower, turned a three-blade Hamilton Standard Hydromatic propeller with solid aluminum blades spanning 13 feet 1 inch; wing bent gull-shaped on both sides of the fuselage.
Long Description:
On February 1, 1938, the United States Navy Bureau of Aeronautics requested proposals from American aircraft manufacturers for a new carrier-based fighter airplane. During April, the Vought Aircraft Corporation responded with two designs and one of them, powered by a Pratt & Whitney R-2800 engine, won the competition in June. Less than a year later, Vought test pilot Lyman A. Bullard, Jr., first flew the Vought XF4U-1 prototype on May 29, 1940. At that time, the largest engine driving the biggest propeller ever flown on a fighter aircraft propelled Bullard on this test flight. The R-2800 radial air-cooled engine developed 1,850 horsepower and it turned a three-blade Hamilton Standard Hydromatic propeller with solid aluminum blades spanning 13 feet 1 inch.
The airplane Bullard flew also had another striking feature, a wing bent gull-shaped on both sides of the fuselage. This arrangement gave additional ground clearance for the propeller and reduced drag at the wing-to-fuselage joint. Ironically for a 644-kph (400 mph) airplane, Vought covered the wing with fabric behind the main spar, a practice the company also followed on the OS2U Kingfisher (see NASM collection).
When naval air strategists had crafted the requirements for the new fighter, the need for speed had overridden all other performance goals. With this in mind, the Bureau of Aeronautics selected the most powerful air-cooled engine available, the R-2800. Vought assembled a team, lead by chief designer Rex Biesel, to design the best airframe around this powerful engine. The group included project engineer Frank Albright, aerodynamics engineer Paul Baker, and propulsion engineer James Shoemaker. Biesel and his team succeeded in building a very fast fighter but when they redesigned the prototype for production, they were forced to make an unfortunate compromise.
The Navy requested heavier armament for production Corsairs and Biesel redesigned each outboard folding wing panel to carry three .50 caliber machine guns. These guns displaced fuel tanks installed in each wing leading edge. To replace this lost capacity, an 897-liter (237 gal) fuselage tank was installed between the cockpit and the engine. To maintain the speedy and narrow fuselage profile, Biesel could not stack the cockpit on top of the tank, so he moved it nearly three feet aft. Now the wing completely blocked the pilot's line of sight during the most critical stages of landing. The early Corsair also had a vicious stall, powerful torque and propeller effects at slow speed, a short tail wheel strut, main gear struts that often bounced the airplane at touchdown, and cowl flap actuators that leaked oil onto the windshield. These difficulties, combined with the lack of cockpit visibility, made the airplane nearly impossible to land on the tiny deck of an aircraft carrier. Navy pilots soon nicknamed the F4U the 'ensign eliminator' for its tendency to kill these inexperienced aviators. The Navy refused to clear the F4U for carrier operations until late in 1944, more than seven years after the project started.
This flaw did not deter the Navy from accepting Corsairs because Navy and Marine pilots sorely needed an improved fighter to replace the Grumman F4F Wildcat (see NASM collection). By New Year's Eve, 1942, the service owned 178 F4U-1 airplanes. Early in 1943, the Navy decided to divert all Corsairs to land-based United States Marine Corps squadrons and fill Navy carrier-based units with the Grumman F6F Hellcat (see NASM collection). At its best speed of 612 kph (380 mph) at 6,992 m (23,000 ft), the Hellcat was about 24 kph (15 mph) slower than the Corsair but it was a joy to fly aboard the carrier. The F6F filled in splendidly until improvements to the F4U qualified it for carrier operations. Meanwhile, the Marines on Guadalcanal took their Corsairs into combat and engaged the enemy for the first time on February 14, 1943, six months before Hellcat pilots on that battle-scared island first encountered enemy aircraft.
The F4U had an immediate impact on the Pacific air war. Pilots could use the Corsair's speed and firepower to engage the more maneuverable Japanese airplanes only when the advantage favored the Americans. Unprotected by armor or self-sealing fuel tanks, no Japanese fighter or bomber could withstand for more than a few seconds the concentrated volley from the six .50 caliber machine guns carried by a Corsair. Major Gregory "Pappy" Boyington assumed command of Marine Corsair squadron VMF-214, nicknamed the 'Black Sheep' squadron, on September 7, 1943. During less than 5 months of action, Boyington received credit for downing 28 enemy aircraft. Enemy aircraft shot him down on January 3, 1944, but he survived the war in a Japanese prison camp.
In May and June 1944, Charles A. Lindbergh flew Corsair missions with Marine pilots at Green Island and Emirau. On September 3, 1944, Lindbergh demonstrated the F4U's bomb hauling capacity by flying a Corsair from Marine Air Group 31 carrying three bombs each weighing 450 kg (1,000 lb). He dropped this load on enemy positions at Wotje Atoll. On the September 8, Lindbergh dropped the first 900-kg (2,000 lb) bomb during an attack on the atoll. For the finale five days later, the Atlantic flyer delivered a 900-kg (2,000 lb) bomb and two 450-kg (1,000 lb) bombs. Lindbergh went ahead and flew these missions after the commander of MAG-31 informed him that if he was forced down and captured, the Japanese would almost certainly execute him.
As of V-J Day, September 2, 1945, the Navy credited Corsair pilots with destroying 2,140 enemy aircraft in aerial combat. The Navy and Marines lost 189 F4Us in combat and 1,435 Corsairs in non-combat accidents. Beginning on February 13, 1942, Marine and Navy pilots flew 64,051 operational sorties, 54,470 from runways and 9,581 from carrier decks. During the war, the British Royal Navy accepted 2,012 Corsairs and the Royal New Zealand Air Force accepted 364. The demand was so great that the Goodyear Aircraft Corporation and the Brewster Aeronautical Corporation also produced the F4U.
Corsairs returned to Navy carrier decks and Marine airfields during the Korean War. On September 10, 1952, Captain Jesse Folmar of Marine Fighter Squadron VMF-312 destroyed a MiG-15 in aerial combat over the west coast of Korea. However, F4U pilots did not have many air-to-air encounters over Korea. Their primary mission was to support Allied ground units along the battlefront.
After the World War II, civilian pilots adapted the speedy bent-wing bird from Vought to fly in competitive air races. They preferred modified versions of the F2G-1 and -2 originally built by Goodyear. Corsairs won the prestigious Thompson Trophy twice. In 1952, Vought manufactured 94 F4U-7s for the French Navy, and these aircraft saw action over Indochina but this order marked the end of Corsair production. In production longer than any other U.S. fighter to see service in World War II, Vought, Goodyear, and Brewster built a total of 12,582 F4Us.
The United States Navy donated an F4U-1D to the National Air and Space Museum in September 1960. Vought delivered this Corsair, Bureau of Aeronautics serial number 50375, to the Navy on April 26, 1944. By October, pilots of VF-10 were flying it but in November, the airplane was transferred to VF-89 at Naval Air Station Atlantic City. It remained there as the squadron moved to NAS Oceana and NAS Norfolk. During February 1945, the Navy withdrew the airplane from active service and transferred it to a pool of surplus aircraft stored at Quantico, Virginia. In 1980, NASM craftsmen restored the F4U-1D in the colors and markings of a Corsair named "Sun Setter," a fighter assigned to Marine Fighter Squadron VMF-114 when that unit served aboard the "USS Essex" in July 1944.
• • •
Quoting from Wikipedia | Vought F4U Corsair:
The Chance Vought F4U Corsair was a carrier-capable fighter aircraft that saw service primarily in World War II and the Korean War. Demand for the aircraft soon overwhelmed Vought's manufacturing capability, resulting in production by Goodyear and Brewster: Goodyear-built Corsairs were designated FG and Brewster-built aircraft F3A. From the first prototype delivery to the U.S. Navy in 1940, to final delivery in 1953 to the French, 12,571 F4U Corsairs were manufactured by Vought, in 16 separate models, in the longest production run of any piston-engined fighter in U.S. history (1942–1953).
The Corsair served in the U.S. Navy, U.S. Marines, Fleet Air Arm and the Royal New Zealand Air Force, as well as the French Navy Aeronavale and other, smaller, air forces until the 1960s. It quickly became the most capable carrier-based fighter-bomber of World War II. Some Japanese pilots regarded it as the most formidable American fighter of World War II, and the U.S. Navy counted an 11:1 kill ratio with the F4U Corsair.
F4U-1D (Corsair Mk IV): Built in parallel with the F4U-1C, but was introduced in April 1944. It had the new -8W water-injection engine. This change gave the aircraft up to 250 hp (190 kW) more power, which, in turn, increased performance. Speed, for example, was boosted from 417 miles per hour (671 km/h) to 425 miles per hour (684 km/h). Because of the U.S. Navy's need for fighter-bombers, it had a payload of rockets double the -1A's, as well as twin-rack plumbing for an additional belly drop tank. Such modifications necessitated the need for rocket tabs (attached to fully metal-plated underwing surfaces) and bomb pylons to be bolted on the fighter, however, causing extra drag. Additionally, the role of fighter-bombing was a new task for the Corsair and the wing fuel cells proved too vulnerable and were removed.[] The extra fuel carried by the two drop tanks would still allow the aircraft to fly relatively long missions despite the heavy, un-aerodynamic load. The regular armament of six machine guns were implemented as well. The canopies of most -1Ds had their struts removed along with their metal caps, which were used — at one point — as a measure to prevent the canopies' glass from cracking as they moved along the fuselage spines of the fighters.[] Also, the clear-view style "Malcolm Hood" canopy used initially on Supermarine Spitfire and P-51C Mustang aircraft was adopted as standard equipment for the -1D model, and all later F4U production aircraft. Additional production was carried out by Goodyear (FG-1D) and Brewster (F3A-1D). In Fleet Air Arm service, the latter was known as the Corsair III, and both had their wingtips clipped by 8" per wing to allow storage in the lower hangars of British carriers.
VQ-BTD leaving Norwich Int. Airport (NWI) for Moscow Vnukovo Int. Airport (VKO), Russia.
Flight number DP1068, flight time 3:34.
Model: 737-8MA
Manufacturer: Boeing
Year built: 2014
First flight: 16th. November 2014
Construction number: 43664
Registration: VQ-BTD
Owner: Pobeda Airlines, Moscow, Russia
Delivery date: 21st. November 2014
Cockpit crew: 2
Number of seats: 189
Length: 129ft. 7in. (39.5 m)
Height: 41ft. 3in. (12.57 m)
Wing span: 12ft. 7in. (34.32 m)
Wing area: 1341 sq. ft. (124.6 m2)
Empty weight: 91,300lb. (41,413 kg)
MTOW: 172,500lb. (78,245 kg)
MLW: 144,000lb. 65,317 kg)
Fuel capacity: 5,724 gal. (26,020 litres)
Engines: 2 x CFM International CFM56-7B26E turbofan
Engine thrust: 27,300 lb. (121.4 kN)
Speed: 511 knots (588 mph - 946 km/h)
Service ceiling: 41,000ft. (12,497 m)
Range: 4,000 nm (4,603 miles - 7,408 km)
Take off distance: 7,598ft. (2,316 m)
Landing distance: 4,501ft. (1,372 m)
Registration history:
RA-73294, Pobeda, reregistered 2nd. June 2022
VQ-BTD, Pobeda, delivered 13th. December 2014
VQ-BTD, Aeroflot - Russian Airlines, delivered November 2014
VQ-BTD, Dobrolet, not taken up
Test registration, unknown
On 8th January 2023, RA-73294 veered off the runway whilst accelerating for departure from Perm Int. Airport (PEE), Russia.
On 17th. February 2018, VQ-BTD performing flight DP-873 from Pulkovo Airport (LED), St. Petersburg, Russia to Cologne Bonn Airport (CGN), Germany, was on final approach to Cologne's runway 14L descending through about 800 feet, when the crew received indication that hydraulic system A had lost pressure. The crew continued for a safe landing.
The aircraft was unable to perform the return flight due to a ruptured cylinder, spending 37 hours on the ground at Cologne.
a world where the amount of your healing energy matches your body #41FT #Giantess #GiantMeshAvatar #Giant #BBW
Taken@ The Dreamer's Island maps.secondlife.com/secondlife/The%20Dreamer/238/56/20
Quoting Smithsonian National Air and Space Museum | Curtiss P-40E Warhawk (Kittyhawk IA):
Whether known as the Warhawk, Tomahawk, or Kittyhawk, the Curtiss P-40 proved to be a successful, versatile fighter during the first half of World War II. The shark-mouthed Tomahawks that Gen. Claire Chennault's "Flying Tigers" flew in China against the Japanese remain among the most popular airplanes of the war. P-40E pilot Lt. Boyd D. Wagner became the first American ace of World War II when he shot down six Japanese aircraft in the Philippines in mid-December 1941.
Curtiss-Wright built this airplane as Model 87-A3 and delivered it to Canada as a Kittyhawk I in 1941. It served until 1946 in No. 111 Squadron, Royal Canadian Air Force. U.S. Air Force personnel at Andrews Air Force Base restored it in 1975 to represent an aircraft of the 75th Fighter Squadron, 23rd Fighter Group, 14th Air Force.
Donated by the Exchange Club in Memory of Kellis Forbes.
Manufacturer:
Date:
1939
Country of Origin:
United States of America
Dimensions:
Overall: 330 x 970cm, 2686kg, 1140cm (10ft 9 15/16in. x 31ft 9 7/8in., 5921.6lb., 37ft 4 13/16in.)
Materials:
All-metal, semi-monocoque
Physical Description:
Single engine, single seat, fighter aircraft.
• • • • •
Quoting Smithsonian National Air and Space Museum | Lockheed SR-71 Blackbird:
No reconnaissance aircraft in history has operated globally in more hostile airspace or with such complete impunity than the SR-71, the world's fastest jet-propelled aircraft. The Blackbird's performance and operational achievements placed it at the pinnacle of aviation technology developments during the Cold War.
This Blackbird accrued about 2,800 hours of flight time during 24 years of active service with the U.S. Air Force. On its last flight, March 6, 1990, Lt. Col. Ed Yielding and Lt. Col. Joseph Vida set a speed record by flying from Los Angeles to Washington, D.C., in 1 hour, 4 minutes, and 20 seconds, averaging 3,418 kilometers (2,124 miles) per hour. At the flight's conclusion, they landed at Washington-Dulles International Airport and turned the airplane over to the Smithsonian.
Transferred from the United States Air Force.
Manufacturer:
Designer:
Date:
1964
Country of Origin:
United States of America
Dimensions:
Overall: 18ft 5 15/16in. x 55ft 7in. x 107ft 5in., 169998.5lb. (5.638m x 16.942m x 32.741m, 77110.8kg)
Other: 18ft 5 15/16in. x 107ft 5in. x 55ft 7in. (5.638m x 32.741m x 16.942m)
Materials:
Titanium
Physical Description:
Twin-engine, two-seat, supersonic strategic reconnaissance aircraft; airframe constructed largley of titanium and its alloys; vertical tail fins are constructed of a composite (laminated plastic-type material) to reduce radar cross-section; Pratt and Whitney J58 (JT11D-20B) turbojet engines feature large inlet shock cones.
• • • • •
Quoting Smithsonian National Air and Space Museum | Vought F4U-1D Corsair :
By V-J Day, September 2, 1945, Corsair pilots had amassed an 11:1 kill ratio against enemy aircraft. The aircraft's distinctive inverted gull-wing design allowed ground clearance for the huge, three-bladed Hamilton Standard Hydromatic propeller, which spanned more than 4 meters (13 feet). The Pratt and Whitney R-2800 radial engine and Hydromatic propeller was the largest and one of the most powerful engine-propeller combinations ever flown on a fighter aircraft.
Charles Lindbergh flew bombing missions in a Corsair with Marine Air Group 31 against Japanese strongholds in the Pacific in 1944. This airplane is painted in the colors and markings of the Corsair Sun Setter, a Marine close-support fighter assigned to the USS Essex in July 1944.
Transferred from the United States Navy.
Manufacturer:
Date:
1940
Country of Origin:
United States of America
Dimensions:
Overall: 460 x 1020cm, 4037kg, 1250cm (15ft 1 1/8in. x 33ft 5 9/16in., 8900lb., 41ft 1/8in.)
Materials:
All metal with fabric-covered wings behind the main spar.
Physical Description:
R-2800 radial air-cooled engine with 1,850 horsepower, turned a three-blade Hamilton Standard Hydromatic propeller with solid aluminum blades spanning 13 feet 1 inch; wing bent gull-shaped on both sides of the fuselage.
38FT Nefertiti w/ Average sized avatar on shoulder,
I am 41FT here. #Giantess #Giant #Rins #GiantMeshAvatar
Quoting Smithsonian National Air and Space Museum | Lockheed SR-71 Blackbird:
No reconnaissance aircraft in history has operated globally in more hostile airspace or with such complete impunity than the SR-71, the world's fastest jet-propelled aircraft. The Blackbird's performance and operational achievements placed it at the pinnacle of aviation technology developments during the Cold War.
This Blackbird accrued about 2,800 hours of flight time during 24 years of active service with the U.S. Air Force. On its last flight, March 6, 1990, Lt. Col. Ed Yielding and Lt. Col. Joseph Vida set a speed record by flying from Los Angeles to Washington, D.C., in 1 hour, 4 minutes, and 20 seconds, averaging 3,418 kilometers (2,124 miles) per hour. At the flight's conclusion, they landed at Washington-Dulles International Airport and turned the airplane over to the Smithsonian.
Transferred from the United States Air Force.
Manufacturer:
Designer:
Date:
1964
Country of Origin:
United States of America
Dimensions:
Overall: 18ft 5 15/16in. x 55ft 7in. x 107ft 5in., 169998.5lb. (5.638m x 16.942m x 32.741m, 77110.8kg)
Other: 18ft 5 15/16in. x 107ft 5in. x 55ft 7in. (5.638m x 32.741m x 16.942m)
Materials:
Titanium
Physical Description:
Twin-engine, two-seat, supersonic strategic reconnaissance aircraft; airframe constructed largley of titanium and its alloys; vertical tail fins are constructed of a composite (laminated plastic-type material) to reduce radar cross-section; Pratt and Whitney J58 (JT11D-20B) turbojet engines feature large inlet shock cones.
• • • • •
Quoting Smithsonian National Air and Space Museum | Boeing P-26A Peashooter :
The Boeing P-26A of the mid-to-late 1930s introduced the concept of the high-performance, all-metal monoplane fighter design, which would become standard during World War II. A radical departure from wood-and-fabric biplanes, the Peashooter nonetheless retained an open cockpit, fixed landing gear, and external wing bracing.
Most P-26As stationed overseas were eventually sold to the Philippines or assigned to the Panama Canal Department Air Force, a branch of the U.S. Army Air Corps. Several went to China and one to Spain. This one was based at Selfridge Field in Michigan and Fairfield Air Depot in Ohio between its acceptance by the U.S. Army Air Corps in 1934 and its transfer to the Canal Zone in 1938. It was given to Guatemala in 1942 and flew in the Guatemalan air force until 1954. Guatemala donated it to the Smithsonian in 1957.
Gift of the Guatemalan Air Force, Republic of Guatemala
Manufacturer:
Date:
1934
Country of Origin:
United States of America
Dimensions:
Wingspan: 8.5 m (27 ft 11 in)
Length:7.3 m (23 ft 11 in)
Height:3.1 m (10 ft 2 in)
Weight, empty:996 kg (2,196 lb)
Weight, gross:1,334 kg (2,935 lb)
Top speed:377 km/h (234 mph)
Engine:Pratt & Whitney R-1340-27, 600 hp
Armament:two .30 cal. M2 Browning aircraft machine guns
• • • • •
Quoting Smithsonian National Air and Space Museum | Vought F4U-1D Corsair :
By V-J Day, September 2, 1945, Corsair pilots had amassed an 11:1 kill ratio against enemy aircraft. The aircraft's distinctive inverted gull-wing design allowed ground clearance for the huge, three-bladed Hamilton Standard Hydromatic propeller, which spanned more than 4 meters (13 feet). The Pratt and Whitney R-2800 radial engine and Hydromatic propeller was the largest and one of the most powerful engine-propeller combinations ever flown on a fighter aircraft.
Charles Lindbergh flew bombing missions in a Corsair with Marine Air Group 31 against Japanese strongholds in the Pacific in 1944. This airplane is painted in the colors and markings of the Corsair Sun Setter, a Marine close-support fighter assigned to the USS Essex in July 1944.
Transferred from the United States Navy.
Manufacturer:
Date:
1940
Country of Origin:
United States of America
Dimensions:
Overall: 460 x 1020cm, 4037kg, 1250cm (15ft 1 1/8in. x 33ft 5 9/16in., 8900lb., 41ft 1/8in.)
Materials:
All metal with fabric-covered wings behind the main spar.
Physical Description:
R-2800 radial air-cooled engine with 1,850 horsepower, turned a three-blade Hamilton Standard Hydromatic propeller with solid aluminum blades spanning 13 feet 1 inch; wing bent gull-shaped on both sides of the fuselage.
I had a blast chillin with the BIG girls at the Fantasy Faire, It was great to bump into Ceri Quixote ( Giant Creator)
#GIANTESS #GIANTMeshAvatar #GiantAvy #38FT #41ft #50ft
1/ " CHALLENGE OF WALES " , TALL SHIP : 72ft.LONG.
2/ " PHOENIX " 2 MASTED BRIG , TALL SHIP : 112ft. LONG.
3/ " ZENITH " , CRUISE SHIP : 682.41ft. LONG.
4/ " THE LIVER BIRDS (2) : 18ft.TALL WITH A 24ft. WINGSPAN. !!!
RNLB Lucy Lavers (ON 832) is a Liverpool class single engine lifeboat which was also equipped with a sail, as was favoured by the RNLI for all single engine Liverpool class lifeboat. To stabiliser the lifeboat when under sail she was also fitted with a drop keel. The installed engine was a 35 hp Weyburn petrol engine. She was built for the RNLI by Groves and Gutteridge at Cowes, Isle of Wight, being laid down in 1939 and finished in 1940. The lifeboat is 35 ft. 6in. long and has a beam of 10 ft. 3in. and a draft of only 2 ft. 3.5in. She has a displacement of 6 tons. With a light double diagonal mahogany hull and shallow draft, Lucy Lavers was designed for carriage launching and was well-suited for working in shallow waters, close to beaches.
Lucy Lavers arrived in Aldeburgh in 1940 and was almost immediately commandeered, along with Aldeburgh's 41ft. Watson class No.1 lifeboat RNLB Abdy Beauclerk (ON 751) by the Royal Navy. Both boats were summoned to Ramsgate and arrived at the port on 31st. May. Along with 18 other RNLI lifeboats and 700 private vessels, Lucy Lavers was needed for Operation Dynamo, the evacuation of the British Expeditionary Force and the French Army from Dunkirk.
Records show that she was towed to Dunkirk on 2nd. June by the Golden Sunbeam, Lucy Lavers was the only single- screw Liverpool type lifeboat to take part in the evacuation. More details survive about the experiences of other lifeboats at Dunkirk, and these go some way to explaining what would have happened to Lucy Lavers. Most of the lifeboats were requisitioned by the Royal Navy, with the exception of those which sailed direct from Ramsgate and Margate. There was clearly some appreciation for the qualities of the lifeboats, one Naval Officer remarked “I took the Great Yarmouth and Gorleston lifeboat across to Dunkirk on two nights. Her performance was a revelation and a delight.” Former coxswain of 27 years at Wells-next-the-Sea David Cox remembers Lucy Lavers well, she served as relief boat for east coast stations when she retired from Aldeburgh.
‘I was always told Lucy never went on the beach because, if she had, they’d have had trouble trying to get her off, consequently, she went alongside the big mole (breakwater) with all these troops on. She’d take them off the mole and out to the destroyers. She did a good job.’
Returning to Aldeburgh the station records show that during the rest of the Second World War, Lucy Lavers along with Abdy Beauclerk were called out on many occasions. Most of these 'shouts' were in response to reports of aircraft crashed into the sea. Both Lifeboats spent long hours searching exhaustively for survivors but on most occasions all they found was wreckage or patches of oil. The lifeboats at Aldeburgh were responsible for saving a total of 107 lives during the war period.
The Lucy Lavers served at Aldeburgh for 19 years, during which she and her crew undertook 30 operations which saved 7 lives. During her service in the RNLI’s reserve fleet at Wells-next-the-Sea, Sheringham, and Rhyl, she undertook a further 52 missions, saving 37 lives.
In 1968 she was finally sold by the RNLI and began a career as a pilot boat in the port of Saint Helier, Jersey. She was also renamed L’esperance and eventually became a private fishing boat. In 1986 the lifeboat was given a new role when she was bought by The Dive and Ski club of St. Helier. During this period she spend most of her time around the island of Sark. In 1997 she was finally retired and her engine canopy and some of her remaining fixtures and fittings were stripped out and used in the restoration of Howard D (ON 797), an ex-Saint Helier lifeboat.
As of 2000, Lucy Lavers whereabouts were unknown but following some keen detective work by two lifeboat enthusiasts David Hewitt and Graeme Peart from Norfolk, who had been looking for the Lucy Lavers for some time, she was found in 2006 at Husband's Yard, Marchwood, near Southampton.
Apon visiting the boatyard David and Graeme found Husband’s Yard was no longer in existence, it seemed likely that Lucy Lavers had been scrapped, or burned on site, when the yard closed. A couple of years later David noticed in the Lifeboat Enthusiasts' Society handbook that this may not have been the end of her story after all. The Dunkirk Little Ships Association had managed to grab hold of her right at the last minute before she was burned!' he says. 'They said she’d been allocated to a boat-building college down on the south coast somewhere. Another year went by and we got an email asking if we’d like to have her. So we bought her for £1.
Lucy Lavers was taken to Rescue Wooden Boats at Stiffkey, Norfolk in 2013. Having been stripped back to little more than a bare hull, the majority of her original mahogany hull remains. Lovingly and expertly restored over the next 2 to 3 years, Lucy Lavers now resides in Wells-next-the-Sea, Norfolk looking better than ever. She is listed on the National Register of Historic Vessels by National Historic Ships, her certificate number is 2206.
In early May 2015 Lucy Lavers left Wells-next-the-Sea, Norfolk, calling at Lowestoft, Southwold, Aldeburgh, Levington, Harwich and finally Ramsgate. Here she joined the flotilla of other 'Dunkirk Little Ships, and crossed the Channel to Dunkirk in convoy with them to mark the 75th. anniversary of Operation Dynamo.
Class: Liverpool class
Type: Motor lifeboat
Official Number: ON 832
Length: 35 ft. 6 in. (10.82 m) overall
Beam: 10 ft. 3 in. (3.12 m)
Draught: 2 ft. 3.5 in. (0.699 m)
Depth: 4 ft. 4 in. (1.32 m)
Tonnage: Displacement of 6 tons 10cwt
Installed power: 35hp Weyburn petrol engine
Speed:7.42 knots (8.5 mph - 13.74 km/h)
Notes: Fitted with mast and carried two oars
Laid down: 1939
Acquired: 1940
Builder: Groves & Gutteridge, Cowes, Isle of Wight
In service: 1940 to 1968
Station : Aldeburgh No. 2
Stations - relief: Wells-next-the-Sea, Sheringham and Rhyl
Other name: L'Esperance, pilot boat in the Channel Island port of St. Helier, Jersey.
See more photos of this, and the Wikipedia article.
Details, quoting from Smithsonian National Air and Space Museum | Vought F4U-1D Corsair:
By V-J Day, September 2, 1945, Corsair pilots had amassed an 11:1 kill ratio against enemy aircraft. The aircraft's distinctive inverted gull-wing design allowed ground clearance for the huge, three-bladed Hamilton Standard Hydromatic propeller, which spanned more than 4 meters (13 feet). The Pratt and Whitney R-2800 radial engine and Hydromatic propeller was the largest and one of the most powerful engine-propeller combinations ever flown on a fighter aircraft.
Charles Lindbergh flew bombing missions in a Corsair with Marine Air Group 31 against Japanese strongholds in the Pacific in 1944. This airplane is painted in the colors and markings of the Corsair Sun Setter, a Marine close-support fighter assigned to the USS Essex in July 1944.
Transferred from the United States Navy.
Manufacturer:
Date:
1940
Country of Origin:
United States of America
Dimensions:
Overall: 460 x 1020cm, 4037kg, 1250cm (15ft 1 1/8in. x 33ft 5 9/16in., 8900lb., 41ft 1/8in.)
Materials:
All metal with fabric-covered wings behind the main spar.
Physical Description:
R-2800 radial air-cooled engine with 1,850 horsepower, turned a three-blade Hamilton Standard Hydromatic propeller with solid aluminum blades spanning 13 feet 1 inch; wing bent gull-shaped on both sides of the fuselage.
Long Description:
On February 1, 1938, the United States Navy Bureau of Aeronautics requested proposals from American aircraft manufacturers for a new carrier-based fighter airplane. During April, the Vought Aircraft Corporation responded with two designs and one of them, powered by a Pratt & Whitney R-2800 engine, won the competition in June. Less than a year later, Vought test pilot Lyman A. Bullard, Jr., first flew the Vought XF4U-1 prototype on May 29, 1940. At that time, the largest engine driving the biggest propeller ever flown on a fighter aircraft propelled Bullard on this test flight. The R-2800 radial air-cooled engine developed 1,850 horsepower and it turned a three-blade Hamilton Standard Hydromatic propeller with solid aluminum blades spanning 13 feet 1 inch.
The airplane Bullard flew also had another striking feature, a wing bent gull-shaped on both sides of the fuselage. This arrangement gave additional ground clearance for the propeller and reduced drag at the wing-to-fuselage joint. Ironically for a 644-kph (400 mph) airplane, Vought covered the wing with fabric behind the main spar, a practice the company also followed on the OS2U Kingfisher (see NASM collection).
When naval air strategists had crafted the requirements for the new fighter, the need for speed had overridden all other performance goals. With this in mind, the Bureau of Aeronautics selected the most powerful air-cooled engine available, the R-2800. Vought assembled a team, lead by chief designer Rex Biesel, to design the best airframe around this powerful engine. The group included project engineer Frank Albright, aerodynamics engineer Paul Baker, and propulsion engineer James Shoemaker. Biesel and his team succeeded in building a very fast fighter but when they redesigned the prototype for production, they were forced to make an unfortunate compromise.
The Navy requested heavier armament for production Corsairs and Biesel redesigned each outboard folding wing panel to carry three .50 caliber machine guns. These guns displaced fuel tanks installed in each wing leading edge. To replace this lost capacity, an 897-liter (237 gal) fuselage tank was installed between the cockpit and the engine. To maintain the speedy and narrow fuselage profile, Biesel could not stack the cockpit on top of the tank, so he moved it nearly three feet aft. Now the wing completely blocked the pilot's line of sight during the most critical stages of landing. The early Corsair also had a vicious stall, powerful torque and propeller effects at slow speed, a short tail wheel strut, main gear struts that often bounced the airplane at touchdown, and cowl flap actuators that leaked oil onto the windshield. These difficulties, combined with the lack of cockpit visibility, made the airplane nearly impossible to land on the tiny deck of an aircraft carrier. Navy pilots soon nicknamed the F4U the 'ensign eliminator' for its tendency to kill these inexperienced aviators. The Navy refused to clear the F4U for carrier operations until late in 1944, more than seven years after the project started.
This flaw did not deter the Navy from accepting Corsairs because Navy and Marine pilots sorely needed an improved fighter to replace the Grumman F4F Wildcat (see NASM collection). By New Year's Eve, 1942, the service owned 178 F4U-1 airplanes. Early in 1943, the Navy decided to divert all Corsairs to land-based United States Marine Corps squadrons and fill Navy carrier-based units with the Grumman F6F Hellcat (see NASM collection). At its best speed of 612 kph (380 mph) at 6,992 m (23,000 ft), the Hellcat was about 24 kph (15 mph) slower than the Corsair but it was a joy to fly aboard the carrier. The F6F filled in splendidly until improvements to the F4U qualified it for carrier operations. Meanwhile, the Marines on Guadalcanal took their Corsairs into combat and engaged the enemy for the first time on February 14, 1943, six months before Hellcat pilots on that battle-scared island first encountered enemy aircraft.
The F4U had an immediate impact on the Pacific air war. Pilots could use the Corsair's speed and firepower to engage the more maneuverable Japanese airplanes only when the advantage favored the Americans. Unprotected by armor or self-sealing fuel tanks, no Japanese fighter or bomber could withstand for more than a few seconds the concentrated volley from the six .50 caliber machine guns carried by a Corsair. Major Gregory "Pappy" Boyington assumed command of Marine Corsair squadron VMF-214, nicknamed the 'Black Sheep' squadron, on September 7, 1943. During less than 5 months of action, Boyington received credit for downing 28 enemy aircraft. Enemy aircraft shot him down on January 3, 1944, but he survived the war in a Japanese prison camp.
In May and June 1944, Charles A. Lindbergh flew Corsair missions with Marine pilots at Green Island and Emirau. On September 3, 1944, Lindbergh demonstrated the F4U's bomb hauling capacity by flying a Corsair from Marine Air Group 31 carrying three bombs each weighing 450 kg (1,000 lb). He dropped this load on enemy positions at Wotje Atoll. On the September 8, Lindbergh dropped the first 900-kg (2,000 lb) bomb during an attack on the atoll. For the finale five days later, the Atlantic flyer delivered a 900-kg (2,000 lb) bomb and two 450-kg (1,000 lb) bombs. Lindbergh went ahead and flew these missions after the commander of MAG-31 informed him that if he was forced down and captured, the Japanese would almost certainly execute him.
As of V-J Day, September 2, 1945, the Navy credited Corsair pilots with destroying 2,140 enemy aircraft in aerial combat. The Navy and Marines lost 189 F4Us in combat and 1,435 Corsairs in non-combat accidents. Beginning on February 13, 1942, Marine and Navy pilots flew 64,051 operational sorties, 54,470 from runways and 9,581 from carrier decks. During the war, the British Royal Navy accepted 2,012 Corsairs and the Royal New Zealand Air Force accepted 364. The demand was so great that the Goodyear Aircraft Corporation and the Brewster Aeronautical Corporation also produced the F4U.
Corsairs returned to Navy carrier decks and Marine airfields during the Korean War. On September 10, 1952, Captain Jesse Folmar of Marine Fighter Squadron VMF-312 destroyed a MiG-15 in aerial combat over the west coast of Korea. However, F4U pilots did not have many air-to-air encounters over Korea. Their primary mission was to support Allied ground units along the battlefront.
After the World War II, civilian pilots adapted the speedy bent-wing bird from Vought to fly in competitive air races. They preferred modified versions of the F2G-1 and -2 originally built by Goodyear. Corsairs won the prestigious Thompson Trophy twice. In 1952, Vought manufactured 94 F4U-7s for the French Navy, and these aircraft saw action over Indochina but this order marked the end of Corsair production. In production longer than any other U.S. fighter to see service in World War II, Vought, Goodyear, and Brewster built a total of 12,582 F4Us.
The United States Navy donated an F4U-1D to the National Air and Space Museum in September 1960. Vought delivered this Corsair, Bureau of Aeronautics serial number 50375, to the Navy on April 26, 1944. By October, pilots of VF-10 were flying it but in November, the airplane was transferred to VF-89 at Naval Air Station Atlantic City. It remained there as the squadron moved to NAS Oceana and NAS Norfolk. During February 1945, the Navy withdrew the airplane from active service and transferred it to a pool of surplus aircraft stored at Quantico, Virginia. In 1980, NASM craftsmen restored the F4U-1D in the colors and markings of a Corsair named "Sun Setter," a fighter assigned to Marine Fighter Squadron VMF-114 when that unit served aboard the "USS Essex" in July 1944.
• • •
Quoting from Wikipedia | Vought F4U Corsair:
The Chance Vought F4U Corsair was a carrier-capable fighter aircraft that saw service primarily in World War II and the Korean War. Demand for the aircraft soon overwhelmed Vought's manufacturing capability, resulting in production by Goodyear and Brewster: Goodyear-built Corsairs were designated FG and Brewster-built aircraft F3A. From the first prototype delivery to the U.S. Navy in 1940, to final delivery in 1953 to the French, 12,571 F4U Corsairs were manufactured by Vought, in 16 separate models, in the longest production run of any piston-engined fighter in U.S. history (1942–1953).
The Corsair served in the U.S. Navy, U.S. Marines, Fleet Air Arm and the Royal New Zealand Air Force, as well as the French Navy Aeronavale and other, smaller, air forces until the 1960s. It quickly became the most capable carrier-based fighter-bomber of World War II. Some Japanese pilots regarded it as the most formidable American fighter of World War II, and the U.S. Navy counted an 11:1 kill ratio with the F4U Corsair.
F4U-1D (Corsair Mk IV): Built in parallel with the F4U-1C, but was introduced in April 1944. It had the new -8W water-injection engine. This change gave the aircraft up to 250 hp (190 kW) more power, which, in turn, increased performance. Speed, for example, was boosted from 417 miles per hour (671 km/h) to 425 miles per hour (684 km/h). Because of the U.S. Navy's need for fighter-bombers, it had a payload of rockets double the -1A's, as well as twin-rack plumbing for an additional belly drop tank. Such modifications necessitated the need for rocket tabs (attached to fully metal-plated underwing surfaces) and bomb pylons to be bolted on the fighter, however, causing extra drag. Additionally, the role of fighter-bombing was a new task for the Corsair and the wing fuel cells proved too vulnerable and were removed.[] The extra fuel carried by the two drop tanks would still allow the aircraft to fly relatively long missions despite the heavy, un-aerodynamic load. The regular armament of six machine guns were implemented as well. The canopies of most -1Ds had their struts removed along with their metal caps, which were used — at one point — as a measure to prevent the canopies' glass from cracking as they moved along the fuselage spines of the fighters.[] Also, the clear-view style "Malcolm Hood" canopy used initially on Supermarine Spitfire and P-51C Mustang aircraft was adopted as standard equipment for the -1D model, and all later F4U production aircraft. Additional production was carried out by Goodyear (FG-1D) and Brewster (F3A-1D). In Fleet Air Arm service, the latter was known as the Corsair III, and both had their wingtips clipped by 8" per wing to allow storage in the lower hangars of British carriers.
Photo taken on a hike along the Western bank of Lynn Creek in Lynn Headwater Park on June 12, 2011. Whats left of the trail follows an old Corduroy Road from the logging in the area in the early 1900's.
Info on tree
height 55m; circumference: 12.6m; diameter: 4m; age: >600 years.
height 180ft; circumference: 41ft; diameter: 13ft; age: >600 years.
Quoting Smithsonian National Air and Space Museum | Curtiss P-40E Warhawk (Kittyhawk IA):
Whether known as the Warhawk, Tomahawk, or Kittyhawk, the Curtiss P-40 proved to be a successful, versatile fighter during the first half of World War II. The shark-mouthed Tomahawks that Gen. Claire Chennault's "Flying Tigers" flew in China against the Japanese remain among the most popular airplanes of the war. P-40E pilot Lt. Boyd D. Wagner became the first American ace of World War II when he shot down six Japanese aircraft in the Philippines in mid-December 1941.
Curtiss-Wright built this airplane as Model 87-A3 and delivered it to Canada as a Kittyhawk I in 1941. It served until 1946 in No. 111 Squadron, Royal Canadian Air Force. U.S. Air Force personnel at Andrews Air Force Base restored it in 1975 to represent an aircraft of the 75th Fighter Squadron, 23rd Fighter Group, 14th Air Force.
Donated by the Exchange Club in Memory of Kellis Forbes.
Manufacturer:
Date:
1939
Country of Origin:
United States of America
Dimensions:
Overall: 330 x 970cm, 2686kg, 1140cm (10ft 9 15/16in. x 31ft 9 7/8in., 5921.6lb., 37ft 4 13/16in.)
Materials:
All-metal, semi-monocoque
Physical Description:
Single engine, single seat, fighter aircraft.
• • • • •
See more photos of this, and the Wikipedia article.
Details, quoting from Smithsonian National Air and Space Museum | Lockheed SR-71 Blackbird:
No reconnaissance aircraft in history has operated globally in more hostile airspace or with such complete impunity than the SR-71, the world's fastest jet-propelled aircraft. The Blackbird's performance and operational achievements placed it at the pinnacle of aviation technology developments during the Cold War.
This Blackbird accrued about 2,800 hours of flight time during 24 years of active service with the U.S. Air Force. On its last flight, March 6, 1990, Lt. Col. Ed Yielding and Lt. Col. Joseph Vida set a speed record by flying from Los Angeles to Washington, D.C., in 1 hour, 4 minutes, and 20 seconds, averaging 3,418 kilometers (2,124 miles) per hour. At the flight's conclusion, they landed at Washington-Dulles International Airport and turned the airplane over to the Smithsonian.
Transferred from the United States Air Force.
Manufacturer:
Designer:
Date:
1964
Country of Origin:
United States of America
Dimensions:
Overall: 18ft 5 15/16in. x 55ft 7in. x 107ft 5in., 169998.5lb. (5.638m x 16.942m x 32.741m, 77110.8kg)
Other: 18ft 5 15/16in. x 107ft 5in. x 55ft 7in. (5.638m x 32.741m x 16.942m)
Materials:
Titanium
Physical Description:
Twin-engine, two-seat, supersonic strategic reconnaissance aircraft; airframe constructed largley of titanium and its alloys; vertical tail fins are constructed of a composite (laminated plastic-type material) to reduce radar cross-section; Pratt and Whitney J58 (JT11D-20B) turbojet engines feature large inlet shock cones.
• • • • •
Quoting Smithsonian National Air and Space Museum | Vought F4U-1D Corsair :
By V-J Day, September 2, 1945, Corsair pilots had amassed an 11:1 kill ratio against enemy aircraft. The aircraft's distinctive inverted gull-wing design allowed ground clearance for the huge, three-bladed Hamilton Standard Hydromatic propeller, which spanned more than 4 meters (13 feet). The Pratt and Whitney R-2800 radial engine and Hydromatic propeller was the largest and one of the most powerful engine-propeller combinations ever flown on a fighter aircraft.
Charles Lindbergh flew bombing missions in a Corsair with Marine Air Group 31 against Japanese strongholds in the Pacific in 1944. This airplane is painted in the colors and markings of the Corsair Sun Setter, a Marine close-support fighter assigned to the USS Essex in July 1944.
Transferred from the United States Navy.
Manufacturer:
Date:
1940
Country of Origin:
United States of America
Dimensions:
Overall: 460 x 1020cm, 4037kg, 1250cm (15ft 1 1/8in. x 33ft 5 9/16in., 8900lb., 41ft 1/8in.)
Materials:
All metal with fabric-covered wings behind the main spar.
Physical Description:
R-2800 radial air-cooled engine with 1,850 horsepower, turned a three-blade Hamilton Standard Hydromatic propeller with solid aluminum blades spanning 13 feet 1 inch; wing bent gull-shaped on both sides of the fuselage.
See more photos of this, and the Wikipedia article.
Details, quoting from Smithsonian National Air and Space Museum | Vought F4U-1D Corsair:
By V-J Day, September 2, 1945, Corsair pilots had amassed an 11:1 kill ratio against enemy aircraft. The aircraft's distinctive inverted gull-wing design allowed ground clearance for the huge, three-bladed Hamilton Standard Hydromatic propeller, which spanned more than 4 meters (13 feet). The Pratt and Whitney R-2800 radial engine and Hydromatic propeller was the largest and one of the most powerful engine-propeller combinations ever flown on a fighter aircraft.
Charles Lindbergh flew bombing missions in a Corsair with Marine Air Group 31 against Japanese strongholds in the Pacific in 1944. This airplane is painted in the colors and markings of the Corsair Sun Setter, a Marine close-support fighter assigned to the USS Essex in July 1944.
Transferred from the United States Navy.
Manufacturer:
Date:
1940
Country of Origin:
United States of America
Dimensions:
Overall: 460 x 1020cm, 4037kg, 1250cm (15ft 1 1/8in. x 33ft 5 9/16in., 8900lb., 41ft 1/8in.)
Materials:
All metal with fabric-covered wings behind the main spar.
Physical Description:
R-2800 radial air-cooled engine with 1,850 horsepower, turned a three-blade Hamilton Standard Hydromatic propeller with solid aluminum blades spanning 13 feet 1 inch; wing bent gull-shaped on both sides of the fuselage.
Long Description:
On February 1, 1938, the United States Navy Bureau of Aeronautics requested proposals from American aircraft manufacturers for a new carrier-based fighter airplane. During April, the Vought Aircraft Corporation responded with two designs and one of them, powered by a Pratt & Whitney R-2800 engine, won the competition in June. Less than a year later, Vought test pilot Lyman A. Bullard, Jr., first flew the Vought XF4U-1 prototype on May 29, 1940. At that time, the largest engine driving the biggest propeller ever flown on a fighter aircraft propelled Bullard on this test flight. The R-2800 radial air-cooled engine developed 1,850 horsepower and it turned a three-blade Hamilton Standard Hydromatic propeller with solid aluminum blades spanning 13 feet 1 inch.
The airplane Bullard flew also had another striking feature, a wing bent gull-shaped on both sides of the fuselage. This arrangement gave additional ground clearance for the propeller and reduced drag at the wing-to-fuselage joint. Ironically for a 644-kph (400 mph) airplane, Vought covered the wing with fabric behind the main spar, a practice the company also followed on the OS2U Kingfisher (see NASM collection).
When naval air strategists had crafted the requirements for the new fighter, the need for speed had overridden all other performance goals. With this in mind, the Bureau of Aeronautics selected the most powerful air-cooled engine available, the R-2800. Vought assembled a team, lead by chief designer Rex Biesel, to design the best airframe around this powerful engine. The group included project engineer Frank Albright, aerodynamics engineer Paul Baker, and propulsion engineer James Shoemaker. Biesel and his team succeeded in building a very fast fighter but when they redesigned the prototype for production, they were forced to make an unfortunate compromise.
The Navy requested heavier armament for production Corsairs and Biesel redesigned each outboard folding wing panel to carry three .50 caliber machine guns. These guns displaced fuel tanks installed in each wing leading edge. To replace this lost capacity, an 897-liter (237 gal) fuselage tank was installed between the cockpit and the engine. To maintain the speedy and narrow fuselage profile, Biesel could not stack the cockpit on top of the tank, so he moved it nearly three feet aft. Now the wing completely blocked the pilot's line of sight during the most critical stages of landing. The early Corsair also had a vicious stall, powerful torque and propeller effects at slow speed, a short tail wheel strut, main gear struts that often bounced the airplane at touchdown, and cowl flap actuators that leaked oil onto the windshield. These difficulties, combined with the lack of cockpit visibility, made the airplane nearly impossible to land on the tiny deck of an aircraft carrier. Navy pilots soon nicknamed the F4U the 'ensign eliminator' for its tendency to kill these inexperienced aviators. The Navy refused to clear the F4U for carrier operations until late in 1944, more than seven years after the project started.
This flaw did not deter the Navy from accepting Corsairs because Navy and Marine pilots sorely needed an improved fighter to replace the Grumman F4F Wildcat (see NASM collection). By New Year's Eve, 1942, the service owned 178 F4U-1 airplanes. Early in 1943, the Navy decided to divert all Corsairs to land-based United States Marine Corps squadrons and fill Navy carrier-based units with the Grumman F6F Hellcat (see NASM collection). At its best speed of 612 kph (380 mph) at 6,992 m (23,000 ft), the Hellcat was about 24 kph (15 mph) slower than the Corsair but it was a joy to fly aboard the carrier. The F6F filled in splendidly until improvements to the F4U qualified it for carrier operations. Meanwhile, the Marines on Guadalcanal took their Corsairs into combat and engaged the enemy for the first time on February 14, 1943, six months before Hellcat pilots on that battle-scared island first encountered enemy aircraft.
The F4U had an immediate impact on the Pacific air war. Pilots could use the Corsair's speed and firepower to engage the more maneuverable Japanese airplanes only when the advantage favored the Americans. Unprotected by armor or self-sealing fuel tanks, no Japanese fighter or bomber could withstand for more than a few seconds the concentrated volley from the six .50 caliber machine guns carried by a Corsair. Major Gregory "Pappy" Boyington assumed command of Marine Corsair squadron VMF-214, nicknamed the 'Black Sheep' squadron, on September 7, 1943. During less than 5 months of action, Boyington received credit for downing 28 enemy aircraft. Enemy aircraft shot him down on January 3, 1944, but he survived the war in a Japanese prison camp.
In May and June 1944, Charles A. Lindbergh flew Corsair missions with Marine pilots at Green Island and Emirau. On September 3, 1944, Lindbergh demonstrated the F4U's bomb hauling capacity by flying a Corsair from Marine Air Group 31 carrying three bombs each weighing 450 kg (1,000 lb). He dropped this load on enemy positions at Wotje Atoll. On the September 8, Lindbergh dropped the first 900-kg (2,000 lb) bomb during an attack on the atoll. For the finale five days later, the Atlantic flyer delivered a 900-kg (2,000 lb) bomb and two 450-kg (1,000 lb) bombs. Lindbergh went ahead and flew these missions after the commander of MAG-31 informed him that if he was forced down and captured, the Japanese would almost certainly execute him.
As of V-J Day, September 2, 1945, the Navy credited Corsair pilots with destroying 2,140 enemy aircraft in aerial combat. The Navy and Marines lost 189 F4Us in combat and 1,435 Corsairs in non-combat accidents. Beginning on February 13, 1942, Marine and Navy pilots flew 64,051 operational sorties, 54,470 from runways and 9,581 from carrier decks. During the war, the British Royal Navy accepted 2,012 Corsairs and the Royal New Zealand Air Force accepted 364. The demand was so great that the Goodyear Aircraft Corporation and the Brewster Aeronautical Corporation also produced the F4U.
Corsairs returned to Navy carrier decks and Marine airfields during the Korean War. On September 10, 1952, Captain Jesse Folmar of Marine Fighter Squadron VMF-312 destroyed a MiG-15 in aerial combat over the west coast of Korea. However, F4U pilots did not have many air-to-air encounters over Korea. Their primary mission was to support Allied ground units along the battlefront.
After the World War II, civilian pilots adapted the speedy bent-wing bird from Vought to fly in competitive air races. They preferred modified versions of the F2G-1 and -2 originally built by Goodyear. Corsairs won the prestigious Thompson Trophy twice. In 1952, Vought manufactured 94 F4U-7s for the French Navy, and these aircraft saw action over Indochina but this order marked the end of Corsair production. In production longer than any other U.S. fighter to see service in World War II, Vought, Goodyear, and Brewster built a total of 12,582 F4Us.
The United States Navy donated an F4U-1D to the National Air and Space Museum in September 1960. Vought delivered this Corsair, Bureau of Aeronautics serial number 50375, to the Navy on April 26, 1944. By October, pilots of VF-10 were flying it but in November, the airplane was transferred to VF-89 at Naval Air Station Atlantic City. It remained there as the squadron moved to NAS Oceana and NAS Norfolk. During February 1945, the Navy withdrew the airplane from active service and transferred it to a pool of surplus aircraft stored at Quantico, Virginia. In 1980, NASM craftsmen restored the F4U-1D in the colors and markings of a Corsair named "Sun Setter," a fighter assigned to Marine Fighter Squadron VMF-114 when that unit served aboard the "USS Essex" in July 1944.
• • •
Quoting from Wikipedia | Vought F4U Corsair:
The Chance Vought F4U Corsair was a carrier-capable fighter aircraft that saw service primarily in World War II and the Korean War. Demand for the aircraft soon overwhelmed Vought's manufacturing capability, resulting in production by Goodyear and Brewster: Goodyear-built Corsairs were designated FG and Brewster-built aircraft F3A. From the first prototype delivery to the U.S. Navy in 1940, to final delivery in 1953 to the French, 12,571 F4U Corsairs were manufactured by Vought, in 16 separate models, in the longest production run of any piston-engined fighter in U.S. history (1942–1953).
The Corsair served in the U.S. Navy, U.S. Marines, Fleet Air Arm and the Royal New Zealand Air Force, as well as the French Navy Aeronavale and other, smaller, air forces until the 1960s. It quickly became the most capable carrier-based fighter-bomber of World War II. Some Japanese pilots regarded it as the most formidable American fighter of World War II, and the U.S. Navy counted an 11:1 kill ratio with the F4U Corsair.
F4U-1D (Corsair Mk IV): Built in parallel with the F4U-1C, but was introduced in April 1944. It had the new -8W water-injection engine. This change gave the aircraft up to 250 hp (190 kW) more power, which, in turn, increased performance. Speed, for example, was boosted from 417 miles per hour (671 km/h) to 425 miles per hour (684 km/h). Because of the U.S. Navy's need for fighter-bombers, it had a payload of rockets double the -1A's, as well as twin-rack plumbing for an additional belly drop tank. Such modifications necessitated the need for rocket tabs (attached to fully metal-plated underwing surfaces) and bomb pylons to be bolted on the fighter, however, causing extra drag. Additionally, the role of fighter-bombing was a new task for the Corsair and the wing fuel cells proved too vulnerable and were removed.[] The extra fuel carried by the two drop tanks would still allow the aircraft to fly relatively long missions despite the heavy, un-aerodynamic load. The regular armament of six machine guns were implemented as well. The canopies of most -1Ds had their struts removed along with their metal caps, which were used — at one point — as a measure to prevent the canopies' glass from cracking as they moved along the fuselage spines of the fighters.[] Also, the clear-view style "Malcolm Hood" canopy used initially on Supermarine Spitfire and P-51C Mustang aircraft was adopted as standard equipment for the -1D model, and all later F4U production aircraft. Additional production was carried out by Goodyear (FG-1D) and Brewster (F3A-1D). In Fleet Air Arm service, the latter was known as the Corsair III, and both had their wingtips clipped by 8" per wing to allow storage in the lower hangars of British carriers.
Quoting Smithsonian National Air and Space Museum | Curtiss P-40E Warhawk (Kittyhawk IA):
Whether known as the Warhawk, Tomahawk, or Kittyhawk, the Curtiss P-40 proved to be a successful, versatile fighter during the first half of World War II. The shark-mouthed Tomahawks that Gen. Claire Chennault's "Flying Tigers" flew in China against the Japanese remain among the most popular airplanes of the war. P-40E pilot Lt. Boyd D. Wagner became the first American ace of World War II when he shot down six Japanese aircraft in the Philippines in mid-December 1941.
Curtiss-Wright built this airplane as Model 87-A3 and delivered it to Canada as a Kittyhawk I in 1941. It served until 1946 in No. 111 Squadron, Royal Canadian Air Force. U.S. Air Force personnel at Andrews Air Force Base restored it in 1975 to represent an aircraft of the 75th Fighter Squadron, 23rd Fighter Group, 14th Air Force.
Donated by the Exchange Club in Memory of Kellis Forbes.
Manufacturer:
Date:
1939
Country of Origin:
United States of America
Dimensions:
Overall: 330 x 970cm, 2686kg, 1140cm (10ft 9 15/16in. x 31ft 9 7/8in., 5921.6lb., 37ft 4 13/16in.)
Materials:
All-metal, semi-monocoque
Physical Description:
Single engine, single seat, fighter aircraft.
• • • • •
Quoting Smithsonian National Air and Space Museum | Vought F4U-1D Corsair:
By V-J Day, September 2, 1945, Corsair pilots had amassed an 11:1 kill ratio against enemy aircraft. The aircraft's distinctive inverted gull-wing design allowed ground clearance for the huge, three-bladed Hamilton Standard Hydromatic propeller, which spanned more than 4 meters (13 feet). The Pratt and Whitney R-2800 radial engine and Hydromatic propeller was the largest and one of the most powerful engine-propeller combinations ever flown on a fighter aircraft.
Charles Lindbergh flew bombing missions in a Corsair with Marine Air Group 31 against Japanese strongholds in the Pacific in 1944. This airplane is painted in the colors and markings of the Corsair Sun Setter, a Marine close-support fighter assigned to the USS Essex in July 1944.
Transferred from the United States Navy.
Manufacturer:
Date:
1940
Country of Origin:
United States of America
Dimensions:
Overall: 460 x 1020cm, 4037kg, 1250cm (15ft 1 1/8in. x 33ft 5 9/16in., 8900lb., 41ft 1/8in.)
Materials:
All metal with fabric-covered wings behind the main spar.
Physical Description:
R-2800 radial air-cooled engine with 1,850 horsepower, turned a three-blade Hamilton Standard Hydromatic propeller with solid aluminum blades spanning 13 feet 1 inch; wing bent gull-shaped on both sides of the fuselage.
Long Flat Reclamation/Irrigation Settlement is east of Murray Bridge township.
LONG FLAT HALL OPENING CEREMONY
Thursday, September 6 was a red letter day in the history of Long Flat, for on that evening their hall was opened. The working committee, Messrs P Opie (chairman), W Wundersitz, (treasurer), and P V Ryan (secretary), have worked energetically is putting it mildly.
The large crowd which assembled at the hall on Thursday was indeed a tribute to their labours. The gathering was one of the largest the district has known for many a day, there being between 300 and 400 people present. The crowd was altogether beyond expectation and large enough to fill the hall three times over.
Nevertheless everyone enjoyed themselves thoroughly, and the ladies' committee made valiant efforts to cope with the extra demand for supper. Widespread interest was evinced, visitors coming from Murray Bridge, Monteith, and even Tailem Bend, and other parts of the district. Nearly 100 made the trip from Murray Bridge alone.
The circumstances surrounding the arrangement for the erection of the hall have already been explained in the Courier, so it is not necessary to repeat them here, suffice it to say that the building is a neat wood and galvanized iron structure 41ft long and 20ft wide. The floor is 31ft long, there being a neat 10ft stage. At the back is a small room which can be utilized as a dressing or supper room.
It is erected on a square chain of Mr Wundersitz's land, which has been rented for a nominal sum.
When it is stated that the first public meeting was held on July 7 to discuss the matter and that less than two months later the hall was completed and opened it will be seen that no time was lost. The hall is lit by acetylene gas, there being six burners. Mr W Standen was the contractor, his price being £147 10/.
On Thursday evening Mr Opie presided and, asked the Hon J Cowan MLC to perform the opening ceremony. The Hon J Cowan said it afforded him great pleasure to be present that evening and declare the hall open. It was a little overcrowded that evening, but of course, the committee would not always have to deal with such large crowds.
He remembered the time when Murray Bridge was a very small place, and people would not turn out as they had done that evening. The reclaimed areas were practically suburbs of Murray Bridge and were very popular with the townsfolk.
Up to that time they had had no hall in which to hold meetings, church service, and concerts, &c., but now they had a building which would meet all requirements. Apart from entertainments there was something still more beneficial. He referred to the establishment for the school.
After supper the hall was cleared, and dancing indulged in until the "wee sma' hours." Mr. Wundersitz had kindly lent his barn, and to this building a large number repaired and merrily tripped the light fantastic.
The committee desire to specially thank Mrs Schultze for her extreme kindness in loaning her valuable piano for the evening, and also for her energetic and successful efforts in collecting funds. This was deeply appreciated, as also was the running free of several motor boats from Murray Bridge.
The receipts on the opening night totalled between £14 and £15. Altogether nearly £30 has been collected. [Ref: Mount Barker Courier and Onkaparinga and Gumeracha Advertiser 15-9-1911]
*The Government will now be asked to supply a school teacher and pay the usual 7 per cent, on the cost of construction per annum for school accommodation. The guarantors of the money, which was loaned from the Bank of Adelaide, are Messrs P Opie, Ryan, Corder, Mann, Doyle, Foster, Turner, and Rouse. [Ref: Observer 16-9-1911]
*It is intended to further add to the attractiveness of the Long Flat Hall by putting in a piano. Mr P Opie went to Adelaide this week to make arrangements for the purchase of an instrument.
Further, the residents intend to erect a proper landing place at a point immediately opposite the bottom end of the island, within five minutes walk of the hall which will greatly convenience visitors from the Bridge and elsewhere. [Ref: Mount Barker Courier & Onkaparinga & Gumeracha Advertiser 29-9-1911]
*Piano purchase for Long Flat Hall – advertisement Ref: Express & Telegraph (Adelaide) 3-11-1911
*BOY SCOUTS' CONCERT
On Wednesday, February 16, a concert in aid of the funds of the Boy Scouts was given at Long Flat. The Scouts, accompanied by the Town Band and a number of townspeople, made the journey by motor launch, and, on arrival, Mr A Duncan presided, while Scoutmaster Dyke took charge of the boys.
The concert commenced in the Long Flat hall, which Mr P Opie had arranged in excellent style, but owing to the inadequacy of the hall to accommodate the people, it was decided to continue the concert in the open air.
Mr Duncan, in the course of a preliminary address, eulogised the Boy Scout movement, and referred to the self-sacrifice of Scoutmaster Dyke, who gave up many of his hours of leisure in order to devote himself to the interests of the boys, who were the greatest asset to the country. He was very pleased to see so many Long Flat residents present, as it showed that they all sympathised with the movement, and were ready to assist in whatever manner they could.
At the close of the concert refreshments, provided by the ladies of Long Flat, were served, and after the Scouts had embarked for home a dance was held. Too much praise cannot be given to the residents of Long Flat for their support, and a special mede of praise is due to Mr Peter Opie for his untiring efforts and sacrifice. [Ref: Mount Barker Courier and Onkaparinga and Gumeracha Advertiser 25-2-1916]
*LATE PRIVATE A J MUGFORD
When the news was received in Murray Bridge that Private "Jack" Mugford had paid the price for the Empire it cast quite a gloom over the town and district. The young soldier was of a retiring disposition, and prior to enlisting had been employed as a cleaner in the Locomotive Branch of the Railways Department at Murray Bridge, and earned the respect of the superintendent (Mr W J Hooper) and his mates in the sheds. He was born on May 22 1895, and was thus just turned 21 years of age. He entered the railway service on January 7 1915 and enlisted on July 22, 1915. Great sympathy is felt for the bereaved parents. On Tuesday night an "In Memoriam" service was held in the Long Flat Hall. [Ref: Mount Barker Courier and Onkaparinga and Gumeracha Advertiser 25-8-1916]
*LONG FLAT WORKERS
A concert, social, dance and strawberry fete, in aid of the Red Cross Society, will be held at the Long Flat Hall on Wednesday next. Mr Parish MP, will officially open the fete at 8 pm. Special boats will leave Murray Bridge wharf at 7.30 pm, and will return at the close. Conveyances will meet boat and take passengers to the hall. [Ref: Mount Barker Courier and Onkaparinga and Gumeracha Advertiser (SA : 1880 - 1954), Friday 10 November 1916, page 4
*LONG FLAT HALL – free of debt
The hall being declared free of debt, Long Flat settlers celebrated the occasion by holding a fancy dress ball. The hall was opened by the Hon. John Cowan in 1911. Mr. P. E. Opie was first president, and P. V. Ryan acted as secretary. Various settlers have since held office, including Mr. J. W. E. Baldock (retiring president), whose efforts since his settling at Long Flat 14 years ago have considerably helped in freeing the hall of debt.
Seen on parade were Janet Mitchell (in 18tli century dress), Grace McCullock (Pierrette). Mary Anderson (Argentine dancer), Rita Anderson (columbine), Sil. Ware (digger). Miss Applecamp (bed time), Eileen Attwell (burglar), Mr. Cliff Miller (clown). The characters were well sustained. Cliff Miller carried out his antics with considerable credit.
Supper was served at 10.30, when Mr. Les. Baker (president) thanked Mr. George Anderson for his generous services as promoter and M.C. of the dances that have helped appreciably in reducing the hall debt. Music was rendered by Mr. Fred Wegener and Art. Pilmore. [Ref: Mount Barker Courier and Onkaparinga and Gumeracha Advertiser 10-10-1930]
***Very heavy rainfall in 1931 resulted in the River Murray breaking its banks causing havoc for many settlements. From that time there appears to be no mention of the Long Flat Hall.
*Ten Reclaimed Areas Submerged in 13 Days
Murray Bridge September 1
Long Flat, about three miles below Murray Bridge was flooded today.
By 6pm all Long Flat swamp was covered and the breach in the bank had increased to 30 yards.
Long Flat farmers, who had spent the night on the levee, where two serious slips had occurred, were sleeping when the alarm was given at 11.30am. Those on the bank hurried to the spot but found that the sheets of galvanized iron were the only protection against the river. It was only a matter of seconds before the water hurled side the iron and poured into the settlement. [Ref: Chronicle 3-9-1931]
Long Flat Reclamation/Irrigation Settlement is east of Murray Bridge township.
LONG FLAT HALL OPENING CEREMONY
Thursday, September 6 was a red letter day in the history of Long Flat, for on that evening their hall was opened. The working committee, Messrs P Opie (chairman), W Wundersitz, (treasurer), and P V Ryan (secretary), have worked energetically is putting it mildly.
The large crowd which assembled at the hall on Thursday was indeed a tribute to their labours. The gathering was one of the largest the district has known for many a day, there being between 300 and 400 people present. The crowd was altogether beyond expectation and large enough to fill the hall three times over.
Nevertheless everyone enjoyed themselves thoroughly, and the ladies' committee made valiant efforts to cope with the extra demand for supper. Widespread interest was evinced, visitors coming from Murray Bridge, Monteith, and even Tailem Bend, and other parts of the district. Nearly 100 made the trip from Murray Bridge alone.
The circumstances surrounding the arrangement for the erection of the hall have already been explained in the Courier, so it is not necessary to repeat them here, suffice it to say that the building is a neat wood and galvanized iron structure 41ft long and 20ft wide. The floor is 31ft long, there being a neat 10ft stage. At the back is a small room which can be utilized as a dressing or supper room.
It is erected on a square chain of Mr Wundersitz's land, which has been rented for a nominal sum.
When it is stated that the first public meeting was held on July 7 to discuss the matter and that less than two months later the hall was completed and opened it will be seen that no time was lost. The hall is lit by acetylene gas, there being six burners. Mr W Standen was the contractor, his price being £147 10/.
On Thursday evening Mr Opie presided and, asked the Hon J Cowan MLC to perform the opening ceremony. The Hon J Cowan said it afforded him great pleasure to be present that evening and declare the hall open. It was a little overcrowded that evening, but of course, the committee would not always have to deal with such large crowds.
He remembered the time when Murray Bridge was a very small place, and people would not turn out as they had done that evening. The reclaimed areas were practically suburbs of Murray Bridge and were very popular with the townsfolk.
Up to that time they had had no hall in which to hold meetings, church service, and concerts, &c., but now they had a building which would meet all requirements. Apart from entertainments there was something still more beneficial. He referred to the establishment for the school.
After supper the hall was cleared, and dancing indulged in until the "wee sma' hours." Mr. Wundersitz had kindly lent his barn, and to this building a large number repaired and merrily tripped the light fantastic.
The committee desire to specially thank Mrs Schultze for her extreme kindness in loaning her valuable piano for the evening, and also for her energetic and successful efforts in collecting funds. This was deeply appreciated, as also was the running free of several motor boats from Murray Bridge.
The receipts on the opening night totalled between £14 and £15. Altogether nearly £30 has been collected. [Ref: Mount Barker Courier and Onkaparinga and Gumeracha Advertiser 15-9-1911]
*The Government will now be asked to supply a school teacher and pay the usual 7 per cent, on the cost of construction per annum for school accommodation. The guarantors of the money, which was loaned from the Bank of Adelaide, are Messrs P Opie, Ryan, Corder, Mann, Doyle, Foster, Turner, and Rouse. [Ref: Observer 16-9-1911]
*It is intended to further add to the attractiveness of the Long Flat Hall by putting in a piano. Mr P Opie went to Adelaide this week to make arrangements for the purchase of an instrument.
Further, the residents intend to erect a proper landing place at a point immediately opposite the bottom end of the island, within five minutes walk of the hall which will greatly convenience visitors from the Bridge and elsewhere. [Ref: Mount Barker Courier & Onkaparinga & Gumeracha Advertiser 29-9-1911]
*Piano purchase for Long Flat Hall – advertisement Ref: Express & Telegraph (Adelaide) 3-11-1911
*BOY SCOUTS' CONCERT
On Wednesday, February 16, a concert in aid of the funds of the Boy Scouts was given at Long Flat. The Scouts, accompanied by the Town Band and a number of townspeople, made the journey by motor launch, and, on arrival, Mr A Duncan presided, while Scoutmaster Dyke took charge of the boys.
The concert commenced in the Long Flat hall, which Mr P Opie had arranged in excellent style, but owing to the inadequacy of the hall to accommodate the people, it was decided to continue the concert in the open air.
Mr Duncan, in the course of a preliminary address, eulogised the Boy Scout movement, and referred to the self-sacrifice of Scoutmaster Dyke, who gave up many of his hours of leisure in order to devote himself to the interests of the boys, who were the greatest asset to the country. He was very pleased to see so many Long Flat residents present, as it showed that they all sympathised with the movement, and were ready to assist in whatever manner they could.
At the close of the concert refreshments, provided by the ladies of Long Flat, were served, and after the Scouts had embarked for home a dance was held. Too much praise cannot be given to the residents of Long Flat for their support, and a special mede of praise is due to Mr Peter Opie for his untiring efforts and sacrifice. [Ref: Mount Barker Courier and Onkaparinga and Gumeracha Advertiser 25-2-1916]
*LATE PRIVATE A J MUGFORD
When the news was received in Murray Bridge that Private "Jack" Mugford had paid the price for the Empire it cast quite a gloom over the town and district. The young soldier was of a retiring disposition, and prior to enlisting had been employed as a cleaner in the Locomotive Branch of the Railways Department at Murray Bridge, and earned the respect of the superintendent (Mr W J Hooper) and his mates in the sheds. He was born on May 22 1895, and was thus just turned 21 years of age. He entered the railway service on January 7 1915 and enlisted on July 22, 1915. Great sympathy is felt for the bereaved parents. On Tuesday night an "In Memoriam" service was held in the Long Flat Hall. [Ref: Mount Barker Courier and Onkaparinga and Gumeracha Advertiser 25-8-1916]
*LONG FLAT WORKERS
A concert, social, dance and strawberry fete, in aid of the Red Cross Society, will be held at the Long Flat Hall on Wednesday next. Mr Parish MP, will officially open the fete at 8 pm. Special boats will leave Murray Bridge wharf at 7.30 pm, and will return at the close. Conveyances will meet boat and take passengers to the hall. [Ref: Mount Barker Courier and Onkaparinga and Gumeracha Advertiser (SA : 1880 - 1954), Friday 10 November 1916, page 4
*LONG FLAT HALL – free of debt
The hall being declared free of debt, Long Flat settlers celebrated the occasion by holding a fancy dress ball. The hall was opened by the Hon. John Cowan in 1911. Mr. P. E. Opie was first president, and P. V. Ryan acted as secretary. Various settlers have since held office, including Mr. J. W. E. Baldock (retiring president), whose efforts since his settling at Long Flat 14 years ago have considerably helped in freeing the hall of debt.
Seen on parade were Janet Mitchell (in 18tli century dress), Grace McCullock (Pierrette). Mary Anderson (Argentine dancer), Rita Anderson (columbine), Sil. Ware (digger). Miss Applecamp (bed time), Eileen Attwell (burglar), Mr. Cliff Miller (clown). The characters were well sustained. Cliff Miller carried out his antics with considerable credit.
Supper was served at 10.30, when Mr. Les. Baker (president) thanked Mr. George Anderson for his generous services as promoter and M.C. of the dances that have helped appreciably in reducing the hall debt. Music was rendered by Mr. Fred Wegener and Art. Pilmore. [Ref: Mount Barker Courier and Onkaparinga and Gumeracha Advertiser 10-10-1930]
***Very heavy rainfall in 1931 resulted in the River Murray breaking its banks causing havoc for many settlements. From that time there appears to be no mention of the Long Flat Hall.
*Ten Reclaimed Areas Submerged in 13 Days
Murray Bridge September 1
Long Flat, about three miles below Murray Bridge was flooded today.
By 6pm all Long Flat swamp was covered and the breach in the bank had increased to 30 yards.
Long Flat farmers, who had spent the night on the levee, where two serious slips had occurred, were sleeping when the alarm was given at 11.30am. Those on the bank hurried to the spot but found that the sheets of galvanized iron were the only protection against the river. It was only a matter of seconds before the water hurled side the iron and poured into the settlement. [Ref: Chronicle 3-9-1931]
Long Flat Reclamation/Irrigation Settlement is east of Murray Bridge township.
LONG FLAT HALL OPENING CEREMONY
Thursday, September 6 was a red letter day in the history of Long Flat, for on that evening their hall was opened. The working committee, Messrs P Opie (chairman), W Wundersitz, (treasurer), and P V Ryan (secretary), have worked energetically is putting it mildly.
The large crowd which assembled at the hall on Thursday was indeed a tribute to their labours. The gathering was one of the largest the district has known for many a day, there being between 300 and 400 people present. The crowd was altogether beyond expectation and large enough to fill the hall three times over.
Nevertheless everyone enjoyed themselves thoroughly, and the ladies' committee made valiant efforts to cope with the extra demand for supper. Widespread interest was evinced, visitors coming from Murray Bridge, Monteith, and even Tailem Bend, and other parts of the district. Nearly 100 made the trip from Murray Bridge alone.
The circumstances surrounding the arrangement for the erection of the hall have already been explained in the Courier, so it is not necessary to repeat them here, suffice it to say that the building is a neat wood and galvanized iron structure 41ft long and 20ft wide. The floor is 31ft long, there being a neat 10ft stage. At the back is a small room which can be utilized as a dressing or supper room.
It is erected on a square chain of Mr Wundersitz's land, which has been rented for a nominal sum.
When it is stated that the first public meeting was held on July 7 to discuss the matter and that less than two months later the hall was completed and opened it will be seen that no time was lost. The hall is lit by acetylene gas, there being six burners. Mr W Standen was the contractor, his price being £147 10/.
On Thursday evening Mr Opie presided and, asked the Hon J Cowan MLC to perform the opening ceremony. The Hon J Cowan said it afforded him great pleasure to be present that evening and declare the hall open. It was a little overcrowded that evening, but of course, the committee would not always have to deal with such large crowds.
He remembered the time when Murray Bridge was a very small place, and people would not turn out as they had done that evening. The reclaimed areas were practically suburbs of Murray Bridge and were very popular with the townsfolk.
Up to that time they had had no hall in which to hold meetings, church service, and concerts, &c., but now they had a building which would meet all requirements. Apart from entertainments there was something still more beneficial. He referred to the establishment for the school.
After supper the hall was cleared, and dancing indulged in until the "wee sma' hours." Mr. Wundersitz had kindly lent his barn, and to this building a large number repaired and merrily tripped the light fantastic.
The committee desire to specially thank Mrs Schultze for her extreme kindness in loaning her valuable piano for the evening, and also for her energetic and successful efforts in collecting funds. This was deeply appreciated, as also was the running free of several motor boats from Murray Bridge.
The receipts on the opening night totalled between £14 and £15. Altogether nearly £30 has been collected. [Ref: Mount Barker Courier and Onkaparinga and Gumeracha Advertiser 15-9-1911]
*The Government will now be asked to supply a school teacher and pay the usual 7 per cent, on the cost of construction per annum for school accommodation. The guarantors of the money, which was loaned from the Bank of Adelaide, are Messrs P Opie, Ryan, Corder, Mann, Doyle, Foster, Turner, and Rouse. [Ref: Observer 16-9-1911]
*It is intended to further add to the attractiveness of the Long Flat Hall by putting in a piano. Mr P Opie went to Adelaide this week to make arrangements for the purchase of an instrument.
Further, the residents intend to erect a proper landing place at a point immediately opposite the bottom end of the island, within five minutes walk of the hall which will greatly convenience visitors from the Bridge and elsewhere. [Ref: Mount Barker Courier & Onkaparinga & Gumeracha Advertiser 29-9-1911]
*Piano purchase for Long Flat Hall – advertisement Ref: Express & Telegraph (Adelaide) 3-11-1911
*BOY SCOUTS' CONCERT
On Wednesday, February 16, a concert in aid of the funds of the Boy Scouts was given at Long Flat. The Scouts, accompanied by the Town Band and a number of townspeople, made the journey by motor launch, and, on arrival, Mr A Duncan presided, while Scoutmaster Dyke took charge of the boys.
The concert commenced in the Long Flat hall, which Mr P Opie had arranged in excellent style, but owing to the inadequacy of the hall to accommodate the people, it was decided to continue the concert in the open air.
Mr Duncan, in the course of a preliminary address, eulogised the Boy Scout movement, and referred to the self-sacrifice of Scoutmaster Dyke, who gave up many of his hours of leisure in order to devote himself to the interests of the boys, who were the greatest asset to the country. He was very pleased to see so many Long Flat residents present, as it showed that they all sympathised with the movement, and were ready to assist in whatever manner they could.
At the close of the concert refreshments, provided by the ladies of Long Flat, were served, and after the Scouts had embarked for home a dance was held. Too much praise cannot be given to the residents of Long Flat for their support, and a special mede of praise is due to Mr Peter Opie for his untiring efforts and sacrifice. [Ref: Mount Barker Courier and Onkaparinga and Gumeracha Advertiser 25-2-1916]
*LATE PRIVATE A J MUGFORD
When the news was received in Murray Bridge that Private "Jack" Mugford had paid the price for the Empire it cast quite a gloom over the town and district. The young soldier was of a retiring disposition, and prior to enlisting had been employed as a cleaner in the Locomotive Branch of the Railways Department at Murray Bridge, and earned the respect of the superintendent (Mr W J Hooper) and his mates in the sheds. He was born on May 22 1895, and was thus just turned 21 years of age. He entered the railway service on January 7 1915 and enlisted on July 22, 1915. Great sympathy is felt for the bereaved parents. On Tuesday night an "In Memoriam" service was held in the Long Flat Hall. [Ref: Mount Barker Courier and Onkaparinga and Gumeracha Advertiser 25-8-1916]
*LONG FLAT WORKERS
A concert, social, dance and strawberry fete, in aid of the Red Cross Society, will be held at the Long Flat Hall on Wednesday next. Mr Parish MP, will officially open the fete at 8 pm. Special boats will leave Murray Bridge wharf at 7.30 pm, and will return at the close. Conveyances will meet boat and take passengers to the hall. [Ref: Mount Barker Courier and Onkaparinga and Gumeracha Advertiser (SA : 1880 - 1954), Friday 10 November 1916, page 4
*LONG FLAT HALL – free of debt
The hall being declared free of debt, Long Flat settlers celebrated the occasion by holding a fancy dress ball. The hall was opened by the Hon. John Cowan in 1911. Mr. P. E. Opie was first president, and P. V. Ryan acted as secretary. Various settlers have since held office, including Mr. J. W. E. Baldock (retiring president), whose efforts since his settling at Long Flat 14 years ago have considerably helped in freeing the hall of debt.
Seen on parade were Janet Mitchell (in 18tli century dress), Grace McCullock (Pierrette). Mary Anderson (Argentine dancer), Rita Anderson (columbine), Sil. Ware (digger). Miss Applecamp (bed time), Eileen Attwell (burglar), Mr. Cliff Miller (clown). The characters were well sustained. Cliff Miller carried out his antics with considerable credit.
Supper was served at 10.30, when Mr. Les. Baker (president) thanked Mr. George Anderson for his generous services as promoter and M.C. of the dances that have helped appreciably in reducing the hall debt. Music was rendered by Mr. Fred Wegener and Art. Pilmore. [Ref: Mount Barker Courier and Onkaparinga and Gumeracha Advertiser 10-10-1930]
***Very heavy rainfall in 1931 resulted in the River Murray breaking its banks causing havoc for many settlements. From that time there appears to be no mention of the Long Flat Hall.
*Ten Reclaimed Areas Submerged in 13 Days
Murray Bridge September 1
Long Flat, about three miles below Murray Bridge was flooded today.
By 6pm all Long Flat swamp was covered and the breach in the bank had increased to 30 yards.
Long Flat farmers, who had spent the night on the levee, where two serious slips had occurred, were sleeping when the alarm was given at 11.30am. Those on the bank hurried to the spot but found that the sheets of galvanized iron were the only protection against the river. It was only a matter of seconds before the water hurled side the iron and poured into the settlement. [Ref: Chronicle 3-9-1931]
Quoting Smithsonian National Air and Space Museum | Curtiss P-40E Warhawk (Kittyhawk IA):
Whether known as the Warhawk, Tomahawk, or Kittyhawk, the Curtiss P-40 proved to be a successful, versatile fighter during the first half of World War II. The shark-mouthed Tomahawks that Gen. Claire Chennault's "Flying Tigers" flew in China against the Japanese remain among the most popular airplanes of the war. P-40E pilot Lt. Boyd D. Wagner became the first American ace of World War II when he shot down six Japanese aircraft in the Philippines in mid-December 1941.
Curtiss-Wright built this airplane as Model 87-A3 and delivered it to Canada as a Kittyhawk I in 1941. It served until 1946 in No. 111 Squadron, Royal Canadian Air Force. U.S. Air Force personnel at Andrews Air Force Base restored it in 1975 to represent an aircraft of the 75th Fighter Squadron, 23rd Fighter Group, 14th Air Force.
Donated by the Exchange Club in Memory of Kellis Forbes.
Manufacturer:
Date:
1939
Country of Origin:
United States of America
Dimensions:
Overall: 330 x 970cm, 2686kg, 1140cm (10ft 9 15/16in. x 31ft 9 7/8in., 5921.6lb., 37ft 4 13/16in.)
Materials:
All-metal, semi-monocoque
Physical Description:
Single engine, single seat, fighter aircraft.
• • • • •
Quoting Smithsonian National Air and Space Museum | Lockheed SR-71 Blackbird:
No reconnaissance aircraft in history has operated globally in more hostile airspace or with such complete impunity than the SR-71, the world's fastest jet-propelled aircraft. The Blackbird's performance and operational achievements placed it at the pinnacle of aviation technology developments during the Cold War.
This Blackbird accrued about 2,800 hours of flight time during 24 years of active service with the U.S. Air Force. On its last flight, March 6, 1990, Lt. Col. Ed Yielding and Lt. Col. Joseph Vida set a speed record by flying from Los Angeles to Washington, D.C., in 1 hour, 4 minutes, and 20 seconds, averaging 3,418 kilometers (2,124 miles) per hour. At the flight's conclusion, they landed at Washington-Dulles International Airport and turned the airplane over to the Smithsonian.
Transferred from the United States Air Force.
Manufacturer:
Designer:
Date:
1964
Country of Origin:
United States of America
Dimensions:
Overall: 18ft 5 15/16in. x 55ft 7in. x 107ft 5in., 169998.5lb. (5.638m x 16.942m x 32.741m, 77110.8kg)
Other: 18ft 5 15/16in. x 107ft 5in. x 55ft 7in. (5.638m x 32.741m x 16.942m)
Materials:
Titanium
Physical Description:
Twin-engine, two-seat, supersonic strategic reconnaissance aircraft; airframe constructed largley of titanium and its alloys; vertical tail fins are constructed of a composite (laminated plastic-type material) to reduce radar cross-section; Pratt and Whitney J58 (JT11D-20B) turbojet engines feature large inlet shock cones.
• • • • •
Quoting Smithsonian National Air and Space Museum | Vought F4U-1D Corsair :
By V-J Day, September 2, 1945, Corsair pilots had amassed an 11:1 kill ratio against enemy aircraft. The aircraft's distinctive inverted gull-wing design allowed ground clearance for the huge, three-bladed Hamilton Standard Hydromatic propeller, which spanned more than 4 meters (13 feet). The Pratt and Whitney R-2800 radial engine and Hydromatic propeller was the largest and one of the most powerful engine-propeller combinations ever flown on a fighter aircraft.
Charles Lindbergh flew bombing missions in a Corsair with Marine Air Group 31 against Japanese strongholds in the Pacific in 1944. This airplane is painted in the colors and markings of the Corsair Sun Setter, a Marine close-support fighter assigned to the USS Essex in July 1944.
Transferred from the United States Navy.
Manufacturer:
Date:
1940
Country of Origin:
United States of America
Dimensions:
Overall: 460 x 1020cm, 4037kg, 1250cm (15ft 1 1/8in. x 33ft 5 9/16in., 8900lb., 41ft 1/8in.)
Materials:
All metal with fabric-covered wings behind the main spar.
Physical Description:
R-2800 radial air-cooled engine with 1,850 horsepower, turned a three-blade Hamilton Standard Hydromatic propeller with solid aluminum blades spanning 13 feet 1 inch; wing bent gull-shaped on both sides of the fuselage.
I had a blast chillin with the BIG girls at the Fantasy Faire, It was great to bump into Ceri Quixote ( Giant Creator)
#GIANTESS #GIANTMeshAvatar #GiantAvy #38FT #41ft #50ft
Motor yacht SUNRAYS is an 85,47m (280,41ft) 2010 OceAnco luxury yacht which was formerly called Y705, before her delivery in 2010 by the famous Dutch shipyard. A superior superyacht, in size, design and quality, yacht Sunrays represents a very important accomplishment for OceAnco Yachts.
I had a blast chillin with the BIG girls at the Fantasy Faire, It was great to bump into Ceri Quixote ( Giant Creator)
#GIANTESS #GIANTMeshAvatar #GiantAvy #38FT #41ft #50ft
Archirondel Tower stands on the stub of the breakwater which was intended to form the southern arm of a naval harbour at St Catherine.
Archirondel Tower was not built on the shoreline, but on a rocky outcrop which was surrounded by the sea at high tide. Then work started on the southern arm of what was intended to be part of a giant naval harbour and the tower was linked to the shore. Shortly afterwards the harbour construction was abandoned and all that remains is a short stub of what was intended to be a long breakwater
Work started in the spring of 1793 and finishing 18 months later. It was the twenty second tower to be completed, sixteen years after the first. Jersey's Governor, General (later Field Marshal) Henry Seymour Conway, who was horrified at the state of Jersey's defences when he first came to the island in 1778, six years after his appointment, was annoyed that it took so long to complete the tower when it had earlier been possible to build four in a single year.
It was the first tower to have a gun platform constructed around the base and was a prototype for La Rocco Tower in St Ouen's Bay. It is also unusual in that the mâchicoulis at the top are double the usual size, but there are only three of them rather than the usual four.
It was originally intended that there would be a further tower at Anne Port extending the east coast chain further south, but permission was not given. A dispute between Conway and his political bosses over costs meant that it eventually came down to a choice between another tower and the gun platform - both costing similar sums. Conway wanted both, but he was overruled and the gun platform was built around the Archirondel tower.
The Tower and land were sold to the States for £200 on 26 July 1922.
Along with all Jersey's other coastal towers and historic fortifications it is a listed building, described as follows in the Jersey Heritage Historic Environment Record website:
"Archirondel Tower is one of 23 Conway towers built between 1778 and 1801 in coastal locations where a risk of enemy landing was present.
"It is an evolution of the basic Conway design, incorporating new elements. Only three towers were constructed with a gun battery at the foot of the tower (the others being Seymour Tower and La Rocco Tower).
"Defensive tower built 1794 with surrounding battery added 1795. 1940s German modifications.
"The tower is of a modified Conway pattern with a surrounding stone battery at its base. It is round and built of very regular squared and well-tooled blocks of granite with some rhyolite at its base. A third of the way up the tower the proportion of rhyolite gradually increases and the upper section is constructed entirely of this stone. Dressed granite is used around openings and for the cantilevers of the projecting machicolations. Brick is also used to dress openings.
"The tower is 41ft 6in high. The walls taper externally with a thickness of 6ft 6in at the base and 3ft 6in at the top.
"The tower is arranged on four levels. At basement level is a brick vaulted magazine. Originally only accessible via the entrance level above, the basement can now be entered through an external doorway inserted by the Germans in the 1940s. A steel blast door and a reinforced concrete structure that extends into the battery protect this.
"The 1794 entrance is raised at first floor level (originally reached by removable ladder but now by modern metal staircase). There is a heavy timber outer door behind which is a 1940s concrete doorway with steel blast door and lintel inscribed '1941' with an image of a swastika. The room is separated from the upper level above by a 1940s reinforced concrete floor.
"There is a circuit of loopholes around the room designed for musketeers. They are larger than in earlier Conway towers and are angled downward for close-range fire. Above these are some small windows. All openings are dressed with brick. There is a fireplace.
"Access to the upper level is now via a wooden companionway stair, although originally it was via a stair set in a niche within the thickness of the external wall. The upper level is a brick vaulted room similarly designed with a circuit of gun loopholes with small windows above. There is a fireplace.
"Access to the roof level is via a steel ladder within the original staircase niche. The roof platform is supported off the brick vault below. There is a masonry parapet with cement capping and three projecting machicolations equipped with loopholes for muskets. These are double the size of earlier machicolations and each provides an angle of fire of 120 degrees.
"In the centre of the roof is a 1940s circular concrete platform. A modern concrete block cabin covers the access hatch.
"Around the base of the tower is a battery, oval in plan and designed with four traversing gun platforms facing out towards the bay and sea. The encircling defensive wall is constructed of rubble masonry with dressed granite copings and granite dressings to openings. Within the platforms are gun emplacements constructed of a mixture of reinforced concrete, masonry and brick (presumably for camouflage purposes) constructed by the German occupying forces in the 1940s.
"The south side of the battery is pierced by a gateway (blocked in the 1940s) with granite steps leading down to the rocky outcrop. The west side of the battery is pierced by a gateway that leads onto a partially enclosed area defended by a loopholed wall overlooking the rocky outcrop."
The tower is now administered by Jersey Heritage and has been restored and adapted for use as self-catering accommodation. Sleeping two adults and two children, it is available from £445 for a two-night stay, rising to £1664 for a 7-night stay in high season.
"Split over four levels with a large terrace at ground level and a roof terrace overlooking the tranquil bay of Archirondel, the Tower is great for those looking for adventure, with the sea on your doorstep. Inside the Tower the ground floor comprises of a beautiful vaulted-celling kitchen and dining area with a dining table for four. A very narrow spiral staircase takes you up to a sleeping area, with one double bed and two single sofa beds and then continues on up to the cosy living space with a log burning stove for winter evenings. The roof terrace, with views across the bay and beyond, is accessed from the living space via the staircase. The sleeping area can also be accessed using the external metal stairs."
The Battle of Jersey was fought on 6 January 1781, after a successful landing of a French force attempting to remove the threat the island posed to shipping during the American Revolutionary War
France had sided with America during the War of Independence and Jersey was used as a base for privateering by the British. The French invasion ultimately failed, and its commander, Baron Phillipe de Rullecourt, died of wounds sustained in the fighting.
This was the last time the French invaded Jersey after numerous attacks over the centuries after the island ceased to be part of the Duchy of Normandy in 1204. Perhaps because it was the last, and also because the battle in which the French were defeated was named Battle of Jersey, this invasion has been given undue historical importance, because it was actually one of the least severe ever suffered by islanders.
And although some apparently very detailed reports of the events of 6 January 1781 have been written, what actually happened on the day, and when, and how many people took part, is clouded in mystery. This article is based on a variety of sources (see below) and attempts to unravel some of the mystery.
Only 25 km off the coast of France, and placed on the principal supply route to the French naval base at Brest, Jersey was a location of strategic importance during any war between Britain and France. Large numbers of privateers operated out of the island, causing chaos among French mercantile shipping. Jersey privateers were even operating in support of the Royal Navy off the coast of America. The French government were determined to neutralise this threat. Furthermore, at the time of the Great Siege of Gibraltar, contemporary British newspapers reported that the attack on Jersey was an attempt to distract British attention from Gibraltar and divert military resources away from the siege.
Over 50 plans of invasion were drawn up over a short period, only to be shelved. England had command of the seas in the area and France was weak internally during the earlier part of the 18th century. In 1779 Louis XVI sided with the American colonies in the War of Independence and in April of that year a semi-official expedition, commanded by the Prince of Nassau, made an entirely unsuccessful attempt to land in St Ouen's Bay. Not a single man was embarked in adverse weather conditions, as defence forces guarded the shoreline in case any of the French should land.
Despite the misgivings of the French military, who believed that an attack on Jersey would be a futile waste of resources, with any success being short-lived, the government approved a plan put forward by Baron de Rullecourt. He was a 36-year-old adventurer and a colonel in the French Army. King Louis XVI had promised de Rullecourt the rank of General and the Cordon rouge as soon as he had control of Saint Helier, the island's capital. The second Commander was an Indian, named Prince Emire, who had been taken by England in wars in India, had been sent to France with other French prisoners and whom the French had since retained in their service. A member of the British force wrote of him: "He looked quite barbarian, as much as his discourse; if our fate has depended on him, it would not have been of the most pleasant; he advised the French General to ransack everything and to put the town to fire and to blood."
But, aware of the military importance of Jersey, the British government had ordered the island to be heavily fortified. Gun batteries, forts and redoubts had been constructed around the coast. The Militia had some 3,000 men in five regiments, including artillery and dragoons. They were supplemented by regular army units: the 95th (Yorkshire) Regiment of Foot, five companies each of the 83rd Regiment of Foot (Royal Glasgow Volunteers) and 78th Highlanders, and around 700 'Invalids' (semi-retired reservists) — the total amounting to about 9,250 troops of all types. A naval force, the 'Jersey Squadron' was also based in the Island but was on a cruise against the Dutch at the time of the invasion.
Although the chain of defensive towers, the building of which had already been commissioned, had only just begun, there were many other fortifications. After 1779 guard houses had been built at various strategic points.
De Rullecourt probably knew the strength of the opposition he would face. There was good intelligence in France of Jersey's defences and it is believed that de Rullecourt had himself visited Jersey the previous summer, disguised as a contraband dealer. But his force was to prove far from adequate for the job.
Officially the expedition was a private affair; however, funding, equipment, transport and troops were provided by the government. In order to conceal their involvement, the government went so far as to order the 'desertion' of several hundred regular troops to De Rullecourt's forces. They assembled in Le Havre towards the end of 1780 and began their march to Granville on 19 December, stealing livestock en route and arriving on the 27th.
A fleet of about 30 small boats, ranging from three to 70 tons, had been assembled in Granville by Regnier. De Rullecourt embarked his troops immediately but the fleet was becalmed for two days and then had to take shelter off Chausey as a storm hit the area. It sailed again on 1 January and got within 12 miles of Jersey before being forced back to Chausey by another gale. The troops disembarked and took two days to recover before setting off for Jersey again on the 5th.
Reports vary, but the total force may have consisted of some 2,000 soldiers in four divisions. But it seems that fewer than half of these landed. Even had all of them landed, they were poorly equipped, hungry, short of ammunition and ill-equipped to fight in an island with a much larger garrison and militia force.
However, timing was in de Rullecourt's favour: All the commanding officers of the garrison regiments were in England on extended Christmas leave and the senior regular officer was the young Major Francis Peirson, only 24. In addition, 6 January was still celebrated as 'Old Christmas Night' in Jersey. Few would have expected an invasion either at this time or in the place chosen, but de Rullecourt has a further ace up his sleeve, having recruited a fugitive Jerseyman, Pierre Journeaux, as his pilot. Journeaux had fled to France some years earlier after being involved in a murder.
He brought the invasion fleet through a narrow, winding channel close to the shore and the French were able to land undetected. The first 800 men landed at La Rocque, and passed a guardhouse without being noticed. The guards were subsequently put on trial, and it was found they had abandoned their post to go drinking. The first division of the French stayed there most of the night. The second division of 400 men, was entirely lost in the rocks. The boats that contained the third division, consisting of 600 men, were separated from the rest of the fleet and were unable to join it. They may never have joined up with the main fleet because after the earlier abortive attempt to reach Jersey, some vessels appear to have returned to Granville while others sheltered at Chausey. The fourth division, consisting of 200 men, landed early the next morning at La Rocque. The total of the French troops unloaded was, therefore, possibly 1,000, half the number of soldiers that France had expected to take into battle. Other reports suggest that only 800 actually made it ashore.
By 5 o'clock in the morning de Rullecourt was ready to move off. He expected the disembarkation of troops to continue, but some of his men and artillery never made it before the tide fell. He marched to St Helier leaving sufficient troops to guard the boats and passed through St Clement without raising an alarm.
Between six and seven in the morning, about 500 men set up camp in the market while most of the town was asleep. About seven o'clock a French patrol detained the island's Governor, Moyse Corbet, in Government House (then situated at Le Manoir de La Motte). De Rullecourt convinced Corbet that thousands of French troops had already overwhelmed Jersey and threatened to burn the town and slaughter the inhabitants if the garrison did not capitulate. Corbet, unable to ascertain the true situation, surrendered. He was taken to the Royal Court building in the Royal Square and was persuaded to order Elizabeth Castle and 24-year-old Major Francis Peirson's troops at Saint Peter's Barracks to surrender as well.
Major Corbet sent orders to all the troops in the island to bring in their arms and "lay them down" at the Court House, and at the same time sent word of the capitulation to Captain Alyward, who commanded the forces at Elizabeth Castle. The French left the town intending to take possession of that stronghold, Baron de Rullecourt, advancing at the head of the column, holding Major Corbet by the arm.
But they were no sooner on the beach, than the castle troops fired at them. Captain Alyward refused to listen to any suggestion of surrender and sent word to Rullecourt that if the French advanced they must take the consequences. The Baron continued to advance, and immediately met with a well-directed shot that wounded one of his officers and killed a good many privates.
After this Rullecourt sounded a halt and sent his aide-de-camp with another message, which was received by Captain Mulcaster, chief engineer, who blindfolded the aide-de-camp, took him to the top of the castle, and showed him the strength of the fortress, then dismissed him with words to the effect that the greater the force brought in opposition the greater would be the slaughter of the French.
De Rullecourt, in a rage, returned to the town. Meanwhile events were unfolding elsewhere. Major Peirson of the 95th, who, young though he was, took charge of affairs. He refused entirely to acknowledge the surrender, remarking, so it is said, that if he lost his commission for seeming disobedience ha would soon gain for himself another.
The British troops and Militia assembled on Mont ès Pendus (now called Westmount) and Major Peirson soon had 2,000 men at his disposal, with which he resolved to descend the hill and attack. The French, who were camping in the market, had seized the town's cannons and had placed them at the different openings of the market, to stop the British troops from forcing them. However, the French did not find the howitzers. The British learned through different people who had been to observe the French troops that their number did not exceed 800 or 900 men.
The 78th Regiment of Foot was detached and sent to take possession of Mont de la Ville (now the site of Fort Regent), from where the British could stop a retreat of the French. Once Major Peirson believed that the 78th had reached their destination, he gave the orders to his troops to descend to the plain and attack the French. However, the British were stopped at the plain, where de Rullecourt sent Corbet to offer capitulation terms and to tell the British that if they did not sign, the French would ransack the town within half an hour. Given their superiority in numbers, the British there refused, as did the 83rd Regiment of Foot, and the part of the East Regiment in Grouville. When de Rullecourt received their answer he was heard to remark: "Since they do not want to surrender, I have come to die."
The attack began. The British forces in the Grande Rue included the 78th Regiment, the Battalion of Saint Lawrence, the South-East Regiment and the Compagnies de Saint-Jean. The 95th Regiment of Foot with the rest of the militia advanced down the other avenues. The British had too many troops for the battle, a British soldier later saying that a third of the number would have been more than enough to destroy the French army. Many British soldiers, confused and having nothing to shoot at, unloaded most of their shots in the air.
The French resistance was of short duration, most of the action lasting a quarter of an hour. The French only fired once or twice with the cannons that they had at their disposal. The British had a howitzer placed directly opposite the market in the Grande Rue, which at each shot "cleaned all the surroundings of French" according to a member of the British service. Major Peirson and the 95th Regiment advanced towards the Avenue du Marché; just as the British were about to win Major Peirson was killed by a musket ball in the heart, but his saddened troops continued to fight. When de Rullecourt fell wounded, many French soldiers gave up the fight, throwing their weapons and fleeing; however, others reached the market houses, from where they continued to fire.
De Rullecourt, through Corbet, told the British that the French had two battalions and an artillery company at La Rocque, which could be at the town within a quarter of an hour. The British were not intimidated, knowing that the number of French troops there was less than 200. The remaining French soldiers dispersed themselves throughout the countryside to reach their boats, though several were caught doing so. The British took 600 prisoners on that day, who were subsequently sent to England. The British losses were around 30 dead. De Rullecourt was wounded and died the next day.
It became notorious that there were traitors among the British. De Rullecourt possessed a plan of the fortifications, the towers, the cannons and so on, saying that without good friends in Jersey, he would not have come. The French knew the exact number of British troops and militia, the names of the officers commanding them, and more. In the papers found in the General's trunk was the name of one Mr Le Geyt, a Jerseyman who was later seized, as was another suspect.
There was a second battle at Platte Rocque where de Rullecourt had left the rearguard to protect his landing place and allow for a retreat if things went badly. This rearguard was attacked and routed by local troops.
Lieut-Governor Moyse Corbet immediately came under sustained criticism for his actions during the French invasion. The island's Attorney-General Thomas Pipon wrote to the Governor two days after the Battle complaining about the behaviour of the Major Corbet and advising him that the island had lost confidence in its Commander.
Corbet himself wrote to his counterpart in Guernsey with an immediate report for onward transmission to London giving his version of events. He then exacerbated the situation still further by ordering that the island's Militia should be placed under the control of the officers of the Regular Garrison. This caused all the Militia colonels to resign, threatening the collapse of the Militia itself, and Moyse was forced to reverse his decision.
Corbet was arrested and sent to London, where he faced a court martial, was convicted and sacked. He retired on pension and probably never returned to Jersey, the island of his birth.
Some of the earliest, and probably most reliable, accounts of the Battle are contained in letters written immediately after by members of the English garrison and the Militia, who fought in it. Two members of the garrison forces who participated in the Battle wrote detailed accounts, as did the sons of Lieut-Bailiff Charles Lempriere, one of whom was wounded in the Battle.
A detailed account was written by Charles Poingdestre, an Advocate of the Royal Court and attorney of Charles de Carteret, Seigneur of Trinity, who was living in Southampton at the time.
In February 1781 the States wrote a letter of appreciation of the father of Major Francis Peirson.
After the battle, thirty coastal round towers were built to improve the defence system of the island.
On 6 January 1831 on the 50th Anniversary of the Battle of Jersey the island Militia was granted the 'Royal' prefix by King William IV, becoming the Royal Militia, Island of Jersey.
Completely restored to original specifications by Keith Glover, Wraith of Odin is a stunning example of the work of boat-builders in the early 1950s and the tenacity of the restorer. The full story is to be found on the website: Wraith of Odin.
The ketch Wraith of Odin was built at Tuncurry, NSW, by Alf Jahnsen and Leo Royan over the period 1950-51. She has been fully restored and sails regularly from her base in Brisbane.
Details:
O/N: 386018
Length: 50.7 ft
Waterline length: 41ft 1in
Beam: 14ft 2in
Draft: 7ft 3in
Displacement:26 tons
She was designed by John G Alden, Boston - design 0823 (1945). She was commissioned by Dr Brian and Mrs Dagmar O’Brien and built by Alf Jahnsen and Leo Royan at Tuncurry, NSW in 1950-1951.
Wraith of Odin is carvel planked in 1 1/2 inch thick Brown Beech, copper nailed and clenched to triple laminated Spotted Gum hardwood frames. She has a teak deck with varnished Rosewood margins with Cedar and Rosewood used on the raised cabin house with its distinctive Alden double windows. Between 1946 and 1951 5 examples of design 0823 were built.
She left Tuncurry on June 5th 1951 as reported in the Dungog Chronicle: The 57-foot ketch, 'Wraith Of Odin' is on its maiden voyage to Sydney from Tuncurry. The owner of the ketch is Mr. Brian O'Brien, a medical research officer at the Sydney University. It was built by Messrs. Jahnsen and Royan, of Tuncurry, at a cost of £12,000. Mr. O'Brien will be accompanied by his wife, son and daughter; Dr. Gabriel and Mr. Eric Dahlen, of Sydney, Mr. and Mrs. Jahnsen and their five children, Mary, Jill, Lorraine, Barry and Harvey. The ketch took almost two years to build. It has two masts, one 70ft. and the other 50ft., a beam of 14ft. 2in., and. a 7ft. draught. It is powered by a 52 h.p. Scammel engine and can cruise at 8 knots. The interior is luxuriously finished in rose-wood and cedar. It has eight bunks, a galley and bathroom. Its overall weight is 29 tons Mr. O'Brien intends entering the ketch in, next year's Sydney-Hobart yacht race and sailing around the world on a scientific exploratory cruise.
The O'Brien family lived aboard the yacht in Mosman Bay as reported in the Barrier Miner - Monday 22 December 1952
CHILDREN IN YACHT RACE
Sydney. - Two children aged four and three, will sail with their parents in the Sydney-Hobart yacht race, which begins on Friday. They are Corinne and Roderick O'Brien, whose father (Brian O'Brien) is a university lecturer.
The O'Brien family lived on board the £14,000 ketch Wraith of Odin in Mosman Bay since it was launched 18 months ago. It will carry a crew of nine in the race.
In 1997 she was sold to Keith Glover and underwent a 5 year restoration in Port Macquarie, NSW, Australia (1997-2002). Her ketch rig was increased via Alden Office consultation and she had a new deck, boat “gutted” all fitout being removed, numbered and restored prior to refitting as per original design and build drawings. Since her restoration she has won every con’course event entered, raced in every classic race and represented Australia in Classic racing in New Zealand in 2010. She is kept at the RQYS Brisbane, Australia.
Image Source: Wraith of Odin
All Images in this photostream are Copyright - Great Lakes Manning River Shipping and/or their individual owners as may be stated above and may not be downloaded, reproduced, or used in any way without prior written approval.
GREAT LAKES MANNING RIVER SHIPPING, NSW - Flickr Group --> Alphabetical Boat Index --> Boat builders Index --> Tags List
Claas Lexion 770 TT + 1230 Vario 41ft Header.
Case IH Puma 215 + AW Trailer.
(Staploe, Beds, 23/7/19)
Quoting Smithsonian National Air and Space Museum | Lockheed SR-71 Blackbird:
No reconnaissance aircraft in history has operated globally in more hostile airspace or with such complete impunity than the SR-71, the world's fastest jet-propelled aircraft. The Blackbird's performance and operational achievements placed it at the pinnacle of aviation technology developments during the Cold War.
This Blackbird accrued about 2,800 hours of flight time during 24 years of active service with the U.S. Air Force. On its last flight, March 6, 1990, Lt. Col. Ed Yielding and Lt. Col. Joseph Vida set a speed record by flying from Los Angeles to Washington, D.C., in 1 hour, 4 minutes, and 20 seconds, averaging 3,418 kilometers (2,124 miles) per hour. At the flight's conclusion, they landed at Washington-Dulles International Airport and turned the airplane over to the Smithsonian.
Transferred from the United States Air Force.
Manufacturer:
Designer:
Date:
1964
Country of Origin:
United States of America
Dimensions:
Overall: 18ft 5 15/16in. x 55ft 7in. x 107ft 5in., 169998.5lb. (5.638m x 16.942m x 32.741m, 77110.8kg)
Other: 18ft 5 15/16in. x 107ft 5in. x 55ft 7in. (5.638m x 32.741m x 16.942m)
Materials:
Titanium
Physical Description:
Twin-engine, two-seat, supersonic strategic reconnaissance aircraft; airframe constructed largley of titanium and its alloys; vertical tail fins are constructed of a composite (laminated plastic-type material) to reduce radar cross-section; Pratt and Whitney J58 (JT11D-20B) turbojet engines feature large inlet shock cones.
• • • • •
Quoting Smithsonian National Air and Space Museum | Vought F4U-1D Corsair:
By V-J Day, September 2, 1945, Corsair pilots had amassed an 11:1 kill ratio against enemy aircraft. The aircraft's distinctive inverted gull-wing design allowed ground clearance for the huge, three-bladed Hamilton Standard Hydromatic propeller, which spanned more than 4 meters (13 feet). The Pratt and Whitney R-2800 radial engine and Hydromatic propeller was the largest and one of the most powerful engine-propeller combinations ever flown on a fighter aircraft.
Charles Lindbergh flew bombing missions in a Corsair with Marine Air Group 31 against Japanese strongholds in the Pacific in 1944. This airplane is painted in the colors and markings of the Corsair Sun Setter, a Marine close-support fighter assigned to the USS Essex in July 1944.
Transferred from the United States Navy.
Manufacturer:
Date:
1940
Country of Origin:
United States of America
Dimensions:
Overall: 460 x 1020cm, 4037kg, 1250cm (15ft 1 1/8in. x 33ft 5 9/16in., 8900lb., 41ft 1/8in.)
Materials:
All metal with fabric-covered wings behind the main spar.
Physical Description:
R-2800 radial air-cooled engine with 1,850 horsepower, turned a three-blade Hamilton Standard Hydromatic propeller with solid aluminum blades spanning 13 feet 1 inch; wing bent gull-shaped on both sides of the fuselage.
• • • • •
See more photos of this, and the Wikipedia article.
Details, quoting from Smithsonian National Air and Space Museum | Space Shuttle Enterprise:
Manufacturer:
Rockwell International Corporation
Country of Origin:
United States of America
Dimensions:
Overall: 57 ft. tall x 122 ft. long x 78 ft. wing span, 150,000 lb.
(1737.36 x 3718.57 x 2377.44cm, 68039.6kg)
Materials:
Aluminum airframe and body with some fiberglass features; payload bay doors are graphite epoxy composite; thermal tiles are simulated (polyurethane foam) except for test samples of actual tiles and thermal blankets.
The first Space Shuttle orbiter, "Enterprise," is a full-scale test vehicle used for flights in the atmosphere and tests on the ground; it is not equipped for spaceflight. Although the airframe and flight control elements are like those of the Shuttles flown in space, this vehicle has no propulsion system and only simulated thermal tiles because these features were not needed for atmospheric and ground tests. "Enterprise" was rolled out at Rockwell International's assembly facility in Palmdale, California, in 1976. In 1977, it entered service for a nine-month-long approach-and-landing test flight program. Thereafter it was used for vibration tests and fit checks at NASA centers, and it also appeared in the 1983 Paris Air Show and the 1984 World's Fair in New Orleans. In 1985, NASA transferred "Enterprise" to the Smithsonian Institution's National Air and Space Museum.
Transferred from National Aeronautics and Space Administration
The 203.41ft /62m Custom motor yacht 'POSITIVE CARRY' was built in 2005 by Feadship and last refitted in 2014.
Positive Carry's interior layout sleeps up to 12 guests in 6 staterooms, including a master suite, 3 double cabins and 2 twin cabins. She is also capable of carrying up to 19 crew onboard to ensure a relaxed luxury yacht experience.
Wrightbus new electric range entered production during 2022, the range was launched in 2021. With orders from First Group for 173 examples, 68 for Leicester, 24 for York, 32 for Leeds (Bramley depot). With batches ordered for First Eastern Counties and Hampshire, with more to follow for both Leicester and Hampshire. 28 Kites were ordered by Translink, Northern Ireland, with an additional 50 to arrive at both Metro and Translink during 2024. Abelio, London has 24 on order for 2024 delivery, with Oxford gaining five also during 2024.
The single deck chassis comes in three lengths 10.9 meters (36Ft), 11.6 meters (38ft) and 12.4 meters (41ft) with a range of up to 250 miles. Three battery options of 340,454 and 567Kwh allowing for different operational conditions, batteries can be charged with conventional DC units or opportunity pantograph charging.
Leicester had their GB kites working in the city for a couple of months, as Yorks were slowing being completed and delivered. The Leicester examples are in a pleasing green livery, which suits the lines of the Gemini3 saloon bodywork.
York saw it's double deckers being showcased at Clifford's Tower in York, on August 25th, 2023. The first four entered service on Sunday August 27th working the number 4 Acomb-York service.
The first two GB Kite electroliner saloons were placed into service on Friday September 15th, 2023, working the 6 Clifton Moor to University service. 63646 and 63653 were used on most of the days duties working until around 21:00. The following day 16/09/2023, saw both buses working the 6, with 63646 finishing around 14:40 after a few turns on the route.
Here is 63653, seen in Tang Hall turning into Fourth Avenue working the 14:59 University departure.
They even had GIANT Panthers!
@t the Fantasy Faire, It was great to bump into Ceri Quixote ( Giant Creator)
#GIANTESS #GIANTMeshAvatar #GiantAvy #38FT #41ft #50ft
Completely restored to original specifications by Keith Glover, Wraith of Odin is a stunning example of the work of boat-builders in the early 1950s and the tenacity of the restorer. The full story is to be found on the website: Wraith of Odin.
The ketch Wraith of Odin was built at Tuncurry, NSW, by Alf Jahnsen and Leo Royan over the period 1950-51. She has been fully restored and sails regularly from her base in Brisbane.
Details:
O/N: 386018
Length: 50.7 ft
Waterline length: 41ft 1in
Beam: 14ft 2in
Draft: 7ft 3in
Displacement:26 tons
She was designed by John G Alden, Boston - design 0823 (1945). She was commissioned by Dr Brian and Mrs Dagmar O’Brien and built by Alf Jahnsen and Leo Royan at Tuncurry, NSW in 1950-1951.
Wraith of Odin is carvel planked in 1 1/2 inch thick Brown Beech, copper nailed and clenched to triple laminated Spotted Gum hardwood frames . She has a teak deck with varnished Rosewood margins with Cedar and Rosewood used on the raised cabin house with its distinctive Alden double windows. Between 1946 and 1951 5 examples of design 0823 were built.
She left Tuncurry on June 5th 1951 as reported in the Dungog Chronicle: The 57-foot ketch, 'Wraith Of Odin' is on its maiden voyage to Sydney from Tuncurry. The owner of the ketch is Mr. Brian O'Brien, a medical research officer at the Sydney University. It was built by Messrs. Jahnsen and Royan, of Tuncurry, at a cost of £12,000. Mr. O'Brien will be accompanied by his wife, son and daughter; Dr. Gabriel and Mr. Eric Dahlen, of Sydney, Mr. and Mrs. Jahnsen and their five children, Mary, Jill, Lorraine, Barry and Harvey. The ketch took almost two years to build. It has two masts, one 70ft. and the other 50ft., a beam of 14ft. 2in., and. a 7ft. draught. It is powered by a 52 h.p. Scammel engine and can cruise at 8 knots. The interior is luxuriously finished in rose-wood and cedar. It has eight bunks, a galley and bathroom. Its overall weight is 29 tons Mr. O'Brien intends entering the ketch in, next year's Sydney-Hobart yacht race and sailing around the world on a scientific exploratory cruise.
The O'Brien family lived aboard the yacht in Mosman Bay as reported in the Barrier Miner - Monday 22 December 1952
CHILDREN IN YACHT RACE
Sydney. - Two children aged four and three, will sail with their parents in the Sydney-Hobart yacht race, which begins on Friday. They are Corinne and Roderick O'Brien, whose father (Brian O'Brien) is a university lecturer.
The O'Brien family lived on board the £14,000 ketch Wraith of Odin in Mosman Bay since it was launched 18 months ago. It will carry a crew of nine in the race.
In 1997 she was sold to Keith Glover and underwent a 5 year restoration in Port Macquarie, NSW, Australia (1997-2002). Her ketch rig was increased via Alden Office consultation and she had a new deck, boat “gutted” all fitout being removed, numbered and restored prior to refitting as per original design and build drawings. Since her restoration she has won every con’course event entered, raced in every classic race and represented Australia in Classic racing in New Zealand in 2010. She is kept at the RQYS Brisbane, Australia.
Image Source: Wraith of Odin
All Images in this photostream are Copyright - Great Lakes Manning River Shipping and/or their individual owners as may be stated above and may not be downloaded, reproduced, or used in any way without prior written approval.
GREAT LAKES MANNING RIVER SHIPPING, NSW - Flickr Group --> Alphabetical Boat Index --> Boat builders Index --> Tags List
Claas Lexion 770TT + 1230 Vario 41ft Header.
John Deere 6125R + AW Trailer.
(Bassmead Manor, Beds. 17/8/18)
The 203.41ft /62m Custom motor yacht 'ROMA' was built in 2010 by Viareggio SuperYachts. This luxury vessel's sophisticated exterior design and engineering are the work of Espen Oeino. The yacht's interior has been designed by Newcruise and her exterior styling is by Espen Oeino.
RoMa's interior layout sleeps up to 12 guests in 6 staterooms, including a master suite, 4 double cabins and 1 twin cabin. She is also capable of carrying up to 17 crew onboard to ensure a relaxed luxury yacht experience. Timeless styling, beautiful furnishings and sumptuous seating feature throughout her living areas to create an elegant and comfortable atmosphere.
Quoting Smithsonian National Air and Space Museum | Northrop N1M:
John K. "Jack" Northrop's dream of a flying wing became a reality on July 3, 1940, when his N-1M (Northrop Model 1 Mockup) first flew. One of the world's preeminent aircraft designers and creator of the Lockheed Vega and Northrop Alpha, Northrop had experimented with flying wings for over a decade, believing they would have less drag and greater efficiency than conventional designs. His 1929 flying wing, while successful, had twin tail booms and a conventional tail. In the N-1M he created a true flying wing.
Built of plywood around a tubular steel frame, the N-1M was powered by two 65-horsepower Lycoming engines, later replaced with two 120-horsepower Franklins. While its flying characteristics were marginal, the N-1M led to other designs, including the Northrop XB-35 and YB-49 strategic bombers and ultimately the B-2 stealth bomber.
Transferred from the United States Air Force.
Manufacturer:
Date:
1940
Country of Origin:
United States of America
Dimensions:
Wingspan: 11.6 m (38 ft)
Length: 5.2 m (17 ft)
Height: 1.5 m (5 ft)
Weight, gross: 1,814 kg (4,000 lb)
Top speed: 322 km/h (200 mph)
Engine: 2 Franklin 6AC264F2, 120 hp
Overall: 72in. (182.9cm)
Other: 72 x 204 x 456in. (182.9 x 518.2 x 1158.2cm)
Materials:
Overall: Plywood
Physical Description:
Twin engine flying wing: Wood, painted yellow.
Long Flat Reclamation/Irrigation Settlement is east of Murray Bridge township.
LONG FLAT HALL OPENING CEREMONY
Thursday, September 6 was a red letter day in the history of Long Flat, for on that evening their hall was opened. The working committee, Messrs P Opie (chairman), W Wundersitz, (treasurer), and P V Ryan (secretary), have worked energetically is putting it mildly.
The large crowd which assembled at the hall on Thursday was indeed a tribute to their labours. The gathering was one of the largest the district has known for many a day, there being between 300 and 400 people present. The crowd was altogether beyond expectation and large enough to fill the hall three times over.
Nevertheless everyone enjoyed themselves thoroughly, and the ladies' committee made valiant efforts to cope with the extra demand for supper. Widespread interest was evinced, visitors coming from Murray Bridge, Monteith, and even Tailem Bend, and other parts of the district. Nearly 100 made the trip from Murray Bridge alone.
The circumstances surrounding the arrangement for the erection of the hall have already been explained in the Courier, so it is not necessary to repeat them here, suffice it to say that the building is a neat wood and galvanized iron structure 41ft long and 20ft wide. The floor is 31ft long, there being a neat 10ft stage. At the back is a small room which can be utilized as a dressing or supper room.
It is erected on a square chain of Mr Wundersitz's land, which has been rented for a nominal sum.
When it is stated that the first public meeting was held on July 7 to discuss the matter and that less than two months later the hall was completed and opened it will be seen that no time was lost. The hall is lit by acetylene gas, there being six burners. Mr W Standen was the contractor, his price being £147 10/.
On Thursday evening Mr Opie presided and, asked the Hon J Cowan MLC to perform the opening ceremony. The Hon J Cowan said it afforded him great pleasure to be present that evening and declare the hall open. It was a little overcrowded that evening, but of course, the committee would not always have to deal with such large crowds.
He remembered the time when Murray Bridge was a very small place, and people would not turn out as they had done that evening. The reclaimed areas were practically suburbs of Murray Bridge and were very popular with the townsfolk.
Up to that time they had had no hall in which to hold meetings, church service, and concerts, &c., but now they had a building which would meet all requirements. Apart from entertainments there was something still more beneficial. He referred to the establishment for the school.
After supper the hall was cleared, and dancing indulged in until the "wee sma' hours." Mr. Wundersitz had kindly lent his barn, and to this building a large number repaired and merrily tripped the light fantastic.
The committee desire to specially thank Mrs Schultze for her extreme kindness in loaning her valuable piano for the evening, and also for her energetic and successful efforts in collecting funds. This was deeply appreciated, as also was the running free of several motor boats from Murray Bridge.
The receipts on the opening night totalled between £14 and £15. Altogether nearly £30 has been collected. [Ref: Mount Barker Courier and Onkaparinga and Gumeracha Advertiser 15-9-1911]
*The Government will now be asked to supply a school teacher and pay the usual 7 per cent, on the cost of construction per annum for school accommodation. The guarantors of the money, which was loaned from the Bank of Adelaide, are Messrs P Opie, Ryan, Corder, Mann, Doyle, Foster, Turner, and Rouse. [Ref: Observer 16-9-1911]
*It is intended to further add to the attractiveness of the Long Flat Hall by putting in a piano. Mr P Opie went to Adelaide this week to make arrangements for the purchase of an instrument.
Further, the residents intend to erect a proper landing place at a point immediately opposite the bottom end of the island, within five minutes walk of the hall which will greatly convenience visitors from the Bridge and elsewhere. [Ref: Mount Barker Courier & Onkaparinga & Gumeracha Advertiser 29-9-1911]
*Piano purchase for Long Flat Hall – advertisement Ref: Express & Telegraph (Adelaide) 3-11-1911
*BOY SCOUTS' CONCERT
On Wednesday, February 16, a concert in aid of the funds of the Boy Scouts was given at Long Flat. The Scouts, accompanied by the Town Band and a number of townspeople, made the journey by motor launch, and, on arrival, Mr A Duncan presided, while Scoutmaster Dyke took charge of the boys.
The concert commenced in the Long Flat hall, which Mr P Opie had arranged in excellent style, but owing to the inadequacy of the hall to accommodate the people, it was decided to continue the concert in the open air.
Mr Duncan, in the course of a preliminary address, eulogised the Boy Scout movement, and referred to the self-sacrifice of Scoutmaster Dyke, who gave up many of his hours of leisure in order to devote himself to the interests of the boys, who were the greatest asset to the country. He was very pleased to see so many Long Flat residents present, as it showed that they all sympathised with the movement, and were ready to assist in whatever manner they could.
At the close of the concert refreshments, provided by the ladies of Long Flat, were served, and after the Scouts had embarked for home a dance was held. Too much praise cannot be given to the residents of Long Flat for their support, and a special mede of praise is due to Mr Peter Opie for his untiring efforts and sacrifice. [Ref: Mount Barker Courier and Onkaparinga and Gumeracha Advertiser 25-2-1916]
*LATE PRIVATE A J MUGFORD
When the news was received in Murray Bridge that Private "Jack" Mugford had paid the price for the Empire it cast quite a gloom over the town and district. The young soldier was of a retiring disposition, and prior to enlisting had been employed as a cleaner in the Locomotive Branch of the Railways Department at Murray Bridge, and earned the respect of the superintendent (Mr W J Hooper) and his mates in the sheds. He was born on May 22 1895, and was thus just turned 21 years of age. He entered the railway service on January 7 1915 and enlisted on July 22, 1915. Great sympathy is felt for the bereaved parents. On Tuesday night an "In Memoriam" service was held in the Long Flat Hall. [Ref: Mount Barker Courier and Onkaparinga and Gumeracha Advertiser 25-8-1916]
*LONG FLAT WORKERS
A concert, social, dance and strawberry fete, in aid of the Red Cross Society, will be held at the Long Flat Hall on Wednesday next. Mr Parish MP, will officially open the fete at 8 pm. Special boats will leave Murray Bridge wharf at 7.30 pm, and will return at the close. Conveyances will meet boat and take passengers to the hall. [Ref: Mount Barker Courier and Onkaparinga and Gumeracha Advertiser (SA : 1880 - 1954), Friday 10 November 1916, page 4
*LONG FLAT HALL – free of debt
The hall being declared free of debt, Long Flat settlers celebrated the occasion by holding a fancy dress ball. The hall was opened by the Hon. John Cowan in 1911. Mr. P. E. Opie was first president, and P. V. Ryan acted as secretary. Various settlers have since held office, including Mr. J. W. E. Baldock (retiring president), whose efforts since his settling at Long Flat 14 years ago have considerably helped in freeing the hall of debt.
Seen on parade were Janet Mitchell (in 18tli century dress), Grace McCullock (Pierrette). Mary Anderson (Argentine dancer), Rita Anderson (columbine), Sil. Ware (digger). Miss Applecamp (bed time), Eileen Attwell (burglar), Mr. Cliff Miller (clown). The characters were well sustained. Cliff Miller carried out his antics with considerable credit.
Supper was served at 10.30, when Mr. Les. Baker (president) thanked Mr. George Anderson for his generous services as promoter and M.C. of the dances that have helped appreciably in reducing the hall debt. Music was rendered by Mr. Fred Wegener and Art. Pilmore. [Ref: Mount Barker Courier and Onkaparinga and Gumeracha Advertiser 10-10-1930]
***Very heavy rainfall in 1931 resulted in the River Murray breaking its banks causing havoc for many settlements. From that time there appears to be no mention of the Long Flat Hall.
*Ten Reclaimed Areas Submerged in 13 Days
Murray Bridge September 1
Long Flat, about three miles below Murray Bridge was flooded today.
By 6pm all Long Flat swamp was covered and the breach in the bank had increased to 30 yards.
Long Flat farmers, who had spent the night on the levee, where two serious slips had occurred, were sleeping when the alarm was given at 11.30am. Those on the bank hurried to the spot but found that the sheets of galvanized iron were the only protection against the river. It was only a matter of seconds before the water hurled side the iron and poured into the settlement. [Ref: Chronicle 3-9-1931]
Y8 - Y Class
(Commissioned Y class are now known as the 2150 class)
Owners: TGR, AN, Tasrail | Power: 600kW (800hp) | Motor: EE 6SRKT | Wheel Arrangement: Bo - Bo | Weight: 59t
Allowable load on 1:40 grade: 360t | Wheel Arrangement: Bo - Bo | Length over headstocks: 12.7m (41ft 7in) | Introduced: 1961 | Built By: TGR Workshops, Launceston | Number Preserved: 5 | Number In Service: 2 | Total Number Built: 8
Loco specs: RailTasmania.com
GWR Large Prairie, No 4141. The class was built between 1903 and 1949 ~ 4141 was built in Swindon in 1946. It's a member of the GWR 5101 class, commonly known as a Large Prairie, being 41ft in length 5'8" driving wheels and weighing 79.71 tonnes. It is a medium sized tank engine with a 2-6-2T wheel arrangement designed for suburban and local passenger services and was often seen with GWR and BR suburban coaches such as those under restoration at the Epping Ongar railway
North Weald station, Epping Ongar Railway, Essex, UK
See more photos of this, and the Wikipedia article.
Details, quoting from Smithsonian National Air and Space Museum | Curtiss P-40E Warhawk (Kittyhawk IA):
Whether known as the Warhawk, Tomahawk, or Kittyhawk, the Curtiss P-40 proved to be a successful, versatile fighter during the first half of World War II. The shark-mouthed Tomahawks that Gen. Claire Chennault's "Flying Tigers" flew in China against the Japanese remain among the most popular airplanes of the war. P-40E pilot Lt. Boyd D. Wagner became the first American ace of World War II when he shot down six Japanese aircraft in the Philippines in mid-December 1941.
Curtiss-Wright built this airplane as Model 87-A3 and delivered it to Canada as a Kittyhawk I in 1941. It served until 1946 in No. 111 Squadron, Royal Canadian Air Force. U.S. Air Force personnel at Andrews Air Force Base restored it in 1975 to represent an aircraft of the 75th Fighter Squadron, 23rd Fighter Group, 14th Air Force.
Donated by the Exchange Club in Memory of Kellis Forbes.
Manufacturer:
Date:
1939
Country of Origin:
United States of America
Dimensions:
Overall: 330 x 970cm, 2686kg, 1140cm (10ft 9 15/16in. x 31ft 9 7/8in., 5921.6lb., 37ft 4 13/16in.)
Materials:
All-metal, semi-monocoque
Physical Description:
Single engine, single seat, fighter aircraft.
• • • • •
See more photos of this, and the Wikipedia article.
Details, quoting from Smithsonian National Air and Space Museum | Lockheed SR-71 Blackbird:
No reconnaissance aircraft in history has operated globally in more hostile airspace or with such complete impunity than the SR-71, the world's fastest jet-propelled aircraft. The Blackbird's performance and operational achievements placed it at the pinnacle of aviation technology developments during the Cold War.
This Blackbird accrued about 2,800 hours of flight time during 24 years of active service with the U.S. Air Force. On its last flight, March 6, 1990, Lt. Col. Ed Yielding and Lt. Col. Joseph Vida set a speed record by flying from Los Angeles to Washington, D.C., in 1 hour, 4 minutes, and 20 seconds, averaging 3,418 kilometers (2,124 miles) per hour. At the flight's conclusion, they landed at Washington-Dulles International Airport and turned the airplane over to the Smithsonian.
Transferred from the United States Air Force.
Manufacturer:
Designer:
Date:
1964
Country of Origin:
United States of America
Dimensions:
Overall: 18ft 5 15/16in. x 55ft 7in. x 107ft 5in., 169998.5lb. (5.638m x 16.942m x 32.741m, 77110.8kg)
Other: 18ft 5 15/16in. x 107ft 5in. x 55ft 7in. (5.638m x 32.741m x 16.942m)
Materials:
Titanium
Physical Description:
Twin-engine, two-seat, supersonic strategic reconnaissance aircraft; airframe constructed largley of titanium and its alloys; vertical tail fins are constructed of a composite (laminated plastic-type material) to reduce radar cross-section; Pratt and Whitney J58 (JT11D-20B) turbojet engines feature large inlet shock cones.
• • • • •
See more photos of this, and the Wikipedia article.
Details, quoting from Smithsonian National Air and Space Museum | Vought F4U-1D Corsair:
By V-J Day, September 2, 1945, Corsair pilots had amassed an 11:1 kill ratio against enemy aircraft. The aircraft's distinctive inverted gull-wing design allowed ground clearance for the huge, three-bladed Hamilton Standard Hydromatic propeller, which spanned more than 4 meters (13 feet). The Pratt and Whitney R-2800 radial engine and Hydromatic propeller was the largest and one of the most powerful engine-propeller combinations ever flown on a fighter aircraft.
Charles Lindbergh flew bombing missions in a Corsair with Marine Air Group 31 against Japanese strongholds in the Pacific in 1944. This airplane is painted in the colors and markings of the Corsair Sun Setter, a Marine close-support fighter assigned to the USS Essex in July 1944.
Transferred from the United States Navy.
Manufacturer:
Date:
1940
Country of Origin:
United States of America
Dimensions:
Overall: 460 x 1020cm, 4037kg, 1250cm (15ft 1 1/8in. x 33ft 5 9/16in., 8900lb., 41ft 1/8in.)
Materials:
All metal with fabric-covered wings behind the main spar.
Physical Description:
R-2800 radial air-cooled engine with 1,850 horsepower, turned a three-blade Hamilton Standard Hydromatic propeller with solid aluminum blades spanning 13 feet 1 inch; wing bent gull-shaped on both sides of the fuselage.
Quoting Smithsonian National Air and Space Museum | Lockheed SR-71 Blackbird:
No reconnaissance aircraft in history has operated globally in more hostile airspace or with such complete impunity than the SR-71, the world's fastest jet-propelled aircraft. The Blackbird's performance and operational achievements placed it at the pinnacle of aviation technology developments during the Cold War.
This Blackbird accrued about 2,800 hours of flight time during 24 years of active service with the U.S. Air Force. On its last flight, March 6, 1990, Lt. Col. Ed Yielding and Lt. Col. Joseph Vida set a speed record by flying from Los Angeles to Washington, D.C., in 1 hour, 4 minutes, and 20 seconds, averaging 3,418 kilometers (2,124 miles) per hour. At the flight's conclusion, they landed at Washington-Dulles International Airport and turned the airplane over to the Smithsonian.
Transferred from the United States Air Force.
Manufacturer:
Designer:
Date:
1964
Country of Origin:
United States of America
Dimensions:
Overall: 18ft 5 15/16in. x 55ft 7in. x 107ft 5in., 169998.5lb. (5.638m x 16.942m x 32.741m, 77110.8kg)
Other: 18ft 5 15/16in. x 107ft 5in. x 55ft 7in. (5.638m x 32.741m x 16.942m)
Materials:
Titanium
Physical Description:
Twin-engine, two-seat, supersonic strategic reconnaissance aircraft; airframe constructed largley of titanium and its alloys; vertical tail fins are constructed of a composite (laminated plastic-type material) to reduce radar cross-section; Pratt and Whitney J58 (JT11D-20B) turbojet engines feature large inlet shock cones.
• • • • •
See more photos of this, and the Wikipedia article.
Details, quoting from Smithsonian National Air and Space Museum | Vought F4U-1D Corsair:
By V-J Day, September 2, 1945, Corsair pilots had amassed an 11:1 kill ratio against enemy aircraft. The aircraft's distinctive inverted gull-wing design allowed ground clearance for the huge, three-bladed Hamilton Standard Hydromatic propeller, which spanned more than 4 meters (13 feet). The Pratt and Whitney R-2800 radial engine and Hydromatic propeller was the largest and one of the most powerful engine-propeller combinations ever flown on a fighter aircraft.
Charles Lindbergh flew bombing missions in a Corsair with Marine Air Group 31 against Japanese strongholds in the Pacific in 1944. This airplane is painted in the colors and markings of the Corsair Sun Setter, a Marine close-support fighter assigned to the USS Essex in July 1944.
Transferred from the United States Navy.
Manufacturer:
Date:
1940
Country of Origin:
United States of America
Dimensions:
Overall: 460 x 1020cm, 4037kg, 1250cm (15ft 1 1/8in. x 33ft 5 9/16in., 8900lb., 41ft 1/8in.)
Materials:
All metal with fabric-covered wings behind the main spar.
Physical Description:
R-2800 radial air-cooled engine with 1,850 horsepower, turned a three-blade Hamilton Standard Hydromatic propeller with solid aluminum blades spanning 13 feet 1 inch; wing bent gull-shaped on both sides of the fuselage.
Long Description:
On February 1, 1938, the United States Navy Bureau of Aeronautics requested proposals from American aircraft manufacturers for a new carrier-based fighter airplane. During April, the Vought Aircraft Corporation responded with two designs and one of them, powered by a Pratt & Whitney R-2800 engine, won the competition in June. Less than a year later, Vought test pilot Lyman A. Bullard, Jr., first flew the Vought XF4U-1 prototype on May 29, 1940. At that time, the largest engine driving the biggest propeller ever flown on a fighter aircraft propelled Bullard on this test flight. The R-2800 radial air-cooled engine developed 1,850 horsepower and it turned a three-blade Hamilton Standard Hydromatic propeller with solid aluminum blades spanning 13 feet 1 inch.
The airplane Bullard flew also had another striking feature, a wing bent gull-shaped on both sides of the fuselage. This arrangement gave additional ground clearance for the propeller and reduced drag at the wing-to-fuselage joint. Ironically for a 644-kph (400 mph) airplane, Vought covered the wing with fabric behind the main spar, a practice the company also followed on the OS2U Kingfisher (see NASM collection).
When naval air strategists had crafted the requirements for the new fighter, the need for speed had overridden all other performance goals. With this in mind, the Bureau of Aeronautics selected the most powerful air-cooled engine available, the R-2800. Vought assembled a team, lead by chief designer Rex Biesel, to design the best airframe around this powerful engine. The group included project engineer Frank Albright, aerodynamics engineer Paul Baker, and propulsion engineer James Shoemaker. Biesel and his team succeeded in building a very fast fighter but when they redesigned the prototype for production, they were forced to make an unfortunate compromise.
The Navy requested heavier armament for production Corsairs and Biesel redesigned each outboard folding wing panel to carry three .50 caliber machine guns. These guns displaced fuel tanks installed in each wing leading edge. To replace this lost capacity, an 897-liter (237 gal) fuselage tank was installed between the cockpit and the engine. To maintain the speedy and narrow fuselage profile, Biesel could not stack the cockpit on top of the tank, so he moved it nearly three feet aft. Now the wing completely blocked the pilot's line of sight during the most critical stages of landing. The early Corsair also had a vicious stall, powerful torque and propeller effects at slow speed, a short tail wheel strut, main gear struts that often bounced the airplane at touchdown, and cowl flap actuators that leaked oil onto the windshield. These difficulties, combined with the lack of cockpit visibility, made the airplane nearly impossible to land on the tiny deck of an aircraft carrier. Navy pilots soon nicknamed the F4U the 'ensign eliminator' for its tendency to kill these inexperienced aviators. The Navy refused to clear the F4U for carrier operations until late in 1944, more than seven years after the project started.
This flaw did not deter the Navy from accepting Corsairs because Navy and Marine pilots sorely needed an improved fighter to replace the Grumman F4F Wildcat (see NASM collection). By New Year's Eve, 1942, the service owned 178 F4U-1 airplanes. Early in 1943, the Navy decided to divert all Corsairs to land-based United States Marine Corps squadrons and fill Navy carrier-based units with the Grumman F6F Hellcat (see NASM collection). At its best speed of 612 kph (380 mph) at 6,992 m (23,000 ft), the Hellcat was about 24 kph (15 mph) slower than the Corsair but it was a joy to fly aboard the carrier. The F6F filled in splendidly until improvements to the F4U qualified it for carrier operations. Meanwhile, the Marines on Guadalcanal took their Corsairs into combat and engaged the enemy for the first time on February 14, 1943, six months before Hellcat pilots on that battle-scared island first encountered enemy aircraft.
The F4U had an immediate impact on the Pacific air war. Pilots could use the Corsair's speed and firepower to engage the more maneuverable Japanese airplanes only when the advantage favored the Americans. Unprotected by armor or self-sealing fuel tanks, no Japanese fighter or bomber could withstand for more than a few seconds the concentrated volley from the six .50 caliber machine guns carried by a Corsair. Major Gregory "Pappy" Boyington assumed command of Marine Corsair squadron VMF-214, nicknamed the 'Black Sheep' squadron, on September 7, 1943. During less than 5 months of action, Boyington received credit for downing 28 enemy aircraft. Enemy aircraft shot him down on January 3, 1944, but he survived the war in a Japanese prison camp.
In May and June 1944, Charles A. Lindbergh flew Corsair missions with Marine pilots at Green Island and Emirau. On September 3, 1944, Lindbergh demonstrated the F4U's bomb hauling capacity by flying a Corsair from Marine Air Group 31 carrying three bombs each weighing 450 kg (1,000 lb). He dropped this load on enemy positions at Wotje Atoll. On the September 8, Lindbergh dropped the first 900-kg (2,000 lb) bomb during an attack on the atoll. For the finale five days later, the Atlantic flyer delivered a 900-kg (2,000 lb) bomb and two 450-kg (1,000 lb) bombs. Lindbergh went ahead and flew these missions after the commander of MAG-31 informed him that if he was forced down and captured, the Japanese would almost certainly execute him.
As of V-J Day, September 2, 1945, the Navy credited Corsair pilots with destroying 2,140 enemy aircraft in aerial combat. The Navy and Marines lost 189 F4Us in combat and 1,435 Corsairs in non-combat accidents. Beginning on February 13, 1942, Marine and Navy pilots flew 64,051 operational sorties, 54,470 from runways and 9,581 from carrier decks. During the war, the British Royal Navy accepted 2,012 Corsairs and the Royal New Zealand Air Force accepted 364. The demand was so great that the Goodyear Aircraft Corporation and the Brewster Aeronautical Corporation also produced the F4U.
Corsairs returned to Navy carrier decks and Marine airfields during the Korean War. On September 10, 1952, Captain Jesse Folmar of Marine Fighter Squadron VMF-312 destroyed a MiG-15 in aerial combat over the west coast of Korea. However, F4U pilots did not have many air-to-air encounters over Korea. Their primary mission was to support Allied ground units along the battlefront.
After the World War II, civilian pilots adapted the speedy bent-wing bird from Vought to fly in competitive air races. They preferred modified versions of the F2G-1 and -2 originally built by Goodyear. Corsairs won the prestigious Thompson Trophy twice. In 1952, Vought manufactured 94 F4U-7s for the French Navy, and these aircraft saw action over Indochina but this order marked the end of Corsair production. In production longer than any other U.S. fighter to see service in World War II, Vought, Goodyear, and Brewster built a total of 12,582 F4Us.
The United States Navy donated an F4U-1D to the National Air and Space Museum in September 1960. Vought delivered this Corsair, Bureau of Aeronautics serial number 50375, to the Navy on April 26, 1944. By October, pilots of VF-10 were flying it but in November, the airplane was transferred to VF-89 at Naval Air Station Atlantic City. It remained there as the squadron moved to NAS Oceana and NAS Norfolk. During February 1945, the Navy withdrew the airplane from active service and transferred it to a pool of surplus aircraft stored at Quantico, Virginia. In 1980, NASM craftsmen restored the F4U-1D in the colors and markings of a Corsair named "Sun Setter," a fighter assigned to Marine Fighter Squadron VMF-114 when that unit served aboard the "USS Essex" in July 1944.
• • •
Quoting from Wikipedia | Vought F4U Corsair:
The Chance Vought F4U Corsair was a carrier-capable fighter aircraft that saw service primarily in World War II and the Korean War. Demand for the aircraft soon overwhelmed Vought's manufacturing capability, resulting in production by Goodyear and Brewster: Goodyear-built Corsairs were designated FG and Brewster-built aircraft F3A. From the first prototype delivery to the U.S. Navy in 1940, to final delivery in 1953 to the French, 12,571 F4U Corsairs were manufactured by Vought, in 16 separate models, in the longest production run of any piston-engined fighter in U.S. history (1942–1953).
The Corsair served in the U.S. Navy, U.S. Marines, Fleet Air Arm and the Royal New Zealand Air Force, as well as the French Navy Aeronavale and other, smaller, air forces until the 1960s. It quickly became the most capable carrier-based fighter-bomber of World War II. Some Japanese pilots regarded it as the most formidable American fighter of World War II, and the U.S. Navy counted an 11:1 kill ratio with the F4U Corsair.
F4U-1D (Corsair Mk IV): Built in parallel with the F4U-1C, but was introduced in April 1944. It had the new -8W water-injection engine. This change gave the aircraft up to 250 hp (190 kW) more power, which, in turn, increased performance. Speed, for example, was boosted from 417 miles per hour (671 km/h) to 425 miles per hour (684 km/h). Because of the U.S. Navy's need for fighter-bombers, it had a payload of rockets double the -1A's, as well as twin-rack plumbing for an additional belly drop tank. Such modifications necessitated the need for rocket tabs (attached to fully metal-plated underwing surfaces) and bomb pylons to be bolted on the fighter, however, causing extra drag. Additionally, the role of fighter-bombing was a new task for the Corsair and the wing fuel cells proved too vulnerable and were removed.[] The extra fuel carried by the two drop tanks would still allow the aircraft to fly relatively long missions despite the heavy, un-aerodynamic load. The regular armament of six machine guns were implemented as well. The canopies of most -1Ds had their struts removed along with their metal caps, which were used — at one point — as a measure to prevent the canopies' glass from cracking as they moved along the fuselage spines of the fighters.[] Also, the clear-view style "Malcolm Hood" canopy used initially on Supermarine Spitfire and P-51C Mustang aircraft was adopted as standard equipment for the -1D model, and all later F4U production aircraft. Additional production was carried out by Goodyear (FG-1D) and Brewster (F3A-1D). In Fleet Air Arm service, the latter was known as the Corsair III, and both had their wingtips clipped by 8" per wing to allow storage in the lower hangars of British carriers.
Quoting Smithsonian National Air and Space Museum | Lockheed SR-71 Blackbird:
No reconnaissance aircraft in history has operated globally in more hostile airspace or with such complete impunity than the SR-71, the world's fastest jet-propelled aircraft. The Blackbird's performance and operational achievements placed it at the pinnacle of aviation technology developments during the Cold War.
This Blackbird accrued about 2,800 hours of flight time during 24 years of active service with the U.S. Air Force. On its last flight, March 6, 1990, Lt. Col. Ed Yielding and Lt. Col. Joseph Vida set a speed record by flying from Los Angeles to Washington, D.C., in 1 hour, 4 minutes, and 20 seconds, averaging 3,418 kilometers (2,124 miles) per hour. At the flight's conclusion, they landed at Washington-Dulles International Airport and turned the airplane over to the Smithsonian.
Transferred from the United States Air Force.
Manufacturer:
Designer:
Date:
1964
Country of Origin:
United States of America
Dimensions:
Overall: 18ft 5 15/16in. x 55ft 7in. x 107ft 5in., 169998.5lb. (5.638m x 16.942m x 32.741m, 77110.8kg)
Other: 18ft 5 15/16in. x 107ft 5in. x 55ft 7in. (5.638m x 32.741m x 16.942m)
Materials:
Titanium
Physical Description:
Twin-engine, two-seat, supersonic strategic reconnaissance aircraft; airframe constructed largley of titanium and its alloys; vertical tail fins are constructed of a composite (laminated plastic-type material) to reduce radar cross-section; Pratt and Whitney J58 (JT11D-20B) turbojet engines feature large inlet shock cones.
• • • • •
Quoting Smithsonian National Air and Space Museum | Vought F4U-1D Corsair :
By V-J Day, September 2, 1945, Corsair pilots had amassed an 11:1 kill ratio against enemy aircraft. The aircraft's distinctive inverted gull-wing design allowed ground clearance for the huge, three-bladed Hamilton Standard Hydromatic propeller, which spanned more than 4 meters (13 feet). The Pratt and Whitney R-2800 radial engine and Hydromatic propeller was the largest and one of the most powerful engine-propeller combinations ever flown on a fighter aircraft.
Charles Lindbergh flew bombing missions in a Corsair with Marine Air Group 31 against Japanese strongholds in the Pacific in 1944. This airplane is painted in the colors and markings of the Corsair Sun Setter, a Marine close-support fighter assigned to the USS Essex in July 1944.
Transferred from the United States Navy.
Manufacturer:
Date:
1940
Country of Origin:
United States of America
Dimensions:
Overall: 460 x 1020cm, 4037kg, 1250cm (15ft 1 1/8in. x 33ft 5 9/16in., 8900lb., 41ft 1/8in.)
Materials:
All metal with fabric-covered wings behind the main spar.
Physical Description:
R-2800 radial air-cooled engine with 1,850 horsepower, turned a three-blade Hamilton Standard Hydromatic propeller with solid aluminum blades spanning 13 feet 1 inch; wing bent gull-shaped on both sides of the fuselage.
See more photos of this, and the Wikipedia article.
Details, quoting from Smithsonian National Air and Space Museum | Lockheed SR-71 Blackbird:
No reconnaissance aircraft in history has operated globally in more hostile airspace or with such complete impunity than the SR-71, the world's fastest jet-propelled aircraft. The Blackbird's performance and operational achievements placed it at the pinnacle of aviation technology developments during the Cold War.
This Blackbird accrued about 2,800 hours of flight time during 24 years of active service with the U.S. Air Force. On its last flight, March 6, 1990, Lt. Col. Ed Yielding and Lt. Col. Joseph Vida set a speed record by flying from Los Angeles to Washington, D.C., in 1 hour, 4 minutes, and 20 seconds, averaging 3,418 kilometers (2,124 miles) per hour. At the flight's conclusion, they landed at Washington-Dulles International Airport and turned the airplane over to the Smithsonian.
Transferred from the United States Air Force.
Manufacturer:
Designer:
Date:
1964
Country of Origin:
United States of America
Dimensions:
Overall: 18ft 5 15/16in. x 55ft 7in. x 107ft 5in., 169998.5lb. (5.638m x 16.942m x 32.741m, 77110.8kg)
Other: 18ft 5 15/16in. x 107ft 5in. x 55ft 7in. (5.638m x 32.741m x 16.942m)
Materials:
Titanium
Physical Description:
Twin-engine, two-seat, supersonic strategic reconnaissance aircraft; airframe constructed largley of titanium and its alloys; vertical tail fins are constructed of a composite (laminated plastic-type material) to reduce radar cross-section; Pratt and Whitney J58 (JT11D-20B) turbojet engines feature large inlet shock cones.
See more photos of this, and the Wikipedia article.
Details, quoting from Smithsonian National Air and Space Museum | Lockheed SR-71 Blackbird:
No reconnaissance aircraft in history has operated globally in more hostile airspace or with such complete impunity than the SR-71, the world's fastest jet-propelled aircraft. The Blackbird's performance and operational achievements placed it at the pinnacle of aviation technology developments during the Cold War.
This Blackbird accrued about 2,800 hours of flight time during 24 years of active service with the U.S. Air Force. On its last flight, March 6, 1990, Lt. Col. Ed Yielding and Lt. Col. Joseph Vida set a speed record by flying from Los Angeles to Washington, D.C., in 1 hour, 4 minutes, and 20 seconds, averaging 3,418 kilometers (2,124 miles) per hour. At the flight's conclusion, they landed at Washington-Dulles International Airport and turned the airplane over to the Smithsonian.
Transferred from the United States Air Force.
Manufacturer:
Designer:
Date:
1964
Country of Origin:
United States of America
Dimensions:
Overall: 18ft 5 15/16in. x 55ft 7in. x 107ft 5in., 169998.5lb. (5.638m x 16.942m x 32.741m, 77110.8kg)
Other: 18ft 5 15/16in. x 107ft 5in. x 55ft 7in. (5.638m x 32.741m x 16.942m)
Materials:
Titanium
Physical Description:
Twin-engine, two-seat, supersonic strategic reconnaissance aircraft; airframe constructed largley of titanium and its alloys; vertical tail fins are constructed of a composite (laminated plastic-type material) to reduce radar cross-section; Pratt and Whitney J58 (JT11D-20B) turbojet engines feature large inlet shock cones.
The latest configuration of the H.P.117, a laminar flow configuration transport. The span, length and height are respectively: 148ft 10in, 149ft 6in and 41ft 9in. With 100,000lb of fuel this aircraft could carry 82,000lb of freight or 300 passengers over a 5,000-mile stage at Mach 0.8 with full BOAC reserves.
Quoting Smithsonian National Air and Space Museum | Vought F4U-1D Corsair:
By V-J Day, September 2, 1945, Corsair pilots had amassed an 11:1 kill ratio against enemy aircraft. The aircraft's distinctive inverted gull-wing design allowed ground clearance for the huge, three-bladed Hamilton Standard Hydromatic propeller, which spanned more than 4 meters (13 feet). The Pratt and Whitney R-2800 radial engine and Hydromatic propeller was the largest and one of the most powerful engine-propeller combinations ever flown on a fighter aircraft.
Charles Lindbergh flew bombing missions in a Corsair with Marine Air Group 31 against Japanese strongholds in the Pacific in 1944. This airplane is painted in the colors and markings of the Corsair Sun Setter, a Marine close-support fighter assigned to the USS Essex in July 1944.
Transferred from the United States Navy.
Manufacturer:
Date:
1940
Country of Origin:
United States of America
Dimensions:
Overall: 460 x 1020cm, 4037kg, 1250cm (15ft 1 1/8in. x 33ft 5 9/16in., 8900lb., 41ft 1/8in.)
Materials:
All metal with fabric-covered wings behind the main spar.
Physical Description:
R-2800 radial air-cooled engine with 1,850 horsepower, turned a three-blade Hamilton Standard Hydromatic propeller with solid aluminum blades spanning 13 feet 1 inch; wing bent gull-shaped on both sides of the fuselage.
PLEASE, no multi invitations, glitters or self promotion in your comments. My photos are FREE for anyone to use, just give me credit and it would be nice if you let me know, thanks - NONE OF MY PICTURES ARE HDR.
The first lighthouse was established here in 1875 but is no longer standing. This tower was built in 1950 to replace the first light.
Location: On cape, north entrance to St. Peter's Inlet
Began and Lit: 1950
Tower Height: 8.23 meters (27ft)
Light Height: 12.5 meters (41ft) above water level
Scenic Drive: Bras d'Or Lakes
Quoting Smithsonian National Air and Space Museum | Vought F4U-1D Corsair:
By V-J Day, September 2, 1945, Corsair pilots had amassed an 11:1 kill ratio against enemy aircraft. The aircraft's distinctive inverted gull-wing design allowed ground clearance for the huge, three-bladed Hamilton Standard Hydromatic propeller, which spanned more than 4 meters (13 feet). The Pratt and Whitney R-2800 radial engine and Hydromatic propeller was the largest and one of the most powerful engine-propeller combinations ever flown on a fighter aircraft.
Charles Lindbergh flew bombing missions in a Corsair with Marine Air Group 31 against Japanese strongholds in the Pacific in 1944. This airplane is painted in the colors and markings of the Corsair Sun Setter, a Marine close-support fighter assigned to the USS Essex in July 1944.
Transferred from the United States Navy.
Manufacturer:
Date:
1940
Country of Origin:
United States of America
Dimensions:
Overall: 460 x 1020cm, 4037kg, 1250cm (15ft 1 1/8in. x 33ft 5 9/16in., 8900lb., 41ft 1/8in.)
Materials:
All metal with fabric-covered wings behind the main spar.
Physical Description:
R-2800 radial air-cooled engine with 1,850 horsepower, turned a three-blade Hamilton Standard Hydromatic propeller with solid aluminum blades spanning 13 feet 1 inch; wing bent gull-shaped on both sides of the fuselage.