41ft photos on Flickr

Tunisia-3058 - Cisterns at Carthage by Dennis Jarvis

PLEASE, no multi invitations, glitters or self promotion in your comments, THEY WILL BE DELETED. 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 Ancient Roman Cisterns at Carthage are an impressive example of Roman engineering. The La Malga cisterns, built by the Romans at the beginning of the second century AD, to store water brought from the Zaghouan hills in an aqueduct 132km (82mi) long. Only 15 of the original 24 cisterns are now left, each 95m (312ft) long, 12.5m (41ft) wide and 11.50m (38ft) high.

Bus shot...

Tunisia-3057 - Cisterns at Carthage by Dennis Jarvis

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PLEASE, no multi invitations, glitters or self promotion in your comments, THEY WILL BE DELETED. 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 Ancient Roman Cisterns at Carthage are an impressive example of Roman engineering. The La Malga cisterns, built by the Romans at the beginning of the second century AD, to store water brought from the Zaghouan hills in an aqueduct 132km (82mi) long. Only 15 of the original 24 cisterns are now left, each 95m (312ft) long, 12.5m (41ft) wide and 11.50m (38ft) high.

Bus shot...

DGJ_4918 - Cape George Lighthouse (Bras d'Or Lakes) by Dennis Jarvis

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

DGJ_4435 - Queensport (Rook Island) Lighthouse by Dennis Jarvis

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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.

This lighthouse is on Rook Island at the entrance to Queensport Harbour. The first light was built here in 1882 and was lit by kerosene. This second lighthouse combination dwelling was constructed in 1936.

Location: On Rook Island, entrance to Queensport Harbour

Tower Height: 12.5m (41ft)

Light Height: 16.5m (54ft) above water level

Scenic Drive: Marine Drive

DGJ_4924 - Cape George Lighthouse (Bras d'Or Lakes) by Dennis Jarvis

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

'Wraith of Odin' anchored in the Tuncurry channel, circa 1956 by glmrsnsw

The ketch Wraith of Odin built by Alf Jahnsen & Leo Royan in 1951 is shown anchored in the Tuncurry channel. . She was built and launched on the north side of the fish co-op on land now known as Oxley Park.

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.

MORE TO BE ADDED

Note the sandstone ballast in the foreground.

Any addition information greatly appreciated.

________________________________

Image Source - Taken by Graham Nicholson's father, Jimmy Nicholson with a Kodak Box Brownie 620 camera Nicholson Family Collection.

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

CRW_9403(TM) by Locations Photography

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Court-at-Street, Kent.

The Bellirica Chapel or The Chapel of Our Lady of Court-at-Street, adjoined by a Type 24 Variant Pill Box.

The remains of the chapel of Bellirica are situated on the slope behind the Manor Farm at Court-at-Street and consist of a roofless ruin 23ft by 41ft, which appears to be early 16th century. Other structures, probably the Manor House, adjoined the chapel and the foundations can be seen a few inches below the surface.

It is certain that "in mediaeval days there existed a fortified manor house, [and] a church or chapel" at Court-at-Street, but by the beginning of the 16th century the chapel was in decay and was the abode of a hermit.

From 1525, the Chapel of Our Lady enjoyed a revival of fortune connected with Elizabeth Barton, the Holy Maid of Kent, and became a place of pilgrimage. Before becoming a nun at Canterbury, Elizabeth Barton had lived in Aldington. There she was visited with sickness which manifested itself in seizures and trances accompanied by wild speeches, and resulted (so says the statute-book) in “wekeness of her brayne”. The parson of Aldington, Richard Master, encouraged the woman to believe herself inspired, and spread exaggerated reports, with intent to increase the number of pilgrims to the chapel “for hys own lucre and advauntage”.

Instigated to play the prophetess, she predicted that if the King’s marriage with Anne Boleyn took place, she should be burnt and he would die a villain’s death. An immense crowd gathered at the chapel, in whose presence the nun became rapt:

“At her next voyage to our Lady of Court of Strete, she entred the Chappell with Ave Regina Coelorum in pricksong. . . . Thre fell she eftsoones into a marveilous passion before the Image of our Lady, much like a bodie diseased of the falling Evill, in the which she uttered sundry metricall and ryming speeches, tending to the worship of our Lady of Court of Strete, whose Chappell there shee wished to be better mainteined, and to be furnished with a daily singing Priest.”

A hermit chaplain, Sir William, was duly appointed, and “the Heremite was enriched by daily offering”. When the fame of the place was at its height in 1528 a typical bequest was made by Isabel, Lady Poynings:

“To the herymete of Curte of Strete vjs. viiid. To our Lady Chapel . . . a yard and two nails and a half cloth of gold, for a vestment.”

The chaplain himself was the subject of one of the nun’s “revelations”. Whilst she was at Canterbury, and he at Aldington, she announced “what meate the Heremite had to his supper, and many other things concerning him,” whereat people marvelled greatly. Lambarde’s account, in his Perambulation of Kent, was written within thirty six years of these events.

Elizabeth Barton herself may have been the victim of hallucinations, but her aiders and abetters who compiled the rolls of prophecies, were certainly guilty of fraud.

Bidden by an angel, she visited Henry VIII himself: possibly she told him the story repeated by Chapuys in a letter to Charles V, namely, that she had seen the seat prepared for him in hell (cf. p. 160). She confessed many mad follies to the archbishop, but desired permission to go again to Court at Street, and “there have a trance, and then know perfectly”. At length she admitted her treason against God and the King, and publicly confessed her falsehoods at Paul’s Cross. Cranmer declared, in 1533, that the feigned revelations of the false nun were had in abomination; and Sir Thomas More, who had once thought her pious, albeit strange and childish, now regarded her as “the wicked woman of Canterbury”.

Elizabeth Barton, the parson of Aldington, and their accomplices, were imprisoned, convicted of high treason, and executed in April, 1534: “This day the nun of Kent, with two Friars Observant, two monks, and one secular priest, were drawn from the Tower to Tyburn, and there hanged and beheaded”. The hermit escaped, but disappears from public notice.

His ruined chapel, the scene of all this excitement, is still standing…

From "The Hermits and Anchorites of England. Methuen & Co., London. 1914."

'Wraith of Odin' (1951 - ) - Frame under construction by glmrsnsw

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Wraith of Odin in construction 1947 - 48. The Memphis Belle, another vessel built by Alf Jahnsen and Leo Royan, sits behind; an almost complete unknown yacht that may be the Naiad also built by Jahnsen and Royan is in front.

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 - Nicholson Family Collection.

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

Vought F4U-1D Corsair by Scott Hanko

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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.

Manufacturer: Vought Aircraft Company

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.

Smithsonian National Air and Space Museum Steven F. Udvar-Hazy Center Virginia

MYSTERY II 1911 by Richard 999

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Liverpool, June 29, 2017: Two months after she was plucked from a maritime graveyard on the banks of the River Mersey, the 106 year old nobby MYSTERY II landed at the doors of the carpentry workshops of the Liverpool Community College.

The last-chance refit, planned and funded by the local Nobby Owners Association, demanded two road trailers and a 50T mobile crane, in an operation that took the 12.6m x 3.65m nobby inches under the first floor of an office block in Vauxhall Road, Liverpool, then up and over, in slings, to clear a 3-metre brick wall and avoid the 3.5m steel gateway that restricts access to the college workshops.

Built by James Armour at Fleetwood in 1911 for Frank Hughes of Egremont, Wallasey, the gaff-rigged trawler Mystery II won the Magazines Sailing Club Regatta in her very first summer. Seven decades later, after two world wars and a hard life fishing from Conwy in North Wales, she was still fast enough to come second in the 1990 Liverpool Nobby race, using a suit of borrowed sails.

Moored for years as the mysterious LL59 in the tideway near the Tranmere Oil Terminal, she was well-known to thousands of seafarers. Norval "Spike“ Brown owned her for fifty years. The Liverpool insurance broker Tom Middlebrook heard that she was in trouble early this year. The 41ft 6in nobby had been laid up near Riverbank Road in Bromborough, facing demolition.

Days later the Nobby Owners Association, formed in 1987 to "encourage the restoration of traditional Morecambe Bay prawners and Lancashire nobbies“ organised a rescue by Sealand Boat Deliveries, to haul her into the Bluepoint yard at Liverpool while the association arranged an overhaul by craftsmen and apprentices at the community college in Vauxhall Road. By mid-summer, the association ordered Sealand and a crack lifting team from Roadcraft Crane Hire to hoist the 11.5 tonne hull from a car park, over a wall to land her on a second slave boat trailer for rolling for restoration at the end of a narrow alleyway at the side of the college.

Print flags and cards to promote your business, we have asale by Canadian Council for Refugees Conseil canadien pour les réfugiés

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Dear Sir or Madam,

Nice day!

See our flags! We are having a sale!

I am Candice from CocoBanner Arts & Crafts Co, Ltd, a China-based manufacturer specializing in custom printed advertizing flags. We are having a sale. If you receive this email, that means you are lucky to get a discount when you buy flags from us. US$210 for 2 sets of teardrop flags with complete pole set, only $105/set. US$380 for 4 sets of teardrop flags, only $95/set. The price includes postage if you are not in a remote area. We help you make the artwork! Really a great deal!

Our special offer in different currencies

Quantity

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2 sets

$105/set

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A set of flag includes: a custom-printed flag, pole kit, a ground spike, a carrying bag

Flag size: 166cm*75cm(5.41ft*2.46ft); double sides printing.

Pole hight: 225cm(7.38ft)

Minimum order quantity: 2 sets of flags

Production time: 2~3 days

Shipping: door-to-door delivery by DHL/Fedex, takes 3~5 workdays to arrive.

Check price lists of our flags with pole sets in different sizes and different bases

www.cocobanner.com/price/new-flag-price-us-au.html

Please keep our contact information. I am looking forward to hearing from you.

All the best,

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skype: activeyouxia

Email: Candice@CocoBanner.com

Combining Winter Wheat by Forthright James

Claas Lexion 780 + 1230 Vario (41ft) Header.

John Deere 7310R + HM Trailer

John Deere 6190R + HM Trailer

(Honeydon, Beds, 21/8/19)

Epping & Ongar Railway - GWR 5101 Large Prairie, No. 4141 by Trentside Traveller

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I know nothing about steam locomotives, so I will quote directly from the Epping & Ongar Railways website:

"4141 is a member of the GWR "5101" class, commonly known as a Large Prairie, being 41ft (12.5m) in length and 79.71 tonnes. It is a medium sized tank engine with a 2-6-2T wheel arrangement and was designed for suburban and local passenger services, often seen with GWR and BR suburban coaches, such as those under restoration at EOR.

The class was built between 1903 and 1949, and totalled 209 examples. 4141 was built in Swindon in 1946, and was allocated to Gloucester (Horton Rd) for all of its working life, working on banking duties before latterly working expresses to London.

Thanks to the proximity of Barry scrap yard to the former GWR system, 10 examples were saved for preservation. 4141 was withdrawn in February 1963 and reached Barry in November 1964, being saved for preservation in early 1973. 4141 and its classmates have proved to be ideally sized for use on heritage railways, handling the shorter journey times and typical loads, being economic and reliable performers.

4141 underwent a comprehensive overhaul before arriving at the railway in December 2012 and is currently in traffic."

eorailway.co.uk/departments/rolling-stock/steam-locomotives/

Nakajima J1N1-S Gekko (Moonlight) IRVING by Scott Hanko

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Nakajima Hikoki K. K. J1N1-S Gekkos were the first Japanese aircraft designed and built specifically to intercept and destroy other aircraft at night and in poor weather. Gekkos achieved some notable successes during three years of service with the Japanese Navy. This design took shape in 1938 not as a night interceptor, but as a long-range fighter that could protect bombers. During the war with China, Japanese naval pilots complained of excessive bomber losses to Chinese fighters based beyond the range of Japanese fighters. The navy issued specifications to both Mitsubishi and Nakajima for a 3-seat, twin-engined escort fighter. The aircraft's speed must be at least 518 kph (322 mph) and it had to have a normal range of 2,410 km (1,496 miles) and a maximum range of 3,706 km (2,302 miles). Armament must include forward-firing cannon and machine guns plus a flexible gun to defend against tail attacks. The most important specification ultimately defeated the whole concept. The aircraft had to maneuver well enough to successfully engage single-engine fighters.

The Nakajima design, called the J1N1 and crafted by engineer Katsuji Nakamura, most readily met the navy's requirements and a prototype was flight-tested in May 1941. In the two years since the navy's original demand, Mitsubishi had developed and placed into service the Zero fighter (also in the NASM collection) and this superlative airplane had solved the bomber escort problem. Nakajima nonetheless forged ahead and flew a J1N1 prototype May 2. A year-and-a-half of flight tests proved beyond doubt that this aircraft was inferior to single-engine fighters. Except for range and takeoff distance, the type failed to meet any requirements in the 1938 specifications. The Germans also foolishly clung to the escort fighter concept. Early in the war, Germany placed in service a multi-engine, multi-seat escort fighter similar to the J1N1, the Messerschmitt Bf-110. It too failed disastrously in 1940 during the Battle of Britain when opposed by single-engine, single-seat Hurricane and Spitfire fighters. Like Nakajima, Messerschmitt salvaged this design when they transformed it into a successful night fighter.

The Japanese Navy took an interim step, however, before testing the J1N1 in night operations. The navy authorized Nakajima engineers to convert the design into a high-speed, long-range, naval reconnaissance aircraft based on land. Sweeping changes to the airframe, engines, and armament made the aircraft more reliable and suitable for the new mission. Between April 1942 and March 1943, Nakajima delivered just fifty-four of the new model, the J1N1-C, including four prototypes. U. S. forces first encountered the aircraft during early operations in the Solomon Islands and codenamed it the IRVING. The J1N1-Cs served in limited numbers and flew primarily from the great Japanese base at Rabaul on New Britain. The base was a regular target for night-flying U. S. Army Air Forces Boeing B-17 Flying Fortresses (see NASM collection). Sometime in the spring of 1943, Commander Yasuna Kozono ordered a J1N1-C modified for night interceptor work. Maintenance crews cleaned out the observer's position behind the pilot and mounted two 20 mm cannon fixed to fire above and to the front of the new night fighter at a 30-degree angle. Two more cannons were mounted in similar fashion but fired downward. The experimental airplane was designated the J1N1-C KAI.

On the night of May 21, the modified IRVING intercepted and shot down a pair to B-17 bombers. This immediate success caught the attention of the Naval Staff and they ordered Nakajima to begin full-scale production. The new interceptor was named the J1N1-S Gekko (Moonlight). At this time, no one in Allied intelligence circles expected the Japanese to field an effective night fighter and months passed before anyone discovered what lay behind a string of regular and mysterious losses of both B-17s and Consolidated B-24 Liberator bombers.

Nakajima concentrated on producing the Gekko version of the J1N for the remainder of the war.

In the summer of 1944, U. S. Marine and U. S. Army infantry divisions captured the Mariana Islands during several months of vicious combat. This important victory provided air fields from which to attack all the important Japanese cities and industrial targets in the home islands. U. S. Army Air Forces crews flying Boeing B-29 Superfortresses began flying daylight, precision bombing raids against Japan in November. In January, tactics changed to night, low-altitude attacks and the Gekko was one of many types of Japanese night fighters pressed into defending the homeland. There were some spectacular missions flown by IRVING crews but overall, Japan's night interceptors achieved limited results. The B-29 cruised approximately 80 kph (50 mph) faster than either the B-17 or B-24. Gekko crews usually could rarely make more than a single pass at the fast Superfortresses. Lt. Sachio Endo was credited with destroying eight B-29s and damaging another eight before he fell to the gun crews of a B-29. Another Gekko crew shot down five B-29s in one night but these combat successes were rare. Japan's night fighter forces were no match for the overwhelming number of B-29s with their great speed and defensive firepower. Escorting Allied fighter aircraft also took their toll. Many IRVINGs were shot down, destroyed on the ground, or expended during Tokko missions. Tokko is the Japanese term for Special Purpose Attackers, known in the West as kamikaze attacks. By war's end, Nakajima had built 486 Gekkos. Although the IRVING night fighter was an able night fighter, there were never enough to significantly impact the air war.

The NASM J1N1-S Gekko is the only one remaining today. Following the occupation of the home islands, U. S. forces gathered 145 interesting Japanese aircraft and sent them to the United States aboard three aircraft carriers. Four IRVINGs were in this group: three captured at Atsugi and one from Yokosuka. Serial Number 7334, the aircraft from Yokosuka, was given Foreign Equipment number FE 3031 (later changed to T2-N700). It eventually joined the Smithsonian's growing collection but the other three IRVINGs were scrapped.

Records show that after arriving aboard the "USS Barnes," air intelligence officials assigned '7334 to Langley Field, Virginia, on December 8, 1945. The airplane moved on to the Air Materiel depot at Middletown, Pennsylvania, on January 23, 1946. The Maintenance Division at Middletown prepared the Gekko for flight tests, overhauling the engines and replacing the oxygen system, radios, and some flight instruments with American equipment. Mechanics completed this work by April 9. The Navy transferred '7334 to the Army in early June, and an army pilot flew the Gekko on June 15, 1946, for about 35 minutes. At least one other test flight took place before the Army Air Forces flew the fighter to Park Ridge, Illinois, for museum storage.

The collection of museum aircraft at Park Ridge numbered more than 60 airplanes when the war in Korea forced the United States Air Force to move it to the site we now call the Paul E. Garber Preservation, Restoration and Storage Facility in Suitland, Maryland. The IRVING was dumped outside in a large shipping crate until buildings became available in 1974. In 1979, NASM staff selected IRVING for restoration. Only the second Japanese airplane to receive the skilled attentions of NASM restoration craftsmen, this rare airframe was actively corroding in many places. It was only the second Japanese aircraft restored by NASM, after the Mitsubishi Zero completed in 1976. At that time, it was the largest and most complex aircraft restoration project NASM had undertaken. Work started on September 7, 1979, and ended December 14, 1983, following 17,000 hours of meticulous, dedicated labor. It stands today as the sole remaining example of Japan's night-fighting Gekkos

Manufacturer: Nakajima Hikoki K. K.

Date: 1942

Country of Origin: Japan

Dimensions:

Overall: 15ft 1 1/8in. x 41ft 11 15/16in., 10670.3lb., 55ft 9 5/16in. (460 x 1280cm, 4840kg, 1700cm)

Materials:

All-metal, monocoque construction airplane

Physical Description:

Twin-engine, conventional layout with tailwheel-type landing gear. Armament: (2) 20 mm fixed upward firing cannon Engines: (2) Nakajima Sakae 21 (NK1F, Ha35- 21) 14- cylinder air-cooled radial 1,130 horsepower (metric)

Smithsonian National Air and Space Museum Steven F. Udvar-Hazy Center Virginia

Combining Winter Wheat by Forthright James

Claas Lexion 780 + 1230 Vario (41ft) Header.

John Deere 7310R + HM Trailer

John Deere 6190R + HM Trailer

(Honeydon, Beds, 21/8/19)

'Wraith of Odin' anchored at Tuncurry - shortly after launch. by glmrsnsw

This photo - taken with a Box Brownie camera - is of the Wraith of Odin anchored in the Tuncurry channel near where she was built.

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 - Nicholson Family Collection.

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

Long Flat levee with the River Murray on the left and the Long Flat swamp land settlement on the right, Murray Bridge South Australia by Contemplari

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]

Serv-Purple 5 by Craig Davidiuk

*19 x 41ft* * sizes are approx

* 15 Amp

*Cable (cable boxes are limited - 1st come 1st serve)

*Wifi

*Along Dryden Creek,

*Quick access to washrooms,

*Sunny site with trees

*Power, water, sewer

Long Flat Hall gone missing now/ piano acquired for the new hall erected in 1911 and unfortunately lost in the 1931 flood, Murray Bridge South Australia by Contemplari