Capable photos on Flickr

North American F-86D Sabre Dog by Benjamin Donnelly

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In the late 1940s, the newly independent US Air Force faced a number of challenges, two of which were paramount: developing a reliable strategic nuclear bomber, and developing interceptors capable of defending the United States from the Soviet Union’s strategic nuclear bombers. The USAF had a plan in mind—the so-called “1954 Interceptor” that would evolve into the F-102 Delta Dagger and F-106 Delta Dart—but these were still some years away. To bridge the gap, Northrop was developing the F-89 Scorpion, but delays to the Scorpion project meant that the United States was theoretically defenseless until it entered service. The USAF then called for interceptors that could be converted quickly from existing aircraft. This would evolve into two aircraft: the F-94 Starfire and F-86D Sabre Dog.

The F-86D started life as the F-95A. Unlike the F-94, which was a fairly straightforward conversion of the T-33A Shooting Star trainer into an interceptor, the F-95 was designed to be flown by one man. In previous dedicated interceptors, a two-man crew was deemed optimum, as the second man would operate the complicated radars of the day. A single-seat interceptor was unheard of, but as the 1954 Interceptor was also going to be a single-seat aircraft, the F-95 would provide valuable research into the concept. To achieve this, however, the fire control system would have to have advanced computers assisting the pilot.

Though it was based on the F-86 Sabre day fighter, the F-95 had less than 30 percent commonality with its parent design: the fuselage was deeper, wider, and longer; the intake had to be redesigned to accommodate the nose radar; the tail was larger; the engine was upgraded with an afterburner for quick takeoffs and climbs; and the canopy was changed to a hinged type rather than the sliding model on the F-86. The latter’s machine gun armament was deleted in favor of an underfuselage tray of 24 Mighty Mouse folding-fin aerial rockets (FFARs).

As the F-95 prototype neared completion, there was some thought that Congress might cancel the aircraft: it was redundant with the F-89 and F-94 also entering service. The F-95 did have the Sabre’s remarkable combat record behind it, and in a funding dodge, North American changed the designation from F-95 to F-86D, making it seem like just another Sabre variant, rather than the nearly entirely new aircraft that it was. This also earned the aircraft its informal nickname: Sabre Dog, based on the old phonetic alphabet for D.

Some pilots, however, claimed the Dog stood for the way the F-86D flew. While it did not have the same propensity to go into uncontrollable pitchups like the F-86 (which was known as the “Sabre Dance”), it could easily be overcorrected, with much the same fatal results. It was not as easy to fly as the “standard” F-86, and the fire control computer, as could be expected for an early 1950s aircraft, was not very reliable. An optical sight was provided for the pilot if the computer went down, which was frequently. Moreover, North American, operating in “emergency” mode, could turn out F-86Ds before Hughes could complete the fire control system. At one point, over 300 F-86Ds sat idle at the North American plant, waiting for computers. Because of the balky computer and the flying characteristics of the Sabre Dog, it was considered the most complicated aircraft to fly in the USAF, requiring a training syllabus matched only by the B-47 Stratojet.

The United States was not the only nation that needed interceptors, and several NATO nations requested F-86Ds of their own. The fire control system was considered too advanced for export, however, and instead it was downgraded to a simper version, the rocket tray was removed and replaced with four 20mm cannon, and it was supplied to friendly nations as the F-86K. While still not the easiest aircraft to fly, the pilot had a better chance of scoring a kill with the more accurate cannon, and the F-86K was successful in NATO service. Subsequently, a number of F-86Ds were returned to North American, undergoing an avionics upgrade, a simpler cockpit layout, and extended wingtips. This resulted in the F-86L, which was used by several Air National Guard interceptor units into the mid-1960s. While American Sabre Dogs only carried rockets, foreign aircraft were modified to carry AIM-9 Sidewinders later. 16 foreign air forces flew Sabre Dogs.

2847 F-86D and associated variants were built, and were the most prolific interceptor in the West during the late 1950s and early 1960s. Most were replaced by more advanced aircraft beginning in the mid-1960s, but a few Yugoslavian F-86Ks soldiered on into the early 1980s. None were ever involved in combat. Today, a handful remain in museums.

Possibly the most famous Sabre Dog, "Dennis the Menace" was known to the USAF as 52-3863; it was assigned to the 97th Fighter-Interceptor Squadron, based at Wright-Patterson AFB, Ohio. When the F-86D was withdrawn from active duty USAF service in the late 1950s, 3863 was scrapped.

When the USAF began saving examples of aircraft types for preservation for the National Museum of the USAF, it acquired 50-0477, one of the first Sabre Dogs to be built. 0477 never served with an active duty or Air National Guard unit, but was used as a testbed for its entire service life. It was retired in 1956 at Wright-Patterson and moved across the field to the NMUSAF. Since 0477 had never seen squadron duty, it was repainted as 52-3863.

The 97th FIS had one of the more impressive F-86D markings in the USAF, with its stylized snarling panther, and 52-3863 was one of the few USAF aircraft to carry nose art at a time when it was officially discouraged by the service. "Dennis the Menace" is, of course, Hank Ketchum's famous and destructive little boy, which was serialized both as a comic strip and TV show in the 1950s. This "Dennis" is displayed with the rocket tray open.

Aeroscopia Toulouse France (44) by Marc Hubé

Aeroscopia est un musée aéronautique français implanté à Blagnac (Haute-Garonne), près du site AéroConstellation, et accueille notamment deux exemplaires du Concorde, dont l'ouverture a eu lieu le 14 janvier 2015

Le tarmac Sud du musée n'est capable d'accueillir que trois gros appareils. L'installation des appareils fut définitivement terminée après que le premier prototype de l'A400M-180 y fut arrivé le 16 juillet 2015, en dépit de la possibilité de 360 000 euros de TVA.

Concorde, F-BVFC, MSN209 aux couleurs d'Air France

Caravelle 12, F-BTOE, MSN280 aux couleurs d'Air Inter, dernier exemplaire construit

A400M-180, F-WWMT, MSN001 stationné depuis le 16 juillet 2015

La réalisation en 2019 du nouveau tarmac au Nord du musée permet l'accueil d'appareils supplémentaires issus des entreprises locales Airbus et ATR. Le transfert des avions entre le site Airbus "Lagardère" et le musée a lieu sur une semaine, à raison d'un appareil par jour :

ATR 72-600, F-WWEY, MSN098 aux couleurs d'ATR, transféré sur site le 26 août 2019, premier exemplaire du 72 dans sa version 600

Airbus A340-600, F-WWCA, MSN360 aux couleurs d'Airbus, transféré sur site le 27 août 2019, premier exemplaire de l'A340 dans sa version 600

Airbus A320-111, F-WWAI, MSN001 aux anciennes couleurs d'Airbus, transféré sur site le 28 août 2019, premier exemplaire de l'A320 : inauguration le 14 février 1987 en présence de Lady Diana et du Prince Charles, premier vol le 22 février 1987

Airbus A380-800, F-WXXL, MSN002 aux couleurs d'Airbus, transféré sur site le 29 août 2019, second exemplaire de l'A380. Les deux ponts de cet appareil sont visitables, ainsi que le cockpit.

ATR 42-300, F-WEGC, MSN003 aux anciennes couleurs d'ATR, transféré sur site le 30 août 2019, troisième exemplaire du 42. Cet exemplaire est décoré aux couleurs du MSN001 et porte l'immatriculation F-WEGA

Concorde, F-WTSB, MSN201 (ANAE), il s'agit d'un appareil de présérie qui a servi entre autres à transporter plusieurs présidents de la République française.

Airbus A300B4-203, F-WUAB, MSN238 (Airbus Heritage), décoré aux couleurs du prototype, au lieu de MSN001 démantelé. L'intérieur est visitable. Dans la première section des vitrages transparents permettent de voir la structure et les systèmes de l'avion, tandis que dans les sections suivantes sont représentés des aménagements de première classe et VIP.

Super Guppy de l'association Ailes Anciennes Toulouse, l'appareil qui servait au transport des tronçons d'Airbus est exposé porte ouverte, et une passerelle permet l'accès à la soute où un film est projeté. L'ouverture n'a pas été une mince affaire, l'appareil n'ayant pas été ouvert pendant 15 ans. L'aide des anciens mécaniciens de l'avion a été primordiale pour permettre une ouverture en toute sécurité.

Corvette (Airbus)

Falcon 10 no 02, prototype ayant servi aux essais du turboréacteur Larzac (Ailes Anciennes Toulouse)

Fouga Magister (AAT)

Gazelle prototype (AAT)

Mirage III C (AAT)

Nord 1100 (AAT)

Lockheed F-104G (AAT)

MiG-15 (AAT)

MS.760 Paris (AAT)

Vought F-8E(FN) Crusader et son réacteur (AAT)

Alouette II Marine (AAT)

Cessna Skymaster (AAT)

Fairchild Metro, ancien avion de Météo-France (AAT)

HM-293, de Rodolphe Grunberg

Chagnes MicroStar, avion de construction amateur, version biréacteur de Rutan VariViggen (AAT)

Saab J35OE Draken (AAT)

Aeroscopia is a French aeronautical museum located in Blagnac (Haute-Garonne), near the AéroConstellation site, and notably hosts two copies of the Concorde, which opened on January 14, 2015

The south tarmac of the museum can only accommodate three large aircraft. The installation of the devices was definitively finished after the first prototype of the A400M-180 arrived there on July 16, 2015, despite the possibility of 360,000 euros in VAT.

Concorde, F-BVFC, MSN209 in Air France colors

Caravelle 12, F-BTOE, MSN280 in Air Inter colors, last model built

A400M-180, F-WWMT, MSN001 parked since July 16, 2015

The construction in 2019 of the new tarmac north of the museum will accommodate additional aircraft from local Airbus and ATR companies. The transfer of planes between the Airbus "Lagardère" site and the museum takes place over a week, at the rate of one aircraft per day:

ATR 72-600, F-WWEY, MSN098 in ATR colors, transferred to site on August 26, 2019, first copy of the 72 in its 600 version

Airbus A340-600, F-WWCA, MSN360 in Airbus colors, transferred to site on August 27, 2019, first copy of the A340 in its 600 version

Airbus A320-111, F-WWAI, MSN001 in the old Airbus colors, transferred to site on August 28, 2019, first copy of the A320: inauguration on February 14, 1987 in the presence of Lady Diana and Prince Charles, first flight on February 22, 1987

Airbus A380-800, F-WXXL, MSN002 in Airbus colors, transferred to site on August 29, 2019, second copy of the A380. The two decks of this aircraft can be visited, as well as the cockpit.

ATR 42-300, F-WEGC, MSN003 in the old ATR colors, transferred to the site on August 30, 2019, third specimen of the 42. This specimen is decorated in the colors of the MSN001 and bears the registration F-WEGA

Concorde, F-WTSB, MSN201 (ANAE), this is a pre-production aircraft which was used, among other things, to transport several presidents of the French Republic.

Airbus A300B4-203, F-WUAB, MSN238 (Airbus Heritage), decorated in the colors of the prototype, instead of dismantled MSN001. The interior can be visited. In the first section transparent glazing allows to see the structure and systems of the aircraft, while in the following sections are shown first class and VIP fittings.

Super Guppy from the Ailes Anciennes Toulouse association, the aircraft which was used to transport the Airbus sections is on display with the door open, and a gangway allows access to the hold where a film is shown. Opening was no small feat, as the device has not been opened for 15 years. The help of the former mechanics of the aircraft was essential to allow a safe opening.

Corvette (Airbus)

Falcon 10 no 02, prototype used for testing the Larzac turbojet engine (Ailes Anciennes Toulouse)

Fouga Magister (AAT)

Prototype Gazelle (AAT)

Mirage III C (AAT)

North 1100 (AAT)

Lockheed F-104G (AAT)

MiG-15 (AAT)

MS.760 Paris (AAT)

Vought F-8E (FN) Crusader and its engine (AAT)

Alouette II Marine (AAT)

Cessna Skymaster (AAT)

Fairchild Metro, former Météo-France (AAT) aircraft

HM-293, by Rodolphe Grunberg

Chagnes MicroStar, amateur-built aircraft, twin-jet version of Rutan VariViggen (AAT)

Saab J35OE Draken (AAT)

Magnet Kitchens - Bloomsbury by Magnet Kitchens

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Capable of creating a classic, elegant design with its pilasters and distinctive beading, Magnet Kitchens' Bloomsbury can just as effortlessly become the height of contemporary styling, with its new curved contours and sleek, stainless steel appliances.

National Rappel Training _2016_ET5A4248 by Intermountain Forest Service, USDA Region 4 Photography

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Wildland Firefighters on Rappel capable crews, come from all over the nation each spring to train at the National Helicopter Rappel Program’s Rappel Academy at Salmon AirBase, in Salmon, Idaho.

Wildland fire aircraft play a critical role in supporting firefighters on wildland fires. Helicopters also deliver aerial crews called Heli-Rappellers to wildland fires. These are specially trained firefighters that rappel from helicopters in order to effectively and quickly respond to fires in remote terrain.

Heli-Rappellers may land near a wildfire but if there is no landing zone close by they can utilize their skills to rappel from the hoovering helicopter. Once on the ground, crews build firelines using hand tools, chainsaws, and other firefighting tools. Forest Service photo by Charity Parks.

B-52D Stratofortress by Mark Smithgall

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The B-52 is considered the longest lived front-line military aircraft in aviation history. In 1948, Boeing began designing a long range nuclear capable bomber to meet the demands of the Strategic Air Command and the first B-52 was delivered in August 1954. The plane utilized four double engine pods and four twin wheel landing trucks which could be slewed to crab the aircraft in a crosswind landing. The B-52H aircraft used by the Air Force today are older than the pilots who fly them. The engines have no thrust reversers, so a very long reinforced runway is needed for takeoff and landing as the maximum aircraft weight can exceed 200 tons! Internal fuel tanks could hold over 46,000 gallons of fuel, allowing the aircraft to reach targets half-way around the world. With air-to-air refueling, B52's were a truly global aircraft and have flown the 24,000 mile round the world route several times. B-52 bombers were considered the weapon the enemy feared most in the Vietnam War. B-52D's would fly in formation too high to be seen or heard, dropping over one hundred 500 lb bombs each. B-52 tail gunners shot down two enemy aircraft in Viet Nam. All flight controls are manual, making it a very tough aircraft to fly. The BUFF's (Big Ugly Fat Fellows) have survived wars, modernization, and replacement from more than five next generation bombers, but have remained in active Air Force inventory for almost forty years. B-52's are used today as cruise missile carriers, but during the Gulf War reverted to their original design of carrying a large number of iron bombs, earning the respect and fear of those on the receiving end.

The museum's B-52D, serial number 55-0679, was manufactured by Boeing Aircraft, Wichita, KS, and delivered to the Air Force on June 5, 1957. During the Vietnam Conflict, it served 41 months (November 1966 to October 1973) in combat with 175 missions. In 1975, it was involved in a ground mishap at March AFB that resulted in a broken wing spar. Our B-52D last saw service here at the March Air Force Base with the 22nd Bombardment Wing as a weapons loading trainer. The museum aircraft was declared surplus at March AFB when it developed weakness in the rear fuselage and was assigned to the museum. This aircraft is on loan from the USAF.

-March Field Air Museum website (www.marchfield.org/)

Vickers Valiant B.2 by Benjamin Donnelly

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The Vickers Valiant came out of the same postwar specification drawn up by the Royal Air Force for a nuclear-capable, all-jet bomber force to replace the huge numbers of Avro Lancaster and Lincoln bombers then making up the backbone of Bomber Command. This became known as the “V-Bomber” force for the names of each aircraft: the Avro Vulcan, Handley-Page Victor, and Vickers Valiant.

The latter almost never made it to production. Both the Vulcan and Victor used revolutionary wing designs that the British Air Ministry was not entirely sure would work. As a hedge against the failure of either or both of the other designs, Vickers was given the nod to develop the Type 660, which had been initially rejected as too conservative; helping matters considerably was the company’s promise to fly a prototype in 1951—a very short time, considering the specification was issued in 1949. Vickers delivered, however, the first Valiant B.1 taking to the air in May 1951, and deliveries commencing in December 1953, despite the loss of the first prototype to a fire.

As designed, the Valiant was not particularly remarkable, but it was not designed to be: unlike the Vulcan’s all-delta wing and the Victor’s cruciform wing and bulbous fuselage, both considered radical at the time, the Valiant had nothing particularly revolutionary about its design, which was partially inspired by the Boeing B-47 Stratojet and had similar performance. Despite this, however, it had superb performance, able to reach speeds just below the speed of sound at altitude and with the best climb rate of any of the V-bombers, as well as carry the large atomic bombs of the time. Valiants were used to test the first British air-droppable nuclear bombs in the mid-1950s, and would be the only one of the V-bombers to drop bombs in combat: a number of Valiants were used to attack Egyptian airfields during the 1957 Suez War, with mixed results. As the V-force would need air refuelling to reach targets deep inside the Soviet Union, a number of Valiants were converted or purpose-built as Valiant B(K).1s, and these were used extensively during the 1950s.

The Valiant was to have a comparatively short life, however. Due to the increased surface-to-air missile defenses of the Soviet Union by 1960, the V-bombers were forced to the low-level penetration role. While this was not difficult for any of the V-force, it had unintended consequences for the Valiant: due to the type of aluminum alloy used in its construction, the Valiant was particularly vulnerable to metal fatigue, made worse by the switch to low-level operations. After a near-fatal collapse of a wing spar in August 1964, the Valiant force was grounded for inspection, which revealed wing cracks in most of the aircraft. As there was nothing the Valiant could do that the Vulcan and Victor could not do as well, it was decided to retire the Valiant in 1965 as a cost-saving measure. The force was rapidly taken out of service, replaced by the Vulcan in the bomber role and Victor as tankers. Of 107 aircraft produced, only one still exists today, at RAF Museum Cosford.

The Valiant in the Malmstrom Museum’s Foreign Bombers collection is the sole Valiant B.2 produced. This aircraft was a purpose-built low altitude penetration version of the Valiant, with longer wings, upgraded engines and a strengthened airframe, which increased its speed nearly to supersonic at sea level. It was painted overall gloss black for night operations; as the only Valiant so painted, it became known simply as the “Black Bomber.” Though it offered superior performance to the Valiant B.1, the B.2 was cancelled in 1955 and was destroyed as a ground gunnery target a few years afterwards.

Umbria wreck, Port Sudan by sharksfin

Built by the Schiffswerks Rieherst company in Hamburg, the Umbria was launched on December 30th 1911 with the name of Bahia Blanca. It was a large freighter by that time, 150 meters long, with a power capable of providing a speed of 14 knots that could carry 9,000 tons of cargo and up to 2,000 passengers. In 1912 it began operating the Hamburg-America line doing different jobs between Europe and Argentina until the outbreak of World War I, when it was based in Buenos Aires. In 1918 the ship was acquired by the Argentinian government and it was not until 1935 when the ship was taken over by the Italian government and renamed again: the Umbria. From that moment its trips were to transport troops and during the following two years carried several thousand soldiers to the Italian colonies in East Africa.

The loss of the Umbria

In May 1940, when Italy was still neutral in World War II, the Umbria was secretly loaded with 360,000 bombs between 15 kg and 100 kg, 60 boxes of detonators, building materials and three Fiat Lunga cars, carrying a total 8,600 tons of weapons towards the East Africa. The explosives had destination Massawa and Assab, Eritrea, that was Italian colony by then, and the rest of the cargo was heading different locations in Asia. Italy's entry into the war was imminent and this shipment was destined to the defense of the colonies against the Allies and to the possible expansion of its African territories.

On 3rd June 1940 the Umbria reached Port Said, northern Egypt, where loaded with 1,000 tons of coal and water in a movement to fool the Allies, trying to look like a harmless freighter. The port, controlled by the Royal Navy, and its authorities allowed the ship enter on the Red Sea three days after arrival. The British delayed the departure of the Umbria knowing that Italy's entry into the war was imminent and that the cargo of Umbria had devastating power that sooner or later would be used against the Allies and why not, to get a great load to fight fascism. But Italy, as a neutral country that it was, had every right to transport weapons much like any other cargo to its colonies.

Having met the deadline to be retained, the Umbria crossed the Suez Canal on June 6th but with the escort of the HMS Grimsby. The importance and destructive capacity of the cargo required it. Three days later the Umbria entered in Sudan waters and the HMS Grimsby ordered the Umbria captain to anchor on Wingate Reef under the pretext of searching for contraband. Moments later the British warship HMS Leander arrived with a group of 20 sailors who boarded the Umbria. After thoroughly searching the ship and finding nothing, the captain ordered the British troops to remain the night aboard the Umbria.

The next morning Lorenzo Muiesan, Umbria captain, was in his cabin listening to the radio when Mussolini announced the entry of Italy into the World War II. Hostilities would begin at midnight of that day. Muiesan, a very patriotic captain with long experience, was the only one in the area who had heard the news and knew immediately that both Umbria and the burden would be used by the Allies against their own country. He had no option to disable both. In a move of extraordinary intelligence, as the hours passed retained by the British who did not yet know that Italy was officially the enemy, the captain ordered his crew conducting a rescue simulation... that was more real than the British thought. This maneuver, which the English soldiers agreed as they believed it would serve to further delay the departure of the Umbria. While the Italians occupied the lifeboats, the chief engineers, following Muiesan´s orders, opened all the valves and drown the ship to the bottom of the reef. With the crew safe, the British only had time to get on their ship and watch the freighter slid slowly.

When the captain of HMS Grimsby asked why he had done that Muiesan confirmed the declaration of war from Italy to Britain. The next day Muiesan and the rest of Umbria crew departed detainees to India, where they spent four years in prison.

CARGO:

The Umbria was carrying 360,000 individual aircraft bombs ranging in size from 15, 50 and 100 kg. The vessel also carried a large quantity of fuses, ammunition and detonators as well as other traditional cargo. The captain knew these bombs would be confiscated and used by the enemy against his country should they ever discover them which was why he made the call to sink the ship.

The Umbria had sailed in June 1940 with 6,000 tons of bombs, 60 boxes detonators, explosives, weapons and three Fiat 1100 Lunga from Genoa via Livorno and Naples in the Suez Canal and on the way via Massaua and Assab to Calcutta.

St Peter, Oare, Kent by Jelltex

I remembered St Peter being in the centre of the village, near the pub, not a hike along the lane to the nature reserve.

That's what nine years does to your memory, I guess.

We were last here, when we visited the marshes, and tried the church and found it open. I took a handful of shots, most not good, so as we were in the area, I thought I'd try again.

Set back from the lane, parking for one car, but as I had walked, no problems.

I walked to the small porch, and found it locked, and no details of key holder, either.

So I snap the churchyard and admire the views as I waited for Jools to come back to pick me up.

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St Peter’s Oare, a Grade I listed building, is often described as a ‘mainly 13th century church’ – which it is. However, the view that confronts the visitor entering the churchyard gate is pure Victoriana, the work of diocesan architect Joseph Clarke, an example of the sympathetic restoration of which not all Victorians were capable.

Indeed, it is this west elevation, with its louvred bell-tower and cedar-shingled spirelet, that is St Peter’s to visitors, artists and photographers.

The building could hardly be better sited. It stands where village becomes countryside, set inconspicuously back from a road that leads only to the broadening waters of the Swale and their marshland bird-life. In the churchyard, a few mature trees remain of those that once cast gloom over church and graves. They rise from among ancient headstones and ivy-clad tombs, providing summer shade for those who want to enjoy the panoramic views over Oare Creek and acre upon distant acre of marsh pastures with the North Downs as a backdrop. With binoculars or good eyesight you can rest on one of the conveniently located benches and count how many far-off churches you can pick out from this elevated point of vantage.

But how old is the church? you ask. Everyone seems to. To this there is no categorical answer. Today the building is little changed since the 1860s restoration and yet there was a church here when the Domesday Book was penned – well, half a church, but which half our Norman forebears didn’t say. A church half-finished? Or a church part-razed by the tempests of that tempestuous age?

What we do know is that the chancel was extended eastwards in the late 14th or early 15th century, and some time thereafter the old east window was taken out and replaced by a larger one in the Perpendicular style. The actual glass is more recent – the work of F.C. Eden. It was given in memory of artist Francis Forster, a casualty of WWI. Another window by this noted London artisan, on the north wall, commemorates another war victim. Below it a memorial slab set into the frame of this once tall lancet window names those who died in the great explosion of 1916, when the marshes throbbed with a wartime industry of munitions manufacture.

Back in the secluded peace of this village church is one treasured rarity, a square font of Purbeck marble from the late Norman/Early English period. Its sides were once elaborately carved, but many years ago it went missing, only to be recovered decades later from a nearby pond, somewhat the worse for its immersion. Was it concealed from Cromwell’s ravaging iconoclasts? No one knows. This hazy fact must take its place with the many mysteries hidden among the pages of time. But is it not these undocumented secrets that make a church like St Peter’s so alluring? Who can tell when the truth will emerge and another page of history can be written?

www.thekingsdownandcreeksidecluster.co.uk/?page_id=683

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A small Norman church overlooking Oare Creek with fine views to the east. Built of flint with Victorian additions by Joseph Clarke, the exterior is dominated by lively painted spirelet and south porch and muscular buttresses. Inside, a simple view with no chancel arch is enlivened by a Norman font, simple Victorian pulpit and fine stained glass windows by F C Eden. The west window – an oculus – contains the date 1867 recording the restoration of the church. A plaque commemorates those who lost their lives in one of the explosions at the nearby Gunpowder factory in 1916. The overall impression is of a lovingly cared for church, mirroring the lives of generations of Oare folk and it is highly recommended.

www.kentchurches.info/church.asp?p=Oare

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ORE

LIES the next parish north westward from Davington, and is so called from the etymology of it in the Saxon language, signifying a fenny or marshy place.

This parish is a very low situation, at the very edge of the marshes, it is consequently but little known or frequented, its vicinity to the marshes, and its low and watry situation, make it very unhealthy, so that it is but very thinly inhabited, but the lands are very rich and fertile, the waters of the Swale are its northern boundaries; on its south it rises up towards Bysing-wood, from which it is distant about a mile. The village is occupied by a few fishermen and oyster dredgers, situated near the middle of the parish on a small ascent, having the church about a quarter of a mile to the north-westward of it, and Ore-court at the like distance, at the edge of the marshes. The creek, which is navigable up to the village, whence it runs north-east, and at a little more than half a mile's distance joins the Faversham creek, and flows with it about the like distance, till it meets the waters of the Swale.

Several scarce plants have been observed in this parish by Mr. Jacob, who has enumerated them among his Plantæ Favershamienses, to which book the reader is referred for a list of them.

THE MANOR of Ore was part of the vast possessions of Odo, bishop of Baieux, and earl of Kent, the Conqueror's half-brother, under the general title of whose lands it is thus entered in the general survey of Domesday:

In Lest de Wiwarlet. In Favreshant hundered, Adam holds of the bishop (of Baieux) Ore. It was taxed at two sulings. The arable lands are four carucates. In demesne there is one, and ten villeins, with ten borderers, having two carucates. There is half a church, and one mill of twenty-two shillings, and two fisheries without tallage, and one salt-pit of twenty-eight pence. Wood for the pannage of six bogs. In the time of king Edward the Confessor it was worth four pounds, and afterwards sixty shillings, now one hundred shillings. Turgis held it of king Edward.

And a little afterwards there is another entry as follows:

Adam holds of the bishop one yoke in Ore, and it was taxed at one yoke. The arable land is one carucate. Four villeins now hold this to ferme, and pay twenty shillings, and it was worth so much separately. There is a church. Leunold held it of king Edward.

Four years after the taking of the above survey, the bishop of Baieux was disgraced, and all his possessions were consiscated to the crown.

Upon which the manor of Ore came to be held immediately, or in capite of the king, by the beforementioned. Adam de Port, of whose heirs it was afterwards again held by Arnulf Kade, who gave this manor, with that of Stalishfield, and their appurtenances, to the knights hospitallers of St. John of Jerusalem, and it was assigned by them to the jurisdiction of their preceptory, established at Swingfield.

The manor of Ore continued part of the possessions of these knights till the general dissolution of their hospital in the 32d year of Henry VIII. when this order was suppressed by an act then specially passed for that purpose. (fn. 1)

This manor seems to have remained in the hands of the crown till king Edward VI. granted it in his 5th year, to Edward, lord Clinton and Say, who next year re-conveyed it back again to the king. (fn. 2)

How it passed from the crown afterwards I have not found, but that at length it came into the possession of the family of Monins, and thence by sale to that of Short, one of which, Samuel Short, esq. owned it in 1722, and it continued down in his descendants to Philip Short, esq. who was succeeded in it by Mr. Charles Maples Short, who died a few years ago at Jamaica, on which it became vested in Mr. Humphry Munn, gent. in right of Lydia Short his wife. Hence it passed by sale to Mr. Bonnick Lipyeatt, who died in 1789, leaving two daughters his coheirs, who married Mr. Charles Brooke, of London, and Mr. Gosselin, and entitled them respectively to this estate.

A court leet and court baron is held for this manor.

There are noparochial charities. The poor constantly relieved here are not more than two; casually about six.

ORE is within the ECCLESTASTICAL JURISDICTION of the diocese of Canterbury, and deanry of Ospringe.

The church which is dedicated to St. Peter, is a small building, of one isle and one chancel, having a pointed steeple at the west end, in which are two bells.

This church, which was antiently accounted only as a chapel to that of Stalisfield, belonged to the priory of St. Gregory, in Canterbury, perhaps part of its orignal endowment by archbishop Lanfranc, in the time of the Conqueror, and it was confirmed to it, among its other possessions, by archbishop Hubert, about the reign of king Richard I.

In the 8th year of Richard II. there was a yearly pension paid from the church of Ore, of ten shillings to the priory of Rochester, and another of eight shilling to that of Leeds. (fn. 3)

This church remained part of the possessions of the priory of St. Gregory, till the dissolution of it in the reign of Henry VIII. in the 27th year of which, an act having passed for the suppression of all such religious houses, whose revenues did not amount to the clear yearly value of two hundred pounds, this priory was thereby dissolved, and the scite of it, together with all its lands, possessions, and revenues, surrendered into the king's hands, by John Symkins, prior of it.

The church of Ore remained with the other possessions of the priory in the crown but a small time, for an act passed that year to enable the king and the archbishop of Canterbury to exchange the scite of the late dissolved priory of St. Radigund near Dover, with all its possessions, lately given by the king to the archbishop, for the scite of the late dissolved priory of St. Gregory, and all the possessions belonging to it, excepting the manor of Howfield, in Chartham.

After which the parsonage of this church was demised by the archbishop, as it has been since by his successors, among the rest of the revenues of the priory of St. Gregory, from time to time, in one great lease, (in which all advowsons and nominations to churches and chapels have constantly been excepted) in which state it continues at this time. George Gipps, esq. of Harbledown, M.P. is the present lessee of then to the archbishop, and Mr. John Hope, of Ore, is the present leffee under him for the parsonage of this church, at the yearly rent of thirty-four pounds.

It pays, procurations to the archdecaon five shillings, and to the archbishop at his visitaiton two shillings. When the church of Ore was separated from that of Stalisfield, I have not found, but it has long been an independent church of itself.

It was, long before the dissolution of the priory of St. Gregory, served as a curacy by the religious of it; since which it has been esteemed as a perpetual curacy, of the patronage of the successive archbishops of Canterbury, and continues to at this time. In 1640 the communicants here were forty-seven.

The lessee of the parsonage pays the curate, by the convenants of his lease, the yearly sum of fifteen pounds.

¶Before the year 1755, it had been augmented by the governors of queen Anne's bounty with the sum of two hundred pounds, and divine service was performed here only once a fortnight; since which it has been augmented with 1000l. more, and it is now performed here once a week. Of the above sum of 1200l. in the year 1764, 260l. were laid out in the purchase of an estate, of a house, buildings, and twenty-two acres of land, in Ospringe; and in 1770, another estate was purchased, consisting of a house, buildings, and thirty-three acres of land, in Boughton under Blean. The remaining 280l. yet remain in the governors hands.

www.british-history.ac.uk/survey-kent/vol6/pp381-386

IMG_8663 - "What's Up Doc?" . . . Explore, 288 - Thanks my Friends!! by Clive Morris

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These 3 baby minah birds were sitting on this rope waiting for Mum and Dad to come back and feed them. They looked quite big and I would have thought quite capable of taking care of themselves, but when Mum or Dad came anywhere near, a squarking would ensure, asking for more food.

These birds were taken in the front garden of our family home at Cadbury's, Claremont, Tasmania, when I visited recently.

This species of bird are very territorial and I can remember years ago when our family cat would walk in the garden, they would constantly dive-bomb our cat. I am not sure what either thought of the other, it would have been interesting to read each other's thoughts!!! These sorts of birds were also very territorial regarding other birds in our garden too. We had a bird bath and if another bird was carrying out its ablutions they would do their best to get rid of the "visitor" although they were perfectly entitled to use the bird bath as were the minahs!!! They were always a constant source of fun, with their raucous call and we always knew if there was a cat around as their calling would be frenetic at times!!!!!

I am hoping that these particular birds have grown out of the baby stage and dependency and are now fully fledged and living their own lives!!

Starcraft II Massive Thor by Eric 10d

NEOBALLS / ZEN MAGNETS - Neodymium Magnetic Balls (@4205) - Starcraft II's Massive Thor

This is my most complex and largest build to date.

It was designed in parts: Cockpit body, then legs, then arms, then rear guns. Then I had to redesign parts when it came time to assemble it together because of incorrect bonding assumptions and misalignment of magnet fields.

Experimented with x-beam coupled bonds to get the maximum lateral strength with reinforcements on the sides. This proved to be very string. Created a X-Beam using similar methods producing a very strong leg structure. It was capable of support the entire weight of the cockpit body w/o a problem. Had to redesign the leg to cockpit body mount point from the earlier concept because the bond was not completely coupled.

Next up were the arm/guns ... the weight was too much for the cockpit body to support so I fashioned a pair of lego-platforms for them to rest on and take the weight off of the central body.

Finally ... the rear guns ... these were a challenge in that their original mount point design had to be reworked also to make them fit correctly into the rear of the cockpit body. I changed the mount points on the guns to fit the space on both sides and added a few support balls to improve the mount point bonds. I was very surprised how they were balanced and supported only by two point sections to the body. The guns stayed in place for a small series of photos.

The design flaw was in the side bonds of the beam to the legs. The coupled field held nicely for a short amount of time and would have held if it didn't have the weight of the rear guns to support. When they were standing upright and straight, all was good. As soon as I attempted to move the platform forward (to take a video), the rear guns tilted slightly backwards and and that was the end of the leg to body support bonds ... and created the dreaded implosion.

The rear gun weight caused the entire central body section to rotate backwards and fall back on the rear guns ... taking the arms in the process. Perhaps I should have created a Lego-support structure for the rear guns to remove the pendulum force backwards ... but that would have created another view blocker like the side Lego-platforms obstructed the view of the legs and feet. Not sure if I can recreate it for a rotational video ... this took over a week (on/off to design and assemble).

Overall ... I was very happy with the result ... hope I captured enough detail to warrant some visual recognition as a Starcraft II Thor reproduction/interpretation.

This was design and built for the Zen Magnets Contest 26: The Massive Thor

www.zenmagnets.com/blog/26-the-massive-thor/

I tried to document the info for this super complex build (below) accompanied by associated pics in this set

www.flickr.com/photos/tend2it/sets/72157632920071597/

Starcraft II Thor Magnet Count and Detail Talley

======+================

Cockpit Body bottom section: (@0520)

(@0217) - Main shape middle core = (2x108) + 1

(@0095) - central bottom layer 1 = (47x2) + 1 w/black parameter

(@0078) - Sides Bottom layer 2 = (2x(22 parallel pair frnt2bck support + 3 red + 4 gold + 10 ring outside black))

(@0028) - Central bottom layer 3 = (2x14) rectangle

(@0032) - Sides bottom layer 3 = (2x((2x5 parallel bridge rectangle to ring) + (6 ring outside))

(@0010) - Central bottom layer 4 = (10 ring) leg waist w/gold

(@0020) - Sides bottom layer 4 = (2x10 ring) coupled over parallel bridge for perpendicular underside support

(@0040) - Central rear Barrel = (4x8 ring w2 red rings) + (2x4 sqr end)

------

Cockpit Body top section (from center out): (@0371)

(@0166) - top layer 1 = (2x83) w/black missle cover + middle sect separator

(@0105) - top layer 2 = ((2x52) + 1) w/black separator, red trim, gold cockpit

(@0083) - top layer 3 = ((2x41) + 1) w/black separator, red trim, gold cockpit

(@0037) - top layer 4 = ((2x18) + 1) w/black separator trim

(@0010) - top layer 5 = (2x5) w/red/black

------

(@0891)

Leg section x2 (@0640 - 12 removed from bottom of @ leg for foot contact pt)

leg internal structure:

(@0384) - columns = 2 x (4x((2x12) + ((2x11) + 2))) top/bottom coupled bonds w/parallel bonds stacked x 4))

(@0096) - side reinforcements = 2x((2x11) + 2) coupled pair along outside edge centers)

(@0032) - ball reinforcements = 2x(2x4 balls are two balls added to 4 ball in 2, 4, 6, 8th positions) - (12 @ bottom)

leg arch structure (connected to one flat leg top face:

(@0128) - (4x4 parallel sqr) + (2x(6 + 2)) pointy rings) + (4x4 parallel sqr) + (2x(6 + 2)) pointy rings)

Place the two leg arch structures together to form the leg arch

-------

(@1519) = 1531-12

Leg side panels (@0384)

(@0344) - (2 each leg x (2x(2x43 each side))) w/black outside trim

Knees + Leg detail

(@0040) - (2x(2x(6 + 2) knee w/red sqr) + 2x(4 red sqr top of leg))

-------

(@1903)

Feet x2 (@0242)

(@0184) - (2x((2x7 + 2 1st mid layer) + (2x(2x10 + 1) 2nd mid layer) + ((2x(2x8 + 1) outside layer))

(@0034) - (2x(2x(2x3 + 1 top of toe 2 leg)) + (1 center rear foot 2 leg conn) + (2 x 1 outer rear foot sides 2 leg

conn))

(@0024) - (2x(2x6 rings rear foot heel))

-------

(@2145)

X-Beam waist platform - (@0233 - 19) this part is placed across the center perpendicular to the x-beam leg arch

(@0214) - (2x(2x(18 + 17 + 6 + 3)) + (2x(7 + 2)) + ((8 + 1 front side) + (2x9 rear side)) + ((2 x 3 red front center) +

(2 x 2 red front sides) + (2 red rear)) - (19 removed under rear panel side to fold)

Arm Guns (2 pair per arm w/red + black accents)

(@0380) - (4x((4x9 center core) + (3x((2x7) + 1)) top/sides) + (2x7) middle join))

Shoulder to elbow core w/o reinforcements ((@0174)per arm)

(@0348) - (2 x (top((2x5)+2) + (4x8+2 parallel) + ((2x5)+2) + (2x5) + (2x(2x5)+1) + (2x(2x6)+1) + ((4x7)+2 parallel

mount2gun) + (1 ball center to bridge below 2 ball center to 1 ball) + ((2x6)+1) + ((2x4)+2)bottom)

Shoulder to elbow (per arm, per side)

(@0248) - (2 x (2 x (top 3 + 5 + 5 + 5 + 4 + 5 + 4 + 4 + 5 + (2x7arm2shoulder bridge) + (5 + 3 bottom))

Elbow to gun support (per arm, per side) (@0140 - 18 for outside facing side revamp)

(@0122) - (2 x (2 x (((2x9)+1) + (2x8)) -

Revamp outside facing sides for Z bracket (remove 2x(4 top/4 bottom/2 middle/move center ball down, add 1 ball)

Revamp 2 rear centerballs with red

(@028) - add red design outside facing shoulder 2 elbow

------

(@3485)

Rear Guns x2

Large cannon (@0112 each)

(@0224) - 2 x ((2x(2x15) + (4x(5+2)) + (4x(6 ring)))

Smaller cannon (@0092 each)

(@0184) - 2 x ((2x(2x13) + (4x(4+2)) + (4x(4 ring)))

Gun bridges (@0010 each)

(@0020) - (2 x (4 ring + 6 ring across two cannons)

Gun mounts x2

(@0104) - (2 x ((top (2x4+2) + (2x5+2) parallel to existing + (2x4+2) + (2x5 parallel) + (2x4+2) bottom)

Gun panel x 2 (@0102 each)

(@0204) - (2 x (2x(11 + 10 + 9 + 8 + 7 + 6))

-------

Revamp base

(@4221) subtotal b4 assembly

Assembly mods

-------------

Moved the (@0040) - Central rear Barrel = (4x8 ring w2 red rings) + (2x4 sqr end) below the rear of the body between

the leg mount and cockpit body. Actually used the barrel as a mount point for the rear guns.

Modded Cockpit Body bottom section (mount point):

(@0020) = (2 x (7 + 6 + 5)) = Changed = (@0028) - Central bottom layer 3 = (2x14) rectangle to covert parallel

rectangle to hex parallel center, coupled sides

-------

(@4213) = (@4221 - 8)

Moved central bottom layer x-beam

(@0018) = (2x09 ring) = Changed = (@0020) - Sides bottom layer 4 = shifted it down one row, removed 1 ball on end to form point and pinched outside end fit in center of 6 ball side.

(@4211) = (@4213 - 2)

Removed gold 10 ball ring mount

Changed = (@0010) = Central bottom layer 4 = (10 ring) leg waist w/gold

-------

(@4201) = (@4213 - 10)

Modded Rear Guns

(@0100) = Changed = Rear Gun mounts x2 - removed +2 from top/bottom mount point (2x4+2)=>(2x4)

(@4197) = (@4201-4)

Added extra mount point support bwtween rear gun mounts and rear cockpit body

(@4205) = (@4201+8)

Grand Total! = (@4205)

Capable Paul Mccobb Mid Century Modern Planner Group Dresser Chest of Drawers (U.S.A, 1950s) by All Day Kenny K

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***UPDATE*** Jen has officially kickstarted the summer with a healthy addcition to Paul McCobb. I was jazzed to help fuel her passion. Thanks!

On deck- a pair of C Jere metal wall sculptures.

HVL130 VTOL Hypdersonic Transport Iteration 1 (vertical take off and landing) by IO Aircraft

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HVL130 Condor, VTOL Hypersonic Transport, global point to point capable. www.ioaircraft.com/hypersonic/condor.php

130' length, 22-25 TON cargo bay capacity, H2 fueled, with onboard oxidizer as needed for Mach 15 velocity at 70 mile altitude (above the karman line). Website link: www.ioaircraft.com/hypersonic/condor.php

At apx 100,000-120,000ft, cruise velocity is Mach 8-10, with a 10,000nm range. Cargo bay and cockpit are hemetically sealed, with onboard oxygen supply and environmentals.

The entire cargo bay opens instead of a cargo bay door, while the nose gear retracts on the ground providing 8 1/2 ft of clearance into the bay.

*This same engineering principle that applies to Condor, can be scaled up further, with a 50-100 ton cargo capacity.

Propulsion for this aircraft is extensive:

2 U-TBCC (Unified Turbine Based Combine Cycle / Dual Mode Scramjet (300,000 LBS Thrust)

5 H2/O2 Compressed Fueled Bell Nozzle Rockets. No turbo pumps.

3 U-GTG / Thrust Producing Gas Turbine Generators (60-70K LBS vertical thrust by themselves)

24 Graphene Based Super Conducting Lift Fans, 70-90K+ LBS vertically lift)

In the last image, for sizing comparison are

Discovery SSTO Heavy Lift: www.ioaircraft.com/hypersonic/discovery-218.php

Raven B Model, 22 Person Hypersonic Business Jet www.ioaircraft.com/hypersonic/raven-business.php

Grey Hawk, Mach 8-10 7th Gen Hypersonic Super Fighter www.ioaircraft.com/hypersonic/greyhawk.php

All are serial production ready.

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Aeroscopia Toulouse France (43) by Marc Hubé