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www.lawyerslegalformsanddocuments.com/business-legal-form... - Employment contracts are important for both employer and employee. There are several different types of employment contracts, which need to be used depending on the situation.
This little whimsy inspired by the agonies documented in paulclarke.com/honestlyreal/2010/12/oh-christmas-tree/
A brief history of railways in New South Wales.
It all began with the calling of a public meeting to consider the issue of building railways in 1846. Lines were being considered to Windsor, Bathurst and Goulburn. It proposed the American solution to railway building – government grants of land along the proposed line but with an added bonus of a government guarantee of 6% per annum on the first £100,000 of capital and a government grant of cash. In 1848 the Sydney Tramroad and Railway Company was formed. After some delays work began in 1850 but by 1851 not much had happened and the company wanted a further £150,000 which was granted for a line only from Sydney to Parramatta. In 1855 the line was finally completed with the first train to Parramatta in September 1855. The line was only completed with substantial government investment and in 1856 the government decided to take over the railway and have it run by three government Commissioners. In 1861 parliament authorised lines to Campbelltown and Goulbourn, another to Bathurst across the Blue Mountains and a third from Newcastle to Murrurundi in the Hunter Valley. The line from Newcastle to Maitland opened in 1857.
Westwards to Bathurst.
At the end of 1860, with the royalties from gold mining the government had completed lines from Sydney to Penrith and Richmond; to Picton in the south; and from Maitland to Morpeth. The biggest engineering challenges were still ahead of the railways department – crossing the Blue Mountains to Bathurst and climbing into the Southern Highlands to reach Goulburn. The problems of crossing the Blue Mountain ridges were immense and two zig zag railway sections near Lithgow were eventually approved and several major viaducts. They line was completed to Wentworth Falls in 1867 and it was 1875 before the railway line reached Kelso across the Macquarie River from Bathurst. The official opening into Bathurst was in April 1876. The 1870s were a decade of significant railway expansion and new lines. At one stage there was even a proposal to have a direct rai link to South Australia from Cootamundra westwards to Pooncarie on the River Darling and then across the SA border near Renmark. That never eventuated. But a link to Queensland was pursued more vigorously and completed as was a line to Albury with a link to Melbourne.
Southwards to Goulburn and Albury.
A main truck railway line to the South was important to peon up the Western Slopes of NSW in the 1870s. The rail head was settled at Picton in 1863 and with tunnels it was extended into the Highlands to Mittagong in 1867. It was quickly pushed on to Goulburn reaching there in 1869. It was important to extend this line south to Albury to prevent the Victorian railways taking more trade from the Riverina Districts. The Goulburn to Yass section was finished in 1876. It was extended to Wagga Wagga in 1878 but the line did not cross the Murrumbidgee River into Wagga Wagga until 1879. From here the line pushed onwards to Albury where the railway opened in February 1881. It was June 1883 before the River Murray was bridged and a connection was made with the line to Melbourne.
Northwards to Newcastle and beyond.
Newcastle was a rail terminal like Sydney with the first line to Maitland completed in 1857.This line was eventually extended to Muswellbrook in 1869 and on to Aberdeen in 1870 and Scone in 1871. Murrurundi was reached in 1872. Work began on pushing the line north through Quirindi to Tamworth in 1874 with it being completed in 1878. From here the railway was extended towards the Queensland border and the northern tablelands. The first section with steep gradients reached Uralla in 1882 and Armidale in 1883. In 1884 the railway reached Glen Innes and then Tenterfield. The Queensland border was reached in January 1888 linking up with the Queensland railway system. Queensland railways had extended their lines to Wallangarra which is across the border from Jennings in NSW. But there was no connection to Brisbane from Sydney as there was no connection between Sydney and Newcastle.
Linking Sydney and Newcastle.
It was Premier Sir Henry Parkes who appropriate funds for a railway northwards from Sydney with the first stage to the Hawkesbury River and a section southwards from Hamilton just outside of Newcastle to Gosford. The line to the Hawksbury River was completed in 1887 and that to Gosford in 1888. The 3,000 feet wide (914 metres) stretch of the Hawkesbury River were still to be spanned by a railway. A competition called for engineering designs and the contract was let to an American company. Despite difficulties the bridge was completed in May 1889 with piers deeper than those of any other bridge and it was largest bridge of its kind in Australia and the third largest in the world at that time. It was a milestone in Australian railway history as it provided a rail link from Sydney to Brisbane via Wallangarra and this service was already linked with the line from Sydney to Albury and Melbourne and Adelaide and Melbourne had been the first colonial capital cities linked by rail in January 1887. So now there was railway link from Adelaide to Brisbane (1,789 miles or2, 8880 kilometres) albeit with many changes of gauge along the way and with no coordinated railway timetable for such a service. But this 1889 bridge was not stable enough for bigger and heavier trains and a new bridge was constructed across the Hawkesbury River between 1939 and 1946.
The North Coast line.
A new coastal line from Newcastle/Maitland to Taree and Gloucester opened in 1913 before reaching Wauchope in 1915. This lien was extended to Coffs Harbour and South Grafton in 1915. Earlier a railway line had headed south from Murwillumbah to Lismore. It was constructed in 1894 but extended to Lismore and Casino in 1903 and northwards to Tweed Heads at the same time. The section from Casino to Grafton opened in 1905 but it did not cross the Clarence River. This was not bridged until 1932. A branch line was built to Kyogle from Casino in 1910 and this was linked to a new line to Brisbane in 1930 which necessitated a rail spiral and a long tunnel across the border between the two rail systems to get the rail tracks up into the Great Dividing Range. A through train service was not possible until the Clarence River was bridged by rail in 1932. The introduction of the Brisbane Limited train via Casino and Kyogle reduced the train travel time from Sydney to Brisbane via Wallangarra by six hours. The service ended at South Brisbane until 1986 when it was rerouted to Brisbane Roma Street railway station. The Brisbane Limited train between Sydney and Brisbane ceased in 1990 when it was replaced with an XPT service. The line from Casino to Murwillumbah closed in 2004.
Extensions to the main truck lines.
By 1900 most major towns and cities of New South Wales had a railway service. The 1880s and the 1890s were decades of considerable railway expansion.
•The urge to get a railway to the Darling River at Bourke branched out from Bathurst firstly to Orange and then on to Dubbo in 1881. The north western line reached Bourke in 1885. From Nyngan a line was built to Cobar.
• The discovery of silver, lead and zinc in the Barrier Ranges near the South Australian border spurred the growth of Broken Hill but it was not linked to Sydney by train until 1927. Earlier a railway had been built from Broken Hill to Menindee in 1919. Then the links were made between Parkes and Condobolin and Roto to Menindee in 1927. The air conditioned Silver City Comet train began the service between Sydney and Broken Hill in 1937.
•New lines in the Riverina were designed to stop the leakage of trade across the River Murray to the Victorian railways. A line from Wagga wagga reached Narrandera in 1881 and Hay on the banks of the Murrumbidgee River in 1882.
•A branch line from Cootamundra to Gundagai was completed in 1886 and later extended to Tumut in 1903. Another line which stretched from Cootamundra to Temora opened in 1893. The Temora line was extended to Lake Cargelligo in 1917. Also from Temora the line went west to Griffith in 1916 and on to Hillston in 1923. It was then joined with the Broken Hill line at Roto in 1926 to provide alternative routes to the west.
•A new southern coast line opened to Wollongong and North Kiama in 1887. The section from Kiama to Bomaderry on the outskirts of Nowra opened in 1893.
•Over a few years a north western railway branched from the New England railway at Werris Creek. The first section to Gunnedah opened in 1879 and the second section to Narrabri opened in 1884. The line reached Moree in 1897. The line extended to the Queensland border at Mungindi in 1914.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
Clarence L. "Kelly" Johnson, vice president of engineering and research at Lockheed's Skunk Works, visited USAF air bases across South Korea in November 1951 to speak with fighter pilots about what they wanted and needed in a fighter aircraft. At the time, the American pilots were confronting the MiG-15 with North American F-86 Sabres, and many felt that the MiGs were superior to the larger and more complex American design. The pilots requested a small and simple aircraft with excellent performance, especially high speed and altitude capabilities. Armed with this information, Johnson immediately started the design of such an aircraft on his return to the United States.
Work started in March 1952. In order to achieve the desired performance, Lockheed chose a small and simple aircraft, weighing in at 12,000 lb (5,400 kg) with a single powerful engine. The engine chosen was the new General Electric J79 turbojet, an engine of dramatically improved performance in comparison with contemporary designs. The small L-246 design remained essentially identical to the Model 083 Starfighter as eventually delivered.
Johnson presented the design to the Air Force on 5 November 1952, and work progressed quickly, with a mock-up ready for inspection at the end of April, and work starting on two prototypes that summer. The first prototype was completed by early 1954 and first flew on 4 March at Edwards AFB. The total time from contract to first flight was less than one year.
The first YF-104A flew on 17 February 1956 and, with the other 16 trial aircraft, were soon carrying out equipment evaluation and flight tests. Lockheed made several improvements to the aircraft throughout the testing period, including strengthening the airframe, adding a ventral fin to improve directional stability at supersonic speed, and installing a boundary layer control system (BLCS) to reduce landing speed. Problems were encountered with the J79 afterburner; further delays were caused by the need to add AIM-9 Sidewinder air-to-air missiles. On 28 January 1958, the first production F-104A to enter service was delivered.
Even though the F-104 saw only limited use by the USAF, later versions, tailored to a fighter bomber role and intended for overseas sales, were more prolific. This was in particular the F-104G, which became the Starfighter's main version, a total of 1,127 F-104Gs were produced under license by Canadair and a consortium of European companies that included Messerschmitt/MBB, Fiat, Fokker, and SABCA.
The F-104G differed considerably from earlier versions. It featured strengthened fuselage, wing, and empennage structures; a larger vertical fin with fully powered rudder as used on the earlier two-seat versions; fully powered brakes, new anti-skid system, and larger tires; revised flaps for improved combat maneuvering; a larger braking chute. Upgraded avionics included an Autonetics NASARR F15A-41B multi-mode radar with air-to-air, ground-mapping, contour-mapping, and terrain-avoidance modes, as well as the Litton LN-3 Inertial Navigation System, the first on a production fighter.
Germany was among the first foreign operators of the F-104G variant. As a side note, a widespread misconception was and still is that the "G" explicitly stood for "Germany". But that was not the case and pure incidence, it was just the next free letter, even though Germany had a major influence on the aircraft's concept and equipment. The German Air Force and Navy used a large number of F-104G aircraft for interception, reconnaissance and fighter bomber roles. In total, Germany operated 916 Starfighters, becoming the type's biggest operator in the world. Beyond the single seat fighter bombers, Germany also bought and initially 30 F-104F two-seat aircraft and then 137 TF-104G trainers. Most went to the Luftwaffe and a total of 151 Starfighters was allocated to the Marineflieger units.
The introduction of this highly technical aircraft type to a newly reformed German air force was fraught with problems. Many were of technical nature, but there were other sources of problems, too. For instance, after WWII, many pilots and ground crews had settled into civilian jobs and had not kept pace with military and technological developments. Newly recruited/re-activated pilots were just being sent on short "refresher" courses in slow and benign-handling first-generation jet aircraft or trained on piston-driven types. Ground crews were similarly employed with minimal training and experience, which was one consequence of a conscripted military with high turnover of service personnel. Operating in poor northwest European weather conditions (vastly unlike the fair-weather training conditions at Luke AFB in Arizona) and flying low at high speed over hilly terrain, a great many Starfighter accidents were attributed to controlled flight into terrain (CFIT). German Air Force and Navy losses with the type totaled 110 pilots, around half of them naval officers.
One general contributing factor to the high attrition rate was the operational assignment of the F-104 in German service: it was mainly used as a (nuclear strike) fighter-bomber, flying at low altitude underneath enemy radar and using landscape clutter as passive radar defense, as opposed to the original design of a high-speed, high-altitude fighter/interceptor. In addition to the different and demanding mission profiles, the installation of additional avionic equipment in the F-104G version, such as the inertial navigation system, added distraction to the pilot and additional weight that further hampered the flying abilities of the plane. In contemporary German magazine articles highlighting the Starfighter safety problems, the aircraft was portrayed as "overburdened" with technology, which was considered a latent overstrain on the aircrews. Furthermore, many losses in naval service were attributed to the Starfighter’s lack of safety margin through a twin-engine design like the contemporary Blackburn Buccaneer, which had been the German navy air arm’s favored type. But due to political reasons (primarily the outlook to produce the Starfighter in Southern Germany in license), the Marine had to accept and make do with the Starfighter, even if it was totally unsuited for the air arm's mission profile.
Erich Hartmann, the world's top-scoring fighter ace from WWII, commanded one of Germany's first (post-war) jet fighter-equipped squadrons and deemed the F-104 to be an unsafe aircraft with poor handling characteristics for aerial combat. To the dismay of his superiors, Hartmann judged the fighter unfit for Luftwaffe use even before its introduction.
In 1966 Johannes Steinhoff took over command of the Luftwaffe and grounded the entire Luftwaffe and Bundesmarine F-104 fleet until he was satisfied that the persistent problems had been resolved or at least reduced to an acceptable level. One measure to improve the situation was that some Starfighters were modified to carry a flight data recorder or "black box" which could give an indication of the probable cause of an accident. In later years, the German Starfighters’ safety record improved, although a new problem of structural failure of the wings emerged: original fatigue calculations had not taken into account the high number of g-force loading cycles that the German F-104 fleet was experiencing through their mission profiles, and many airframes were returned to the depot for wing replacement or outright retirement.
The German F-104Gs served primarily in the strike role as part of the Western nuclear deterrent strategy, some of these dedicated nuclear strike Starfighters even had their M61 gun replaced by an additional fuel tank for deeper penetration missions. However, some units close to the German borders, e.g. Jagdgeschwader (JG) 71 in Wittmundhafen (East Frisia) as well as JG 74 in Neuburg (Bavaria), operated the Starfighter as a true interceptor on QRA duty. From 1980 onwards, these dedicated F-104Gs received a new air superiority camouflage, consisting of three shades of grey in an integral wraparound scheme, together with smaller, subdued national markings. This livery was officially called “Norm 82” and unofficially “Alberich”, after the secretive guardian of the Nibelung's treasure. A similar wraparound paint scheme, tailored to low-level operations and consisting of two greens and black (called Norm 83), was soon applied to the fighter bombers and the RF-104 fleet, too, as well as to the Luftwaffe’s young Tornado IDS fleet.
However, the Luftwaffe’s F-104Gs were at that time already about to be gradually replaced, esp. in the interceptor role, by the more capable and reliable F-4F Phantom II, a process that lasted well into the mid-Eighties due to a lagging modernization program for the Phantoms. The Luftwaffe’s fighter bombers and recce Starfighters were replaced by the MRCA Tornado and RF-4E Phantoms. In naval service the Starfighters soldiered on for a little longer until they were also replaced by the MRCA Tornado – eventually, the Marineflieger units received a two engine aircraft type that was suitable for their kind of missions.
In the course of the ongoing withdrawal, a lot of German aircraft with sufficiently enough flying hours left were transferred to other NATO partners like Norway, Greece, Turkey and Italy, and two were sold to the NASA. One specific Starfighter was furthermore modified into a CCV (Control-Configured Vehicle) experimental aircraft under control of the German Industry, paving the way to aerodynamically unstable aircraft like the Eurofighter/Typhoon. The last operational German F-104 made its farewell flight on 22. Mai 1991, and the type’s final flight worldwide was in Italy in October 2004.
General characteristics:
Crew: 1
Length: 54 ft 8 in (16.66 m)
Wingspan: 21 ft 9 in (6.63 m)
Height: 13 ft 6 in (4.11 m)
Wing area: 196.1 ft² (18.22 m²)
Airfoil: Biconvex 3.36 % root and tip
Empty weight: 14,000 lb (6,350 kg)
Max takeoff weight: 29,027 lb (13,166 kg)
Powerplant:
1× General Electric J79 afterburning turbojet,
10,000 lbf (44 kN) thrust dry, 15,600 lbf (69 kN) with afterburner
Performance:
Maximum speed: 1,528 mph (2,459 km/h, 1,328 kn)
Maximum speed: Mach 2
Combat range: 420 mi (680 km, 360 nmi)
Ferry range: 1,630 mi (2,620 km, 1,420 nmi)
Service ceiling: 50,000 ft (15,000 m)
Rate of climb: 48,000 ft/min (240 m/s) initially
Lift-to-drag: 9.2
Wing loading: 105 lb/ft² (510 kg/m²)
Thrust/weight: 0.54 with max. takeoff weight (0.76 loaded)
Armament:
1× 20 mm (0.787 in) M61A1 Vulcan six-barreled Gatling cannon, 725 rounds
7× hardpoints with a capacity of 4,000 lb (1,800 kg), including up to four AIM-9 Sidewinder, (nuclear)
bombs, guided and unguided missiles, or other stores like drop tanks or recce pods
The kit and its assembly:
A relatively simple what-if project – based on the question how a German F-104 interceptor might have looked like, had it been operated for a longer time to see the Luftwaffe’s low-viz era from 1981 onwards. In service, the Luftwaffe F-104Gs started in NMF and then carried the Norm 64 scheme, the well-known splinter scheme in grey and olive drab. Towards the end of their career the fighter bombers and recce planes received the Norm 83 wraparound scheme in green and black, but by that time no dedicated interceptors were operational anymore, so I stretched the background story a little.
The model is the very nice Italeri F-104G/S model, which is based on the ESCI molds from the Eighties, but it comes with recessed engravings and an extra sprue that contains additional drop tanks and an Orpheus camera pod. The kit also includes a pair of Sidewinders with launch rails for the wing tips as well as the ventral “catamaran” twin rail, which was frequently used by German Starfighters because the wing tips were almost constantly occupied with tanks.
Fit and detail is good – the kit is IMHO very good value for the money. There are just some light sinkholes on the fuselage behind the locator pins, the fit of the separate tail section is mediocre and calls for PSR, and the thin and very clear canopy is just a single piece – for open display, you have to cut it by yourself.
Since the model would become a standard Luftwaffe F-104G, just with a fictional livery, the kit was built OOB. The only change I made are drooped flaps, and the air brakes were mounted in open position.
The ordnance (wing tip tanks plus the ventral missiles) was taken from the kit, reflecting the typical German interceptor configuration: the wing tips were frequently occupied with tanks, sometimes even together with another pair of drop tanks under the wings, so that any missile had to go under the fuselage. The instructions for the ventral catamaran launch rails are BTW wrong – they tell the builder to mount the launch rails onto the twin carrier upside down! Correctly, the carrier’s curvature should lie flush on the fuselage, with no distance at all. When mounted as proposed, the Sidewinders come very close to the ground and the whole installation looks pretty goofy! I slightly modified the catamaran launch rail with some thin styrene profile strips as spacers, and the missiles themselves, AIM-9Bs, were replaced with more modern and delicate AIM-9Js from a Hasegawa air-to-air weapons set. Around the hull, some small blade antennae, a dorsal rotating warning light and an angle-of-attack sensor were added.
Painting and markings:
The exotic livery is what defined this what-if build, and the paint scheme was actually inspired by a real world benchmark: some Dornier Do-28D Skyservants of the German Marineflieger received, late in their career, a wraparound scheme in three shades of grey, namely RAL 7030 (Steingrau), 7000 (Fehgrau) and 7012 (Basaltgrau). I thought that this would work pretty well for an F-104G interceptor that operates at medium to high altitudes, certainly better than the relatively dark Norm 64 splinter scheme or the Norm 83 low-altitude pattern.
The camouflage pattern was simply adopted from the Starfighter’s Norm 83 scheme, just the colors were exchanged. The kit was painted with acrylic paints from Revell, since the authentic tones were readily available, namely 75, 57 and 77. As a disrupting detail I gave the wing tip tanks the old Norm 64 colors: uniform Gelboliv from above (RAL 6014, Revell 42), Silbergrau underneath (RAL 7001, Humbrol’s 127 comes pretty close), and bright RAL 2005 dayglo orange markings, the latter created with TL Modellbau decal sheet material for clean edges and an even finish.
The cockpit interior was painted in standard medium grey (Humbrol 140, Dark Gull Grey), the landing gear including the wells became aluminum (Humbrol 56), the interior of the air intakes was painted with bright matt aluminum metallizer (Humbrol 27001) with black anti-icing devices in the edges and the shock cones. The radome was painted with very light grey (Humbrol 196, RAL 7035), the dark green anti-glare panel is a decal from the OOB sheet.
The model received a standard black ink washing and some panel post-shading (with Testors 2133 Russian Fulcrum Grey, Humbrol 128 FS 36320 and Humbrol 156 FS 36173) in an attempt to even out the very different shades of grey. The result does not look bad, pretty worn and weathered (like many German Starfighters), even though the paint scheme reminds a lot of the Hellenic "Ghost" scheme from the late F-4Es and the current F-16s?
The decals for the subdued Luftwaffe markings were puzzled together from various sources. The stencils were mostly taken from the kit’s exhaustive and sharply printed sheet. Tactical codes (“26+40” is in the real Starfighter range, but this specific code was AFAIK never allocated), iron crosses and the small JG 71 emblems come from TL Modellbau aftermarket sheets. Finally, after some light soot stains around the gun port, the afterburner and some air outlets along the fuselage with graphite, the model was sealed with matt acrylic varnish.
A simple affair, since the (nice) kit was built OOB and the only really fictional aspect of this model is its livery. But the resulting aircraft looks good, the all-grey wraparound scheme suits the slender F-104 well and makes an interceptor role quite believable. Would probably also look good on a German Eurofighter? Certainly more interesting than the real world all-blue-grey scheme.
In the beauty pics the scheme also appears to be quite effective over open water, too, so that the application to the Marineflieger Do-28Ds made sense. However, for the real-world Starfighter, this idea came a couple of years too late.
Forest Contract Ltd is a leading Contract Furniture Supplier in UK. We manufacture quality furniture for hotel, offices and restaurants for commercial purposes.
Thanks to all my contacts and everyone else who always comes back to my stream. It's appreciated so much!
Portfolio: Ivo Vuk Photography
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Description: Marriage contract
Object Origin: Verona, Italy
Date: 1786
Medium: ink and paint on vellum
Persistent URL: digital.cjh.org/R/?func=dbin-jump-full&object_id=244156
Repository: Yeshiva University Museum, 15 West 16th Street, New York, NY 10011
Call Number: 1983.006
Rights Information: No known copyright restrictions; may be subject to third party rights. For more copyright information, click here.
See more information about this image and others at CJH Museum Collections.
A few oddbods amongst the almost 300 trucks that took part in the 2017 Haulin the Hume Hwy31 re-enactment from Sydney to Yass. Seen turning off onto the old highwat via Cullarin and Gunning.
Aura Cacia, a division of Frontier partners with Goodwill Contract Services division for packing, inspecting and labeling of their essential oil products.
MAZZALI Contract: “LA STECCA”, residenza universitaria di Imt Alti Studi Lucca
"La Stecca", l'imponente immobile originariamente parte del complesso del convento di San Francesco, è sede dell’ IMT (Istituzioni, Mercati, Tecnologie) Istituto di Alti Studi , un istituto statale di istruzione universitaria, di ricerca e di alta formazione.
Mazzali ha realizzato:
100 camere residenziali per docenti, ricercatori e studenti.
16 spazi ufficio e multimediali.
MAZZALI Contract : “ LA STECCA ” IMT campus, Lucca.
IMT is an Institute for Advanced Studies that aims to push the frontiers of knowledge and to contribute to the formation of international professional elites for business and institutions.
Mazzali made:
N° 100 short to medium term housing bedrooms for professors, students and visitors;
N° 16 office spaces for faculty and staff
The beautifully and painstakingly restored complex includes the San Francesco Church (to be used for major events), the Guinigi Chapel (for seminars and smaller events), the "Sala delle Colonne" (for seminars and meetings), classrooms, residential facilities for students, short- to medium-term housing for visiting faculty, office spaces for faculty and staff, the canteen, and numerous internal and external areas for study and socialization. PhD students who qualify for a scholarship are offered free housing in the San Francesco complex, while all students and faculty have free access to the canteen.
Kara Livingston looks at the contract she signed with the moving company, Vanlines of America. (KOMU photo/Brandon Twichell)
BOEING B-17G-95-DL 44-83868/77233/N5237V
Jul 45 Built by Douglas Aircraft Corporation at Long Beach, California with
manufacturers' serial 32509, as part of the last block of B-17Gs built by
Douglas, `868 being the 17th from last of the block, part of contract
No.AC-1862.
04 Jul 45 First Flight - 1¼-hour test flight by Douglas test pilot Wally Tower.
05 Jul 45 50-minute test flight by Tower since the previous flight had been less than
the statutory 1½ hours.
06 Jul 45 Accepted at factory by USAAF as 44-83868.
08 Jul 45 Departed Long Beach en route to Syracuse Army Air Base, NY, via
Chanute Field IL - arrived 09 Jul.
14 Jul 45 Transferred from USAAF supply pool to US Navy as Bu No.77233. With
the advent of the Cadillac II programme (land-based long-range Airborne
Early Warning, command and control system) the USAAF set aside 20
brand new Douglas built B-17Gs serialled between 44-83855 and 44-
83884, including 44-83868, forming the nucleus of the US Navy radar
equipped PB-IW programme as US Navy serials 77225 to 77244. The
aircraft were transferred to the US Navy at Johnsville, Pennsylvania. See
Article - `The Navy and Coast Guard PB-1; A Summation. S A
Thompson, AAHS Journal Spring 1995. The US Navy obtained a total of
79 B-17s from various sources 1945-50, 21 as PB-IWs and 28 purely for
spares. On this date the aircraft left Syracuse Air Base for NAS
Johnsonville, a crew having been requested three days earlier.
Upon transfer 44-83868 and the other aircraft were ferried to the Naval
Aircraft Modification Unit (NAMU) at NAS Johnsville for conversion, the
major change being the installation of AN/APS-20 search radar in a
radome fitted below the bomb bay. Antennae were added to the fuselage.
Armament was usually deleted. Early PB-IWs flew in natural metal, later
changed to overall gloss sea blue with white codes and lettering. PB-IWs
entered Navy service for anti-submarine patrol and maritime
reconnaissance duties in Spring 1946.
26 Jul 45 Struck off charge by USAAF?
Aug 45- 44-83868 assigned to NAMU at Johnsville.
Mar 47
Apr 47-Mar 48 Air Test and Evaluation Squadron No.4 (VX-4), at NAS Quonset Point,2
Rhode Island on the eastern coast of the USA.
Apr 48 Assigned to Air Early Warning Squadron No.1 (VPW-1), Ream Field, San
Ysidro, near San Diego, California, as one of four VX4 Pb1-Ws assigned
to the unit. VPW-1 was the Navy’s first dedicated land based AEW
Squadron, with an authorised strength of six aircraft. Operated in support
of the Pacific Fleet. Due to limited facilities and short runways at Ream
Field, the Squadron moved to nearby NAAS Miramar for operations,
although Ream Field remained its assigned home base.
08 Sep 49- Under overhaul at Naval Air Material Centre (NAMC) Norfolk,
18 Jul 50 Virginia.
21 Jul 50 To VX-4, Patuxent River, Maryland. Carried squadron code ‘XD -5’ on
tail. Generally operated in support of the U.S. Atlantic Fleet.
May-Oct 52 Assigned to Airborne Early Warning Squadron 2 (VW-2) at NAS
Patuxent River, including August-Oct 52 detachment to VW-2
Detachment 1 at Gardamoen, Norway. The former VX-4 had disbanded in
June 1952 and reformed at the same base as VW-2 on 18 Jul 52, still
operating in support of the Atlantic fleet. It provided Airborne Early
Warning, scouting, weather reconnaissance and electronic
countermeasures support.
14 Oct 52- Under overhaul at NAMC Norfolk, Virginia.
19 May 53
03 Jun 53- To VW-2, Patuxent River. The unit retired its last PB1-W in March 1955,
Nov 54 replacing them with PO1-W Constellations.
08 Dec 54- Under overhaul at NAS Norfolk. During US Navy service carried
codes XD-2 and XD-24. Overhaul period ended May 1955.
26 May 55 Withdrawn and stored at NAF Litchfield Park, 20 miles west of Phoenix,
Arizona (where RAFM PBY-6A `L866' was also stored 1953-1957) US
Navy PB-IWs were the last front line US Military B-17s and were replaced
in 1955 by Lockheed WV-2 Constellation Warning Star aircraft.
10 Jul 56 Struck off US Navy charge along with the other remaining 15 US Navy B-
17s at Litchfield Park. (of these 16 aircraft, three survive today). The 16
PB-IWs were sold in three groups. At this time 77233 had logged 3,484
flying hours.
02 Dec 57 77233 was part of the third and final batch of thirteen PB-IWs sold, in this
case to the American Pressed Steel Corporation of Dallas, Texas for
$8,333.33 and given a registration block between N6460D and N6471D,
77233 being allotted N6466D, but this was not taken up - the company
also had a block of registrations between N5225V and N5237V, and
77233 became N5237V on 08 March 1958 when this block was used in
preference.
1958 Twelve of the 13 PB-IW aircraft were ferried from NAF Litchfield Park to
Dallas - Love Field and parked near the Dallas Aero Service ramp on the
north side of the airport and were gradually sold off as civil transports in
South America (6 aircraft) and a US fire bombers (3 aircraft). See article3
and photo of 77233 at Love Field c.1960 carrying basic US Navy colours
with white `2' and `Hell Wagon' Nose Art on starboard nose, and crude
white painted civil registration - AAHS Journal Summer 1964 p.141;
Flypast September 2004 p.44 and 46. Around this time local rumours had
it that these aircraft were earmarked for Cuban revolutionary Fidel Castro
in his attempt to overthrow the Batista regime, but when crews arrived to
fly them to Cuba they were prevented by Federal agents. American
Compressed Steel Corporation was later linked with CIA efforts to
smuggle surplus military aircraft to African and South American countries
so perhaps the rumour is not that farfetched. Most of the Love Field PBIWs quickly became derelict until rescued by civil operators in the 1960s.
Two flew to England in 1961 of the filming of `The War Lover' and were
scrapped there in 1962 after filming was completed.
26 Feb 60 Sold to Ashland Corporation of Tucson, Arizona.
07 Jul 60 Sold to Marson Equipment and Salvage Company, also of Tucson, but
remained at Love Field.
27 Sep 61 Sold to Aero Union of Anderson, California along with seven other B-17s
and restored to airworthy condition, despite being sunk up to the axles in
the ground.
c. Nov 61 Ferried to California, still in basic USN markings and colour scheme, with
‘XD’ code on fin.
28 Dec 61 Sold to Calvin Butler of Butler Aircraft Co, Redmond Oregon as Tanker
E15 in United States Forestry Service region 6 (Oregon and Washington
states). Fitted with a 2,200-gallon four-door tank installed for fire
bombing work to drop retardant 24 May 1962. See log books - airframes,
engines and propellers for 1962-83 period. DoRIS Ref.B3249. See also
article by Cpl Butler in Correspondence Files, entry 82.
21 Aug 62 Spray booms installed for aerial spraying.
Transferred through several of Butler’s companies, including the Butler
Rental Company (01 Mar 63); Butler Aircraft Company (29 Dec 1965);
Calvin Butler (29 Dec 1966); Butler Aircraft 06 May 1970, still tailmarked as tanker 15 in May 1971.
27 Jul 67 Accident at Carson, Washington – at 16.30hrs collided with trees whilst
pulling up from run during fire control flight, due to restricted vision
causing substantial damage. This was a fire retardant drop on Gifford
Pinchot National Forest, and visibility was greatly reduced by smoke.
27 Sep 75 Photographed operating from U.S. Forest Service Goleta Air Tanker Base,
Santa Barbara, California whilst being used to fight the Rattlesnake
Canyon fire in Los Padres National Forest. Colour scheme was overall
natural metal; chin turret removed and faired over; nose Plexiglass and tail
gunner’s windows overpainted silver; borate tank fitted into bomb bay and
extending slightly below it. Tail number ‘65’, horizontal tail surface, rear4
fuselage band and nacelle bands all faded Dayglo. See IPMS/USA Update
Vol.12 No.3 P.62.
N5237V operated regularly until 1981, as tanker 65 from Visalia,
California when DC-7s replaced the two B-17s in the Butler Aviation
Fleet. Usually dropped a phos-chek or fire-trol water mix fire retardant,
dyed for visibility on the ground. Colour photos as Tanker 65; Flypast
September 2004 p.49 and Flypast May 2009 p.70 (at Hemet, 1980).
1982-3 Retired, traded to TBM inc, and restored to military configuration by
TBM Inc. team led by engineer Ken Stubbs at Sequoia Field. Given
markings of 332nd Bombardment Squadron, 94th BG (H), 3rd Air
Division, USAAF 8th Air Force, England, 1945. Received bomb bay
doors, a new Plexiglas nose, and fibreglass replica turrets.
Aircraft donated to RAFM by US Air Force Museum who had acquired
the aircraft, in appreciation of a Vulcan donated by the RAF. Actual
restoration costs funded by RAFM. Ferry Flight arranged from California
to UK, piloted by Air Cdr Ron Dick, then Air Attache at the British
Embassy, Washington, Ken Stubbs of TBM Inc. as 2nd Pilot/Engineer and
Flt Lt Dave Fox of No.10 Squadron RAF as navigator. Photo of crew:
Aircraft Illustrated Dec 83 p.570.
Sep 83 At Sequoia Field, San Joaquin Valley, California, thence to Castle AFB for
repainting.
28 Sep 83 Post restoration test flight from Sequoia Field. Photo in USA as newly
restored; The Flying M February 1984 p.12.
03 Oct 83 Departed Fresno, California having previously been ferried from Sequoia.
Callsign ‘RAFAIR B17’ For account of delivery flight see Ron Dick’s
articles in Air Clues May 1984 and Jan/Feb 1985.
04 Oct 83 To Peterson AFB, Colorado Springs (including flypast at the nearby
USAF Academy).
05 Oct 83 To England AFB, Louisiana for refuelling.
06 Oct 83 To 8
th
AF HQ, Barksdale AFB, Louisiana.
07 Oct 83 To USAF Museum, Wright Patterson AFB, Ohio.
08 Oct 83 To Andrews AFB, Washington DC
11 Oct 83 To Gander, Newfoundland.
12 Oct 83 To Lajes, Azores.
13 Oct 83 Arrived at RAF Brize Norton, Oxon. Touched down at 5.30pm at the end
of the final 1120 nautical miles leg from Lajes, completed in 7 hours 20
minutes having flown some 7000 miles in 50 flying hours since leaving
California. Photos: Aviation News 18 Nov-1 Dec 83 p.586; FlyPast Dec
83 p.3; Air Pictorial Dec 83 p.446; Aviation News December 2002 p.952.5
25 Oct 83 Made flypast (two passes) at RAFM Hendon whilst temporarily based at
RAF Honington.
27 Oct 83 Flypast over former East Anglia USAAF bases in company with Duxfordbased B-17 `Sally B' –
Article and photos: FlyPast Jan 84 p.16-67; Aviation News 30 Dec 83 - 12
Jan 84 p.681; Sally B News Issue 37 Summer 2000. Colour photo at
Duxford; 8
th
Air Force (Flypast Special 2002) p.71
07 Nov 83 Final flight to Stansted Airport, Essex for dismantling by Civilian
contractor, J R Consultants. Again accompanied by Sally B. Photos:
Flypast Jan 84 p.17; Flypast May 2001 p.91. Engines exchanged with
higher hour examples from Sally B. Total flying hours 5,724.
08-9 Dec 83 Moved by road to RAFM Hendon and reassembled for display in the
Bomber Command Hall, the engines being fitted 21 Dec 83.
Jan 84 Placed on public display. Remains displayed in Bomber Command Hall at
present.
17 Apr 84 Official handover ceremony at RAFM - General William P Acker, Cdr of
US 3rd Air Force, handed the B-17 over to MRAF Sir Michael Beetham,
Chairman of the RAFM's board of Trustees, and received a cheque for
£35,000 from the Boeing Company to pay for restoration costs. Photo:
Air Pictorial Jul 84 p.272.
23 Nov 93 Registration N5237V cancelled by FAA-recorded in error as ‘destroyed’
Sources: USAAF/USAF -Individual Aircraft Record Cards, USAF Historical Research
Agency; Army Air Force Installations Directory = Continental United States,
Headquarters, Army Air Forces, Washington DC, 1 August 1945.
TEXT; ANDREW SIMPSON
ROYAL AIR FORCE MUSEUM 2009
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