This is the stone suspension where Portuguese and Dutch had publicly hanged and executed the prisoners in Jaffna Fort.

 

Jaffna Fort (Sinhalese: යාපනය බලකොටුව; Tamil: யாழ்ப்பாணக் கோட்டை) is a fort built by the Portuguese at Jaffna, Sri Lanka in 1618 under Philip De Olivera following the Portuguese invasion of Jaffna. Due to numerous miracles attributed to the statue of Virgin Mary in the church inside the fort, Jaffna Fort was named as Fortress of Our Lady of Miracles of Jafanapatão (Fortaleza de Nossa Senhora dos Milagres de Jafanapatão). It was captured by the Dutch under Raiclop Van Goins in 1658 who expanded it. In 1795, it was taken over by the British, and remained under the control of a British garrison till 1948. - Wiki

Irving R. Bacon (1875-1962)

Pen and ink with graphite on paper

 

Executed during Bacon’s Munich period of study at the Royal Academy.

 

Irving Roscoe Bacon was born in Fitchburg, Massachusetts on November 29, 1875.

 

Bacon studied with Wm Chase, F. Luis Mora, and at the Royal Academy in Munich. He spent most of his career in Michigan where he was personal artist for Henry Ford.

 

He died in El Cajon, CA on Nov. 21, 1962.

 

Exhibits:

Royal Academy, 1909 (medal)

National Academy of Design (New York City), 1910-12

Pennsylvania Academy of the Fine Arts, 1911, 1912

Art Institute of Chicago, 1911, 1912

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Examples of Bacon's paintings can be seen here: www.thehenryford.org/collections-and-research/digital-col...(Irving%20Reuben),%201875-1962&years=0-0&perPage=10&pageNum=1&sortBy=relevance

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FROM THE WEBSITE OF THE HENRY FORD:

 

Irving R. Bacon worked for Henry Ford as an artist. His work ranged from cartoons in the Ford Times to paintings of artifacts and events at the Edison Institute. His papers include photographs, drawings, and correspondence related to his career with Ford Motor Company and the Edison Institute.

Biographical / Historical Note

 

Born in 1875 in Fitchburg, Massachusetts, Irving Bacon received his early art training from Joseph Gies at the Art School of the Detroit Museum of Art.

 

Much of his early work concentrated on illustrations and cartoons, and often his artwork reflected the influence of his travels to the American West.

 

From 1894 to 1900 he worked as an illustrator at the Detroit Evening News and the Detroit Free Press. He first met Henry Ford through a mutual acquaintance in 1898, when he rode to Royal Oak and back to Detroit on Woodward Avenue in Henry's new automobile.

 

In 1902 he went to New York City to study at the Chase School of Art and to illustrate for Harper's Weekly and McClure's.

 

In 1906 he went to the Royal Academy in Munich and studied under Heinrich von Zugel, a noted animal painter. It was there where Bacon acquired his talent for painting landscapes and portraits.

 

After returning to Detroit in 1910, he once again met Henry Ford, who by this time was a millionaire. Henry became interested in art largely due to the interest and talent of his own son, Edsel.

 

He purchased a landscape scene from Bacon-a painting, which, according to Bacon, was "certainly not a masterpiece." It was after this meeting that Bacon gained permission from Henry to utilize his large estate for landscape paintings.

 

In 1913 he received a generous gift of money from his friend Harold Wills (a Ford executive), and once again returned to Munich for further study. His stay was cut short, however, due to the start of World War I.

 

Upon returning to Detroit, he realized the need for a steady salary in order to adequately support his wife and six children, so he met again with Henry Ford and soon became an employee of the Ford Motor Company, drawing cartoons for the Ford Times and later, illustrations for The Dearborn Independent.

 

Henry loved Bacon's cartoons, an area of work which Bacon wanted to discontinue. According to Bacon, "That class of work seemed to conflict with my high aims of art. Little did I realize at the time that I was beginning a thirty three year stretch of work for Henry Ford and his great organization that eventually would wean me away from the art world."

 

Working for Henry at the Ford Motor Company, and later the Edison Institute, Bacon's tasks included painting scenes and portraits that were of great interest to Henry Ford and his Museum and Village. These included portraits of Ford's family and friends, Noah Webster, Luther Burbank, Mark Twain, Dr. George Washington Carver, Stephen Foster, John Burroughs, and others.

 

He was also responsible for creating paintings of the artifacts located at the institute, and he also acted as stage designer for the Museum's theater.

 

His interest in photography and motion pictures led him to become the head of the Photographic Department for several years. Bacon retired from the Edison Institute in 1948, and moved to Miami with his second wife. He died in 1962 at the age of 86.

 

This collection is mainly composed of photographs, drawings, and some correspondence related to Bacon's career with the Ford Motor Company and the Edison Institute. The series within this collection are accordingly arranged to the different aspects involved with the work of Henry Bacon.

 

There are five series in the collection, the Golden Jubilee painting, Irving Bacon personal materials, Greenfield Village and Henry Ford Museum, Henry Ford related work, and Dearborn Independent.

 

Series I, Golden Jubilee painting: This series is comprised of pamphlets, notes, lists, correspondence, and photographs related Bacon’s painting entitled "Celebration of the Golden Jubilee of the Invention of the Incandescent Electric Light" also known as the "The Dedication of the Edison Institute of Technology." The Golden Jubilee occurred on October 21, 1929. It is arranged by the sub-series Printed material (1929), Correspondence (1936-1937), and Photographs (dates unknown, but assumed to be between 1920-1938). The photographs, which are mainly portraits of the individuals who attended the events of October 21, 1929, were obtained by Bacon in the years 1936-1938, for the purpose of recreating the dinner scene, some seven to nine years previous. Over 400 individuals attended this dinner, ranging from Henry Ford's personal friends to contemporary world business and political leaders. The number of dinner guests eventually included in Bacon's painting numbered 266. The filing arrangement for the Photographs subseries was left in much the same way that Bacon had organized it, which was by seating arrangements. He categorized his filing system according to "Tables," "Arches," and "Individuals Standing" e.g., Table 1, Arch 1, etc.

 

Series II, Irving Bacon personal materials: In this series are various materials (1907-1957) which apparently were kept for the personal use and interest of Mr. Bacon. A large portion of this series, theater interests, contains materials on early theater and film actors/actresses. The majority of the materials within this series are photographs, unless otherwise noted.

 

Series III, Greenfield Village and Henry Ford Museum: This series is an assortment of photographs, mixed with notes and sketches related to subjects found at Greenfield Village and Henry Ford Museum. Bacon collected photographs of the various subjects in order to study them and eventually create a likeness within his own paintings.

 

Series IV, Henry Ford related work: This series is an example of yet another type of work that Bacon undertook as an employee of Henry Ford. It reflects the personal interests of Henry Ford. Included are miscellaneous printed materials, photographs, sketches, and maps (photographed). The folders have retained the original titles given by Bacon himself.

 

Series V, Dearborn Independent: Irving Bacon's artwork created for the Dearborn Independent is found within this series (approximately 1925-1935). These oversized materials consist mainly of sketches, prints, and color drawings.

 

Less

Collection Details

 

Object ID: 84.1.1657.0

Creator: Bacon, Irving R. (Irving Reuben), 1875-1962

Inclusive Dates: 1863-1957

Size: 4.4 cubic ft. and 4 oversize boxes 7.8 cubic ft. (17 boxes) [Collection Survey]

Language: English

From the website of The Henry Ford in Dearborn, Michigan. www.thehenryford.org/collections-and-research/digital-col...

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From the website of The Henry Ford in Dearborn, Michigan. www.thehenryford.org/collections-and-research/digital-col...

 

The 1965-66 Coca-Cola hockey card series was a brilliantly executed promotional scheme that encouraged hockey fans to guzzle down the soft drinks and collect specially marked bottle caps with an NHL team’s nickname on the liner. Once a collector acquired 10 caps featuring one team’s nickname, they could mail them in for an 18-card perforated strip of player cards from that team (along with a 19th card that could be redeemed for a now highly sought after collector’s album).

 

The unnumbered cards themselves were fairly plain and printed on thin paper, offering a black-and-white image on the front with the player’s name along the bottom. On the back were player vitals, including their complete stats in the NHL. Not the most visually striking collectibles, but what they lacked in eye appeal was made up for with inclusivity.

 

It all added up to a 108-card series that was nearly as representative of the league as Topps’s 128-card series that season. There are a number of noteworthy cards in the set, including rookie year issues of Gerry Cheevers, Phil Esposito, Yvan Cournoyer, Ed Giacomin, Paul Henderson, Dennis Hull, Ken Hodge and more. It also features a single of Bernie Parent that pre-dates his 1968-69 Topps/OPC RC by three years and pictures the future Hall of Famer with his first NHL team, the Boston Bruins. LINK to checklist - www.beckett.com/news/1965-66-coca-cola-hockey-cards/

 

This set contains 108 unnumbered black and white cards featuring 18 players from each of the six NHL teams. The cards were issued in perforated team panels of 18 cards. The cards are priced below as perforated cards; the value of unperforated strips is approximately 20-30 percent more than the sum of the individual prices. The cards are approximately 2 3/4" by 3 1/2" and have bi-lingual (French and English) write-ups on the card backs. An album to hold the cards was available from the company on a mail-order basis. It retails in the $50-$75 range in Near Mint. The set numbering below is by teams and numerically within teams as follows: Boston Bruins (1-18), Chicago Blackhawks (19-36), Detroit Red Wings (37-54), Montreal Canadiens (55-72, New York Rangers (73-90), and Toronto Maple Leafs (91-108).

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Ab McDonald - Alvin Brian McDonald (February 18, 1936 – September 4, 2018) was a Canadian professional ice hockey forward. Career - Born in Winnipeg, Manitoba, McDonald began his professional hockey career with the Montreal Canadiens of the National Hockey League in 1958. He later played for the Chicago Black Hawks, Detroit Red Wings, Boston Bruins, Pittsburgh Penguins, and St. Louis Blues. He won four straight Stanley Cups: three with Montreal followed by another with Chicago. He was the first team captain of the Penguins and Winnipeg Jets organizations, and scored the first goal for the Jets in the World Hockey Association. He ended his career after 147 games for Winnipeg, retiring after the 1973–74 season. He died at his home in Winnipeg from cancer on September 4, 2018, at the age of 82.

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Bruce MacGregor (born April 26, 1941) is a Canadian former professional ice hockey forward who played for the Detroit Red Wings and New York Rangers of the National Hockey League, and the Edmonton Oilers of the World Hockey Association. During his NHL career, MacGregor scored 213 goals and 257 assists in 893 games. He won 5 Stanley Cups with the Edmonton Oilers as the assistant general manager in 1984, 1985, 1987, 1988, 1990.

Executed by mistake. My order was for a synthetic thread but Nena Bernales' bordadera heard her wrong and executed the cape in Italian (thrice expensive) gold thread instead.

 

The fair Nena did not charge me extra, saying it must be the Penafrancia's wish to be draped in an expensive cape.

 

Being a Bicolana herself, Aling Nena is a devotee of Ina, and keeps an ivory version of the image in her Oroquieta shop.

RAF Typhoon Eurofighter in 3 Sqn markings but operating on 6 Sqn executing a performance take off at RAF Lossiemouth.

The Corvette C3 was patterned after the Mako Shark II designed by Larry Shinoda. Executed under Bill Mitchell's direction, the Mako II had been initiated in early 1964. Once the mid-engined format was abandoned, the Shinoda/Mitchell car was sent to Chevrolet Styling under David Holls, where Harry Haga's studio adapted it for production on the existing Stingray chassis. The resulting lower half of the car was much like the Mako II, except for the softer contours. The concept car's name was later changed to Manta Ray. The C3 also adopted the "sugar scoop" roof treatment with vertical back window from the mid-engined concept models designed by the Duntov group. It was intended from the beginning that the rear window and that portion of the roof above the seats to be removable.

 

For 1968, both the Corvette body and interior were completely redesigned. As before, the car was available in either coupe or convertible models, but coupe was now a notchback fitted with a near-vertical removable rear window and removable roof panels (T-tops). A soft folding top was included with convertibles, while an auxiliary hardtop with a glass rear window was offered at additional cost. Included with coupes were hold down straps and a pair of vinyl bags to store the roof panels, and above the luggage area was a rear window stowage tray.

 

The chassis was carried over from the second generation models, retaining the fully independent suspension (with minor revisions) and the four-wheel disc brake system. The engine line-up and horsepower ratings were also carried over from the previous year.

 

The engine line-up included the L79, a 350 hp (261 kW) high performance version of the 327 cu in (5.4 L) small-block. Also available were several variants of the big-block 427 cu in (7.0 L) V8 engine, that taken together made up nearly half the cars. There was the L36, a 390 hp (291 kW) version with a Rochester 4-barrel carburetor; The L68, a 400 hp (298 kW) motor with a Holley triple 2-barrel carb set up (3 X 2 tri-power); The L71, generating 435 bhp (441 PS; 324 kW) at 5,800 rpm and 460 lb⋅ft (624 N⋅m) at 4,000 rpm of torque also with a tri-power; The L89 option was the L71 engine but with much lighter aluminum cylinder heads rather than the standard cast iron. Then there was the L88 engine that Chevrolet designed strictly for off-road use (racing), with a published rating of 430 hp (321 kW), but featured a high-capacity 4-barrel carb, aluminum heads, a unique air induction system, and an ultra-high compression ratio (12.5:1). All small block cars had low-profile hoods. All big block cars had domed hoods for additional engine clearance with twin simulated vents and “427” emblems on either side of the dome.

And more portraits from the Sky Portrait of the Year competitions over the years. These self-portraits are a beautifully executed take on the sort of passport photos you have done in a photo booth. Called Lost Identity, it's by Rosso Emerald Crimson (also known as Rosso). Interestingly, since these work so well, they're in a completely different style from her usual flamboyant portraits (see www.rossoart.net/).

 

See more photos of this, and the Wikipedia article.

 

Details, quoting from Smithsonian National Air and Space Museum | Lockheed P-38J-10-LO Lightning

 

In the P-38 Lockheed engineer Clarence "Kelly" Johnson and his team of designers created one of the most successful twin-engine fighters ever flown by any nation. From 1942 to 1945, U. S. Army Air Forces pilots flew P-38s over Europe, the Mediterranean, and the Pacific, and from the frozen Aleutian Islands to the sun-baked deserts of North Africa. Lightning pilots in the Pacific theater downed more Japanese aircraft than pilots flying any other Allied warplane.

 

Maj. Richard I. Bong, America's leading fighter ace, flew this P-38J-10-LO on April 16, 1945, at Wright Field, Ohio, to evaluate an experimental method of interconnecting the movement of the throttle and propeller control levers. However, his right engine exploded in flight before he could conduct the experiment.

 

Transferred from the United States Air Force.

 

Manufacturer:

Lockheed Aircraft Company

 

Date:

1943

 

Country of Origin:

United States of America

 

Dimensions:

Overall: 390 x 1170cm, 6345kg, 1580cm (12ft 9 9/16in. x 38ft 4 5/8in., 13988.2lb., 51ft 10 1/16in.)

 

Materials:

All-metal

 

Physical Description:

Twin-tail boom and twin-engine fighter; tricycle landing gear.

 

Long Description:

From 1942 to 1945, the thunder of P-38 Lightnings was heard around the world. U. S. Army pilots flew the P-38 over Europe, the Mediterranean, and the Pacific; from the frozen Aleutian Islands to the sun-baked deserts of North Africa. Measured by success in combat, Lockheed engineer Clarence "Kelly" Johnson and a team of designers created the most successful twin-engine fighter ever flown by any nation. In the Pacific Theater, Lightning pilots downed more Japanese aircraft than pilots flying any other Army Air Forces warplane.

 

Johnson and his team conceived this twin-engine, single-pilot fighter airplane in 1936 and the Army Air Corps authorized the firm to build it in June 1937. Lockheed finished constructing the prototype XP-38 and delivered it to the Air Corps on New Year's Day, 1939. Air Corps test pilot and P-38 project officer, Lt. Benjamin S. Kelsey, first flew the aircraft on January 27. Losing this prototype in a crash at Mitchel Field, New York, with Kelsey at the controls, did not deter the Air Corps from ordering 13 YP-38s for service testing on April 27. Kelsey survived the crash and remained an important part of the Lightning program. Before the airplane could be declared ready for combat, Lockheed had to block the effects of high-speed aerodynamic compressibility and tail buffeting, and solve other problems discovered during the service tests.

 

The most vexing difficulty was the loss of control in a dive caused by aerodynamic compressibility. During late spring 1941, Air Corps Major Signa A. Gilke encountered serious trouble while diving his Lightning at high-speed from an altitude of 9,120 m (30,000 ft). When he reached an indicated airspeed of about 515 kph (320 mph), the airplane's tail began to shake violently and the nose dropped until the dive was almost vertical. Signa recovered and landed safely and the tail buffet problem was soon resolved after Lockheed installed new fillets to improve airflow where the cockpit gondola joined the wing center section. Seventeen months passed before engineers began to determine what caused the Lightning's nose to drop. They tested a scale model P-38 in the Ames Laboratory wind tunnel operated by the NACA (National Advisory Committee for Aeronautics) and found that shock waves formed when airflow over the wing leading edges reached transonic speeds. The nose drop and loss of control was never fully remedied but Lockheed installed dive recovery flaps under each wing in 1944. These devices slowed the P-38 enough to allow the pilot to maintain control when diving at high-speed.

 

Just as the development of the North American P-51 Mustang, Republic P-47 Thunderbolt, and the Vought F4U Corsair (see NASM collection for these aircraft) pushed the limits of aircraft performance into unexplored territory, so too did P-38 development. The type of aircraft envisioned by the Lockheed design team and Air Corps strategists in 1937 did not appear until June 1944. This protracted shakedown period mirrors the tribulations suffered by Vought in sorting out the many technical problems that kept F4U Corsairs off U. S. Navy carrier decks until the end of 1944.

 

Lockheed's efforts to trouble-shoot various problems with the design also delayed high-rate, mass production. When Japan attacked Pearl Harbor, the company had delivered only 69 Lightnings to the Army. Production steadily increased and at its peak in 1944, 22 sub-contractors built various Lightning components and shipped them to Burbank, California, for final assembly. Consolidated-Vultee (Convair) subcontracted to build the wing center section and the firm later became prime manufacturer for 2,000 P-38Ls but that company's Nashville plant completed only 113 examples of this Lightning model before war's end. Lockheed and Convair finished 10,038 P-38 aircraft including 500 photo-reconnaissance models. They built more L models, 3,923, than any other version.

 

To ease control and improve stability, particularly at low speeds, Lockheed equipped all Lightnings, except a batch ordered by Britain, with propellers that counter-rotated. The propeller to the pilot's left turned counter-clockwise and the propeller to his right turned clockwise, so that one propeller countered the torque and airflow effects generated by the other. The airplane also performed well at high speeds and the definitive P-38L model could make better than 676 kph (420 mph) between 7,600 and 9,120 m (25,000 and 30,000 ft). The design was versatile enough to carry various combinations of bombs, air-to-ground rockets, and external fuel tanks. The multi-engine configuration reduced the Lightning loss-rate to anti-aircraft gunfire during ground attack missions. Single-engine airplanes equipped with power plants cooled by pressurized liquid, such as the North American P-51 Mustang (see NASM collection), were particularly vulnerable. Even a small nick in one coolant line could cause the engine to seize in a matter of minutes.

 

The first P-38s to reach the Pacific combat theater arrived on April 4, 1942, when a version of the Lightning that carried reconnaissance cameras (designated the F-4), joined the 8th Photographic Squadron based in Australia. This unit launched the first P-38 combat missions over New Guinea and New Britain during April. By May 29, the first 25 P-38s had arrived in Anchorage, Alaska. On August 9, pilots of the 343rd Fighter Group, Eleventh Air Force, flying the P-38E, shot down a pair of Japanese flying boats.

 

Back in the United States, Army Air Forces leaders tried to control a rumor that Lightnings killed their own pilots. On August 10, 1942, Col. Arthur I. Ennis, Chief of U. S. Army Air Forces Public Relations in Washington, told a fellow officer "… Here's what the 4th Fighter [training] Command is up against… common rumor out there that the whole West Coast was filled with headless bodies of men who jumped out of P-38s and had their heads cut off by the propellers." Novice Lightning pilots unfamiliar with the correct bailout procedures actually had more to fear from the twin-boom tail, if an emergency dictated taking to the parachute but properly executed, Lightning bailouts were as safe as parachuting from any other high-performance fighter of the day. Misinformation and wild speculation about many new aircraft was rampant during the early War period.

 

Along with U. S. Navy Grumman F4F Wildcats (see NASM collection) and Curtiss P-40 Warhawks (see NASM collection), Lightnings were the first American fighter airplanes capable of consistently defeating Japanese fighter aircraft. On November 18, men of the 339th Fighter Squadron became the first Lightning pilots to attack Japanese fighters. Flying from Henderson Field on Guadalcanal, they claimed three during a mission to escort Boeing B-17 Flying Fortress bombers (see NASM collection).

 

On April 18, 1943, fourteen P-38 pilots from the 70th and the 339th Fighter Squadrons, 347th Fighter Group, accomplished one of the most important Lightning missions of the war. American ULTRA cryptanalysts had decoded Japanese messages that revealed the timetable for a visit to the front by the commander of the Imperial Japanese Navy, Admiral Isoroku Yamamoto. This charismatic leader had crafted the plan to attack Pearl Harbor and Allied strategists believed his loss would severely cripple Japanese morale. The P-38 pilots flew 700 km (435 miles) at heights from 3-15 m (10-50 feet) above the ocean to avoid detection. Over the coast of Bougainville, they intercepted a formation of two Mitsubishi G4M BETTY bombers (see NASM collection) carrying the Admiral and his staff, and six Mitsubishi A6M Zero fighters (see NASM collection) providing escort. The Lightning pilots downed both bombers but lost Lt. Ray Hine to a Zero.

 

In Europe, the first Americans to down a Luftwaffe aircraft were Lt. Elza E. Shahan flying a 27th Fighter Squadron P-38E, and Lt. J. K. Shaffer flying a Curtiss P-40 (see NASM collection) in the 33rd Fighter Squadron. The two flyers shared the destruction of a Focke-Wulf Fw 200C-3 Condor maritime strike aircraft over Iceland on August 14, 1942. Later that month, the 1st fighter group accepted Lightnings and began combat operations from bases in England but this unit soon moved to fight in North Africa. More than a year passed before the P-38 reappeared over Western Europe. While the Lightning was absent, U. S. Army Air Forces strategists had relearned a painful lesson: unescorted bombers cannot operate successfully in the face of determined opposition from enemy fighters. When P-38s returned to England, the primary mission had become long-range bomber escort at ranges of about 805 kms (500 miles) and at altitudes above 6,080 m (20,000 ft).

 

On October 15, 1943, P-38H pilots in the 55th Fighter Group flew their first combat mission over Europe at a time when the need for long-range escorts was acute. Just the day before, German fighter pilots had destroyed 60 of 291 Eighth Air Force B-17 Flying Fortresses (see NASM collection) during a mission to bomb five ball-bearing plants at Schweinfurt, Germany. No air force could sustain a loss-rate of nearly 20 percent for more than a few missions but these targets lay well beyond the range of available escort fighters (Republic P-47 Thunderbolt, see NASM collection). American war planners hoped the long-range capabilities of the P-38 Lightning could halt this deadly trend, but the very high and very cold environment peculiar to the European air war caused severe power plant and cockpit heating difficulties for the Lightning pilots. The long-range escort problem was not completely solved until the North American P-51 Mustang (see NASM collection) began to arrive in large numbers early in 1944.

 

Poor cockpit heating in the H and J model Lightnings made flying and fighting at altitudes that frequently approached 12,320 m (40,000 ft) nearly impossible. This was a fundamental design flaw that Kelly Johnson and his team never anticipated when they designed the airplane six years earlier. In his seminal work on the Allison V-1710 engine, Daniel Whitney analyzed in detail other factors that made the P-38 a disappointing airplane in combat over Western Europe.

 

• Many new and inexperienced pilots arrived in England during December 1943, along with the new J model P-38 Lightning.

 

• J model rated at 1,600 horsepower vs. 1,425 for earlier H model Lightnings. This power setting required better maintenance between flights. It appears this work was not done in many cases.

 

• During stateside training, Lightning pilots were taught to fly at high rpm settings and low engine manifold pressure during cruise flight. This was very hard on the engines, and not in keeping with technical directives issued by Allison and Lockheed.

 

• The quality of fuel in England may have been poor, TEL (tetraethyl lead) fuel additive appeared to condense inside engine induction manifolds, causing detonation (destructive explosion of fuel mixture rather than controlled burning).

 

• Improved turbo supercharger intercoolers appeared on the J model P-38. These devices greatly reduced manifold temperatures but this encouraged TEL condensation in manifolds during cruise flight and increased spark plug fouling.

 

Using water injection to minimize detonation might have reduced these engine problems. Both the Republic P-47 Thunderbolt and the North American P-51 Mustang (see NASM collection) were fitted with water injection systems but not the P-38. Lightning pilots continued to fly, despite these handicaps.

 

During November 1942, two all-Lightning fighter groups, the 1st and the 14th, began operating in North Africa. In the Mediterranean Theater, P-38 pilots flew more sorties than Allied pilots flying any other type of fighter. They claimed 608 enemy a/c destroyed in the air, 123 probably destroyed and 343 damaged, against the loss of 131 Lightnings.

 

In the war against Japan, the P-38 truly excelled. Combat rarely occurred above 6,080 m (20,000 ft) and the engine and cockpit comfort problems common in Europe never plagued pilots in the Pacific Theater. The Lightning's excellent range was used to full advantage above the vast expanses of water. In early 1945, Lightning pilots of the 12th Fighter Squadron, 18th Fighter Group, flew a mission that lasted 10 ½ hours and covered more than 3,220 km (2,000 miles). In August, P-38 pilots established the world's long-distance record for a World War II combat fighter when they flew from the Philippines to the Netherlands East Indies, a distance of 3,703 km (2,300 miles). During early 1944, Lightning pilots in the 475th Fighter Group began the 'race of aces.' By March, Lieutenant Colonel Thomas J. Lynch had scored 21 victories before he fell to antiaircraft gunfire while strafing enemy ships. Major Thomas B. McGuire downed 38 Japanese aircraft before he was killed when his P-38 crashed at low altitude in early January 1945. Major Richard I. Bong became America's highest scoring fighter ace (40 victories) but died in the crash of a Lockheed P-80 (see NASM collection) on August 6, 1945.

 

Museum records show that Lockheed assigned the construction number 422-2273 to the National Air and Space Museum's P-38. The Army Air Forces accepted this Lightning as a P-38J-l0-LO on November 6, 1943, and the service identified the airplane with the serial number 42-67762. Recent investigations conducted by a team of specialists at the Paul E. Garber Facility, and Herb Brownstein, a volunteer in the Aeronautics Division at the National Air and Space Museum, have revealed many hitherto unknown aspects to the history of this aircraft.

 

Brownstein examined NASM files and documents at the National Archives. He discovered that a few days after the Army Air Forces (AAF) accepted this airplane, the Engineering Division at Wright Field in Dayton, Ohio, granted Lockheed permission to convert this P-38 into a two-seat trainer. The firm added a seat behind the pilot to accommodate an instructor who would train civilian pilots in instrument flying techniques. Once trained, these test pilots evaluated new Lightnings fresh off the assembly line.

 

In a teletype sent by the Engineering Division on March 2, 1944, Brownstein also discovered that this P-38 was released to Colonel Benjamin S. Kelsey from March 3 to April 10, 1944, to conduct special tests. This action was confirmed the following day in a cable from the War Department. This same pilot, then a Lieutenant, flew the XP-38 across the United States in 1939 and survived the crash that destroyed this Lightning at Mitchel Field, New York. In early 1944, Kelsey was assigned to the Eighth Air Force in England and he apparently traveled to the Lockheed factory at Burbank to pick up the P-38. Further information about these tests and Kelsey's involvement remain an intriguing question.

 

One of Brownstein's most important discoveries was a small file rich with information about the NASM Lightning. This file contained a cryptic reference to a "Major Bong" who flew the NASM P-38 on April 16, 1945, at Wright Field. Bong had planned to fly for an hour to evaluate an experimental method of interconnecting the movement of the throttle and propeller control levers. His flight ended after twenty-minutes when "the right engine blew up before I had a chance [to conduct the test]." The curator at the Richard I. Bong Heritage Center confirmed that America's highest scoring ace made this flight in the NASM P-38 Lightning.

 

Working in Building 10 at the Paul E. Garber Facility, Rob Mawhinney, Dave Wilson, Wil Lee, Bob Weihrauch, Jim Purton, and Heather Hutton spent several months during the spring and summer of 2001 carefully disassembling, inspecting, and cleaning the NASM Lightning. They found every hardware modification consistent with a model J-25 airplane, not the model J-10 painted in the data block beneath the artifact's left nose. This fact dovetails perfectly with knowledge uncovered by Brownstein. On April 10, the Engineering Division again cabled Lockheed asking the company to prepare 42-67762 for transfer to Wright Field "in standard configuration." The standard P-38 configuration at that time was the P-38J-25. The work took several weeks and the fighter does not appear on Wright Field records until May 15, 1944. On June 9, the Flight Test Section at Wright Field released the fighter for flight trials aimed at collecting pilot comments on how the airplane handled.

 

Wright Field's Aeromedical Laboratory was the next organization involved with this P-38. That unit installed a kit on July 26 that probably measured the force required to move the control wheel left and right to actuate the power-boosted ailerons installed in all Lightnings beginning with version J-25. From August 12-16, the Power Plant Laboratory carried out tests to measure the hydraulic pump temperatures on this Lightning. Then beginning September 16 and lasting about ten days, the Bombing Branch, Armament Laboratory, tested type R-3 fragmentation bomb racks. The work appears to have ended early in December. On June 20, 1945, the AAF Aircraft Distribution Office asked that the Air Technical Service Command transfer the Lightning from Wright Field to Altus Air Force Base, Oklahoma, a temporary holding area for Air Force museum aircraft. The P-38 arrived at the Oklahoma City Air Depot on June 27, 1945, and mechanics prepared the fighter for flyable storage.

 

Airplane Flight Reports for this Lightning also describe the following activities and movements:

 

6-21-45 Wright Field, Ohio, 5.15 hours of flying.

6-22-45Wright Field, Ohio, .35 minutes of flying by Lt. Col. Wendel [?] J. Kelley and P. Shannon.

6-25-45Altus, Oklahoma, .55 hours flown, pilot P. Shannon.

6-27-45Altus, Oklahoma, #2 engine changed, 1.05 hours flown by Air Corps F/O Ralph F. Coady.

10-5-45 OCATSC-GCAAF (Garden City Army Air Field, Garden City, Kansas), guns removed and ballast added.

10-8-45Adams Field, Little Rock, Arkansas.

10-9-45Nashville, Tennessee,

5-28-46Freeman Field, Indiana, maintenance check by Air Corps Capt. H. M. Chadhowere [sp]?

7-24-46Freeman Field, Indiana, 1 hour local flight by 1st Lt. Charles C. Heckel.

7-31-46 Freeman Field, Indiana, 4120th AAF Base Unit, ferry flight to Orchard Place [Illinois] by 1st Lt. Charles C. Heckel.

 

On August 5, 1946, the AAF moved the aircraft to another storage site at the former Consolidated B-24 bomber assembly plant at Park Ridge, Illinois. A short time later, the AAF transferred custody of the Lightning and more than sixty other World War II-era airplanes to the Smithsonian National Air Museum. During the early 1950s, the Air Force moved these airplanes from Park Ridge to the Smithsonian storage site at Suitland, Maryland.

 

• • •

 

Quoting from Wikipedia | Lockheed P-38 Lightning:

 

The Lockheed P-38 Lightning was a World War II American fighter aircraft built by Lockheed. Developed to a United States Army Air Corps requirement, the P-38 had distinctive twin booms and a single, central nacelle containing the cockpit and armament. Named "fork-tailed devil" by the Luftwaffe and "two planes, one pilot" by the Japanese, the P-38 was used in a number of roles, including dive bombing, level bombing, ground-attack, photo reconnaissance missions, and extensively as a long-range escort fighter when equipped with drop tanks under its wings.

 

The P-38 was used most successfully in the Pacific Theater of Operations and the China-Burma-India Theater of Operations as the mount of America's top aces, Richard Bong (40 victories) and Thomas McGuire (38 victories). In the South West Pacific theater, the P-38 was the primary long-range fighter of United States Army Air Forces until the appearance of large numbers of P-51D Mustangs toward the end of the war. The P-38 was unusually quiet for a fighter, the exhaust muffled by the turbo-superchargers. It was extremely forgiving, and could be mishandled in many ways, but the rate of roll was too slow for it to excel as a dogfighter. The P-38 was the only American fighter aircraft in production throughout American involvement in the war, from Pearl Harbor to Victory over Japan Day.

 

Variants: Lightning in maturity: P-38J

 

The P-38J was introduced in August 1943. The turbo-supercharger intercooler system on previous variants had been housed in the leading edges of the wings and had proven vulnerable to combat damage and could burst if the wrong series of controls were mistakenly activated. In the P-38J model, the streamlined engine nacelles of previous Lightnings were changed to fit the intercooler radiator between the oil coolers, forming a "chin" that visually distinguished the J model from its predecessors. While the P-38J used the same V-1710-89/91 engines as the H model, the new core-type intercooler more efficiently lowered intake manifold temperatures and permitted a substantial increase in rated power. The leading edge of the outer wing was fitted with 55 gal (208 l) fuel tanks, filling the space formerly occupied by intercooler tunnels, but these were omitted on early P-38J blocks due to limited availability.

 

The final 210 J models, designated P-38J-25-LO, alleviated the compressibility problem through the addition of a set of electrically-actuated dive recovery flaps just outboard of the engines on the bottom centerline of the wings. With these improvements, a USAAF pilot reported a dive speed of almost 600 mph (970 km/h), although the indicated air speed was later corrected for compressibility error, and the actual dive speed was lower. Lockheed manufactured over 200 retrofit modification kits to be installed on P-38J-10-LO and J-20-LO already in Europe, but the USAAF C-54 carrying them was shot down by an RAF pilot who mistook the Douglas transport for a German Focke-Wulf Condor. Unfortunately the loss of the kits came during Lockheed test pilot Tony LeVier's four-month morale-boosting tour of P-38 bases. Flying a new Lightning named "Snafuperman" modified to full P-38J-25-LO specs at Lockheed's modification center near Belfast, LeVier captured the pilots' full attention by routinely performing maneuvers during March 1944 that common Eighth Air Force wisdom held to be suicidal. It proved too little too late because the decision had already been made to re-equip with Mustangs.

 

The P-38J-25-LO production block also introduced hydraulically-boosted ailerons, one of the first times such a system was fitted to a fighter. This significantly improved the Lightning's rate of roll and reduced control forces for the pilot. This production block and the following P-38L model are considered the definitive Lightnings, and Lockheed ramped up production, working with subcontractors across the country to produce hundreds of Lightnings each month.

 

Noted P-38 pilots

 

Richard Bong and Thomas McGuire

 

The American ace of aces and his closest competitor both flew Lightnings as they tallied 40 and 38 victories respectively. Majors Richard I. "Dick" Bong and Thomas J. "Tommy" McGuire of the USAAF competed for the top position. Both men were awarded the Medal of Honor.

 

McGuire was killed in air combat in January 1945 over the Philippines, after racking up 38 confirmed kills, making him the second-ranking American ace. Bong was rotated back to the United States as America's ace of aces, after making 40 kills, becoming a test pilot. He was killed on 6 August 1945, the day the atomic bomb was dropped on Japan, when his P-80 Shooting Star jet fighter flamed out on takeoff.

 

Charles Lindbergh

 

The famed aviator Charles Lindbergh toured the South Pacific as a civilian contractor for United Aircraft Corporation, comparing and evaluating performance of single- and twin-engined fighters for Vought. He worked to improve range and load limits of the F4U Corsair, flying both routine and combat strafing missions in Corsairs alongside Marine pilots. In Hollandia, he attached himself to the 475th FG flying P-38s so that he could investigate the twin-engine fighter. Though new to the machine, he was instrumental in extending the range of the P-38 through improved throttle settings, or engine-leaning techniques, notably by reducing engine speed to 1,600 rpm, setting the carburetors for auto-lean and flying at 185 mph (298 km/h) indicated airspeed which reduced fuel consumption to 70 gal/h, about 2.6 mpg. This combination of settings had been considered dangerous; it was thought it would upset the fuel mixture and cause an explosion. Everywhere Lindbergh went in the South Pacific, he was accorded the normal preferential treatment of a visiting colonel, though he had resigned his Air Corps Reserve colonel's commission three years before. While with the 475th, he held training classes and took part in a number of Army Air Corps combat missions. On 28 July 1944, Lindbergh shot down a Mitsubishi Ki-51 "Sonia" flown expertly by the veteran commander of 73rd Independent Flying Chutai, Imperial Japanese Army Captain Saburo Shimada. In an extended, twisting dogfight in which many of the participants ran out of ammunition, Shimada turned his aircraft directly toward Lindbergh who was just approaching the combat area. Lindbergh fired in a defensive reaction brought on by Shimada's apparent head-on ramming attack. Hit by cannon and machine gun fire, the "Sonia's" propeller visibly slowed, but Shimada held his course. Lindbergh pulled up at the last moment to avoid collision as the damaged "Sonia" went into a steep dive, hit the ocean and sank. Lindbergh's wingman, ace Joseph E. "Fishkiller" Miller, Jr., had also scored hits on the "Sonia" after it had begun its fatal dive, but Miller was certain the kill credit was Lindbergh's. The unofficial kill was not entered in the 475th's war record. On 12 August 1944 Lindbergh left Hollandia to return to the United States.

 

Charles MacDonald

 

The seventh-ranking American ace, Charles H. MacDonald, flew a Lightning against the Japanese, scoring 27 kills in his famous aircraft, the Putt Putt Maru.

 

Robin Olds

 

Main article: Robin Olds

 

Robin Olds was the last P-38 ace in the Eighth Air Force and the last in the ETO. Flying a P-38J, he downed five German fighters on two separate missions over France and Germany. He subsequently transitioned to P-51s to make seven more kills. After World War II, he flew F-4 Phantom IIs in Vietnam, ending his career as brigadier general with 16 kills.

 

Clay Tice

 

A P-38 piloted by Clay Tice was the first American aircraft to land in Japan after VJ-Day, when he and his wingman set down on Nitagahara because his wingman was low on fuel.

 

Antoine de Saint-Exupéry

 

Noted aviation pioneer and writer Antoine de Saint-Exupéry vanished in a F-5B-1-LO, 42-68223, c/n 2734, of Groupe de Chasse II/33, out of Borgo-Porreta, Bastia, Corsica, a reconnaissance variant of the P-38, while on a flight over the Mediterranean, from Corsica to mainland France, on 31 July 1944. His health, both physical and mental (he was said to be intermittently subject to depression), had been deteriorating and there had been talk of taking him off flight status. There have been suggestions (although no proof to date) that this was a suicide rather than an aircraft failure or combat loss. In 2000, a French scuba diver found the wreckage of a Lightning in the Mediterranean off the coast of Marseille, and it was confirmed in April 2004 as Saint-Exupéry's F-5B. No evidence of air combat was found. In March 2008, a former Luftwaffe pilot, Horst Rippert from Jagdgruppe 200, claimed to have shot down Saint-Exupéry.

 

Adrian Warburton

 

The RAF's legendary photo-recon "ace", Wing Commander Adrian Warburton DSO DFC, was the pilot of a Lockheed P-38 borrowed from the USAAF that took off on 12 April 1944 to photograph targets in Germany. W/C Warburton failed to arrive at the rendezvous point and was never seen again. In 2003, his remains were recovered in Germany from his wrecked USAAF P-38 Lightning.

 

• • • • •

 

Quoting Smithsonian National Air and Space Museum | Boeing B-29 Superfortress "Enola Gay":

 

Boeing's B-29 Superfortress was the most sophisticated propeller-driven bomber of World War II and the first bomber to house its crew in pressurized compartments. Although designed to fight in the European theater, the B-29 found its niche on the other side of the globe. In the Pacific, B-29s delivered a variety of aerial weapons: conventional bombs, incendiary bombs, mines, and two nuclear weapons.

 

On August 6, 1945, this Martin-built B-29-45-MO dropped the first atomic weapon used in combat on Hiroshima, Japan. Three days later, Bockscar (on display at the U.S. Air Force Museum near Dayton, Ohio) dropped a second atomic bomb on Nagasaki, Japan. Enola Gay flew as the advance weather reconnaissance aircraft that day. A third B-29, The Great Artiste, flew as an observation aircraft on both missions.

 

Transferred from the United States Air Force.

 

Manufacturer:

Boeing Aircraft Co.

Martin Co., Omaha, Nebr.

 

Date:

1945

 

Country of Origin:

United States of America

 

Dimensions:

Overall: 900 x 3020cm, 32580kg, 4300cm (29ft 6 5/16in. x 99ft 1in., 71825.9lb., 141ft 15/16in.)

 

Materials:

Polished overall aluminum finish

 

Physical Description:

Four-engine heavy bomber with semi-monoqoque fuselage and high-aspect ratio wings. Polished aluminum finish overall, standard late-World War II Army Air Forces insignia on wings and aft fuselage and serial number on vertical fin; 509th Composite Group markings painted in black; "Enola Gay" in black, block letters on lower left nose.

"In art, the hand can never execute anything higher than the heart can imagine."

 

-Ralph Waldo Emerson

  

took this from my beijing trip last september 2010....I still can't get enough the great wall....i really wanna come back again....especially this winter....i think it would be awesome to experience the great wall during these times....although i hate the cold weather...LOL...

 

this was one of my greatest experience here in china....trully your china trip wont be complete if you can't visit this awesome place...=)...

 

by the way, i heard from most of my chinese male friends....there's a chinese saying, if a man(chinese) can't visit this place, he is not considered a full pledge man"....damn....so many chinese males until now haven't been in the great wall...hehe...thats unfair....its quite expensive for most of the people to go there...especially when they come from places like guandong....

For some time now, I have been thinking of origami tessellations as a kind of bas-relief, executed in a very particular way. This led me to the idea of combining tessellations with a medium more traditionally used for sculpture, namely plaster. In this experiment, I made an impression of a quick-and-dirty fold of Tumbling Square Rosette in a layer of fresh plaster.

 

The results are interesting, and I will possibly experiment some more, but there are also limitations to this technique. For one, even a tessellation with relatively deep relief leaves only shallow pits in the plaster. They are not very well visible, though it depends on lighting. Perhaps an even more voluminous model such as Braided Pinwheel Tessellation would be better. There might be some techniques for improving contrast such as filling in the pits with some kind of wax, or painting the cast in a way that highlights the edges.

 

The other issue is that in order to make the impression, the original folded model has to be destroyed (or at least heavily damaged). In the test I used a throw-away fold, made from plain copy paper, so this was not a problem. But for more complex designs, folding the model so that it later gets thrown away is a bit discouraging. I tried to make the impression through an intermediate layer of transparent wrapping foil or aluminium foil, but that did not work too well as the intermediate layer greatly decreases the amount of detail transferred to the plaster. It might be less of a problem for larger models since the thickness of the intermediate layer would be smaller relative to the model, but I have not tried that yet, and working with larger models comes with some other challenges.

 

Anyway, this is just a proof of concept, but I think it might be an interesting direction in combining origami with other media and is worth exploring in more detail.

 

Full post: origami.kosmulski.org/blog/2022-07-04-plaster-casts-of-or...

KIRBY MUXLOE CASTLE, KNOWN ALSO AS KIRBY CASTLE IS AN UNFINISHED 15TH CENTURY FORTIFIED MANOR HOUSE IN KIRBY MUXLOE, LEICESTERSHIRE. THE MANSION WAS LEFT UNFINISHED WHEN ITS OWNER WAS EXECUTED FOR TREASON. THE OWNER WAS WILLIAM, LORD HASTINGS, WHO BEGAN WORK ON KIRBY MUXLOE CASTLE IN 1480, CREATING A FORTIFIED HOUSE OF RED BRICK SURROUNDED BY A WIDE MOAT. THERE WAS ALREADY A 14TH CENTURY HOUSE ON THE SITE, BUILT BY THE PAKEMAN FAMILY, WHEN HASTINGS BEGAN HIS CASTLE. FOUNDATIONS OF THAT FIRST HOUSE CAN BE SEEN WITHIN THE CASTLE ENCLOSURE. THE HASTINGS FAMILY GAINED OWNERSHIP OF THE KIRBY MUXLOE ESTATE IN 1460, AND LORD HASTINGS DEMOLISHED MUCH OF THE EARLIER HOUSE IN ORDER TO USE THE STONE TO BUILD HIS NEW CASTLE.

WORK HAD ONLY BEEN GOING ON FOR THREE YEARS WHEN LORD HASTINGS WAS CAUGHT UP IN THE TRANSITION OF POWER FROM EDWARD IV TO RICHARD III. HASTINGS HAD BEEN A FIRM A FAVOURITE OF EDWARD, AND ACTUALLY SUPPORTED RICHARD'S CLAIM TO THE THRONE. SO IT CAME AS SOME SURPRISE WHEN, IN JUNE 1483, RICHARD HAD HASTINGS SUDDENLY SEIZED, CHARGED WITH TREASON, AND SUMMARILY EXECUTED. ONE THEORY IS THAT HASTINGS REFUSED TO SUPPORT RICHARD'S PLANS TO KILL HIS YOUNG NEPHEWS, THE SO-CALLED PRINCES IN THE TOWER. WHILE WE WILL PROBABLY NEVER KNOW THE TRUE REASONS FOR HASTING'S EXECUTION, THE EFFECT ON KIRBY MUXLOE CASTLE WAS DRAMATIC. WORK DID NOT CEASE IMMEDIATELY, FOR LADY HASTINGS CONTINUED CONSTRUCTION FOR A BRIEF TIME, BUT ACTIVITY PETERED OUT AFTER 1484 AND ONLY SPORADIC WORK WAS EVER DONE AFTER THAT POINT, AND EVENTUALLY THE SITE WAS ABANDONED.

THE CASTLE SITE IS ENTERED BY WAY OF AN IMPOSING GATEHOUSE, AND A STRONG THREE STORY TOWER STANDS SILENT WATCH OVER THE MOAT. THE MOAT ENCLOSES A SITE 110 METRES LONG AND 90 METRES WIDE, WHILE THE ISLAND UPON WHICH THE CASTLE STANDS IS 80 METRES BY 60 METRES. THE GATEHOUSE AND WEST TOWER ARE IN RED BRICK DRESSED WITH STONE, MAKING THIS ONE OF THE FIRST GROUPS OF BRICK BUILDINGS IN THE MIDLANDS. HARDER WEARING STONE IS USED FOR BOTH DOOR AND WINDOW SURROUNDS, HOWEVER.

THE GATEHOUSE IS VERY STRIKING; IT IS ONE OF THE FIRST IN ENGLAND TO HAVE GUNPORTS FOR FIRING AT ATTACKERS. SEVERAL OF THE GUNPORTS ARE BELOW THE WATERLINE, OUT OF SIGHT TO MODERN VISITORS. WHAT IS THE POINT OF HAVING GUNPORTS UNDER WATER? PRESUMABLY THEY WERE INTENDED FOR USE WHEN WATER LEVELS IN THE MOAT WERE LOW. THERE IS A LARGE, EMPTY PANEL OVER THE ENTRANCE ARCHWAY, PREPARED FOR LORD HASTINGS COAT OF ARMS, BUT THE CARVINGS WERE NEVER ADDED BEFORE THE OWNER'S DEATH LED TO BUILDING WORK BEING ABANDONED. THE GATEHOUSE IS REACHED BY A DRAWBRIDGE OVER THE MOAT, AND THE GATEWAY PASSAGE IS FURTHER DEFENDED BY A PORTCULLIS AND TWO SETS OF GATES.

THE SITE IS A ROUGH OBLONG, RATHER THAN A SQUARE PLAN LIKE ASHBY CASTLE. ONE PART OF THE CASTLE THAT WAS COMPLETE IS THE LOVELY CORNER TOWER, STANDING THREE STOREYS HIGH, WITH A SPIRAL STAIR RISING TO A CRENELLATED PARAPET WALK. THE STAIR IS MADE OF BRICK; ONE OF THE EARLIEST AND MOST IMPRESSIVE USE OF BRICK FOR A STAIRCASE IN ENGLAND.

 

Florence Wyle (1881-1968) “Draped Torso”. 1939. Art Gallery of Ontario.

 

Wikipedia / Florence Wyle

 

Florence Wyle (November 14, 1881 – January 14, 1968) was an American-Canadian sculptor, designer and poet; a pioneer of the Canadian art scene. She practiced chiefly in Toronto, living and working with her partner Frances Loring, with whom she shared a studio and home for almost sixty years. In 1928, she co-founded and was a former president of the Sculptors' Society of Canada with Loring, Alfred Laliberté, Elizabeth Wyn Wood, Emanuel Hahn and Henri Hébert, and was the first woman sculptor to become a full member of the Royal Canadian Academy of Arts. Throughout her career, alongside Loring, she was a persistent and convincing advocate for policy, tax benefits and living wages for artist's work.

 

Wyle was born in Trenton, Illinois and in 1900 enrolled at the University of Illinois as a pre-med student where anatomy classes awakened in her a wonder and reverence for human anatomy. Three years later (1903) she transferred to the School of the Art Institute of Chicago where she began studying clay modeling with Lorado Taft. She studied modelling and sculptural design in the USA under Frances Loring.

 

Wyle moved to Toronto in 1913 to join Loring who had moved there the year before. Wyle worked as a sculptor in clay, plasticine, stone and wood until her death in 1968. Most of her carvings were executed by herself. One of her early works, Sun Worshipper (1916) is a bronze female nude "basking in the rays" and arching her body in a way that "hints more than a little at sexual pleasures."

 

Wyle was a member of the Ontario Society of Artists (1920–1933, then from 1948), the Sculptors Society of Canada (1933), the Royal Canadian Academy of Arts (associate 1920, full member 1938) and the Canadian Guild of Potters.

The Massachusetts Museum of Contemporary Art (MASS MoCA) occupies a converted factory building complex occupying 13-acres in North Adams, Massachusetts. It is one of the largest centers for contemporary visual art in the United States. The complex was originally built by the Arnold Print Works, which operated on the site from 1860 to 1942. MASS MoCA opened in 1999 with 19 galleries and 100,000 sq ft (9,300 m2) of exhibition space. It is large enough to put on exhibitions in individual buildings for extended periods - a Sol Lewitt building has five stories full of work conceived by him (and executed by others) on display until 2033; another building contains three large-scale installations by Anself Keifer on display until 2028.

LILLOOET, formerly Cayoosh Flat, is a community on the Fraser River in British Columbia, Canada, about 240 km (150 mi) up the British Columbia Railway line from Vancouver. Situated at an intersection of deep gorges in the lee of the Coast Mountains, it has a dry climate with an average of 329.5 mm (12.97 in) of precipitation being recorded annually. Lillooet has a long growing season, and once had prolific market gardens and orchard produce. It often vies with Lytton and Osoyoos for the title of "Canada's Hot Spot" on a daily basis in summer.

 

The traditional name of the the site of today's Lillooet was Pap-shil-KWA-KA-meen, translated as "place where the three rivers meet". Originally called Cayoosh Flat because the body of a dead cayuse (Indian Pony) was found in the river here. In 1862 Lillooet became "Mile Zero" for the numbering of the mile houses along the Cariboo Wagon Road." Lillooet is a First Nations word which may be translated as "wild onion". It appears on Anderson's map of 1849.

 

The LILLOOET Post Office was established - 1 July 1872 / (1859).

 

LINK to a list of the Postmasters who served at the LILLOOET Post Office - recherche-collection-search.bac-lac.gc.ca/eng/home/record...

 

- sent from - / LILLOOET / DE 18 / 00 / B.C. / - split ring cancel - the split ring hammer (A1-3 / left and right arcs about 9.0 mm with oval O's) was not listed in the Proof Book - it was most likely proofed c. 1895 - (RF A).

 

via - / LYTTON / DE 19 / 00 / B.C. / - cds transit backstamp.

 

- sent by - In ten days return to

JAS. B. UREN,

General Blacksmith.

HORSESHOEING, REPAIR-

ING AND ALL KINDS OF

WORK PROMPTLY

EXECUTED

LILLOOET, - - B. C. (illustrated corner card)

 

James Bottrell Uren

(b. 4 May 1862 in Hope, British Columbia - d. 15 August in Savona, British Columbia)

 

His wife - Mary Adams (nee Kelly) Uren

(b. 27 November 1867 in Barkerville, Cariboo, British Columbia – d. 20 March 1945 at age 77 in Kimberley, British Columbia) - they were married - 20 February 1889 in Barkerville District, B.C., Canada. They had 2 sons and one daughter.

 

(June 11th 1900) - Dissolution Notice. Notice is hereby given that the partnership heretofore existing between JAMES B. UREN and JOHN G. MITCHELL, carrying on a general blacksmith business, at Clinton and Lillooet, has this day been dissolved by mutual consent. All accounts against and all debts due said firm will be settled by Stuart Henderson, Ashcroft, B.C.

 

(clipped from the Nicola Valley News paper - 16 September 1910) - James B. Uren spent a few days in Savona last week after a lengthy absence. Mr. Uren is in charge of the steel work on the new Lillooet bridge on which, he says, satisfactory progress is being made.

 

Addressed to: Mr. J. Jane / Savona, B.C.

 

John Jane

(b. 3 March 1833 at Lanbyrock, Cornwall, England - d. 8 July 1907 at age 74 at Savona, British Columbia)

 

His wife - Harriet (nee McNeill) Jane

(b. 7 November 1850 in Victoria, B.C. - d. 21 February 1934 at age 83 in Oak Bay, British Columbia) - they were married - 9 October 1889 in the Kamloops District, British Columbia. After the death of her husband John Jane she married - John David Jones on - 20 December 1910 in Kamlopps, B.C.

 

Clipped from - The Victoria Daily Times newspaper - Victoria, British Columbia, Canada - 12 July 1907 - PIONEER DEAD. John Jane, Who Resided In Province for Half a Century, Died at Savona. John Jane, a merchant at Savona, died at that place on Monday last at the age of 74 years and four months. Mr. Jane was born at Lanbyrock, Cornwall, England, March 3rd, 1833, and in 1857 came to British Columbia with the Royal Engineers. He was engaged on the boundary survey and ran a number of roads and survey lines in the lower Fraser district. Later he was with the Moberly survey, locating the line cf the C. P. R. through the Selkirk and Rocky mountains, and afterwards was through Creek and Boundary country. About 26 years ago he moved to Savona and went Into business there as a general merchant and succeeded In building up an extensive trade. About 18 years ago he married Miss McNeill, of Victoria, who survives him.

 

The Influence of the Royal Engineers on the Development of British Columbia - by FRANCES M. WOODWARD - JOHN JANE, (1833 - 1907), Corporal: received Crown Grant, March 24, 1874, for Lot 118, Group 2, New Westminster District, 154 acres (150-acre military grant). Surveyor with Boundary Commission. Worked under Walter Moberley in the Selkirks; surveyed roads, ranches, mining properties throughout the Interior. 1865, constable at Derby; May 1865, constable Fort Shepherd; 1866-1867 chief constable and Postmaster at Fort Shepherd. 1880, opened General Store Savona; 1893, appointed Justice of the Peace. Married Miss H. McNeill, daughter of Capt. William McNeill, H.B.C. of Victoria; died Kamloops, 1907.

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

Corporal John Jane, R.E., British Columbia Land Surveyor.

 

John Jane was born in Lanbyrock, Cornwall, England on March 3, 1833 and he came to British Columbia in 1857 as one of the Royal Engineers working on the Boundary Commission surveying the international boundary. Later he surveyed various roads and boundary lines in the Fraser Valley. In 1865, after his discharge from the Royal Engineers, he worked as a police constable in Derby (old Fort Langley) after which he then moved to Fort Shepherd where he was the police constable and postmaster for several years. Still later he worked with Walter Moberly surveying the CPR through the Rocky and Selkirk Mountains and then afterwards surveying mineral claims and roads in the Rock Creek area.

 

In 1874, while working with Edward Stephens, LS, he was involved in the first surveys of the Nicola Valley and in 1877, he was the surveyor in charge for the Government surveys in the Savona area. In 1880, when the construction of the CPR started in Yale, numerous people thought that Savona's Ferry would be the main city in the interior. John Jane was one of those and in 1881 he decided to give up his surveying career, became a general merchant, and eventually built up an extensive trade. In the early years of his store, he received payment from the Indians with furs and from the miners with gold dust. When the railway did come through, the rails were laid on the south side of Kamloops Lake, on the opposite side from the village. This proved to be an inconvenience and so Corporal Jane closed his store in 1891 and moved with the rest of the population of Savona's Ferry to a new community near the CPR station known briefly as Van Horne, after the President of the CPR. They also took the old name of Savona with them.

 

In September 1889, at the age of 56, he married Miss Harriet McNeill of Victoria and took his new bride back to Savona. He was well acquainted with the country and highly respected by everyone and it was undoubtedly because of this excellent reputation that he was appointed Justice of the Peace in 1893. In 1905, just two years prior to his death, he brought into the area one of the newest inventions, the cash register. Early in 1907, John Jane became ill and spent some months at the Royal Inland Hospital in Kamloops. Later he returned home to Savona, going home for the last time, as he and his family and friends knew that the end was not too far away. Corporal John Jane, of the Royal Engineers passed away in his 74th year on Monday, July 8, 1907 and was laid to rest two days later in the small Savona cemetery overlooking Kamloops Lake.

 

John Jane was a quiet efficient pioneer who helped lay the foundations of prosperity for the young British Columbia. His obituary, in part, in the Kamloops Sentinel of July 9, 1907 probably best summarized his character: "John Jane was a man of kindly disposition, somewhat self-contained, and possessing a fund of information about the Province; knowledge gained during his journeying through it in years gone by. While taking a keen interest in public matters he took no active part in public movements, but attended strictly to his own business. He had many warm friends, but no enemies."

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What craziness is this, a day in that London on a weekday? Well, working one day last weekend, and another next weekend, meant I took a day in Lieu.

 

So there.

 

And top of my list of places to visit was St Magnus. This would be the fifth time I have tried to get inside, and the first since I wrote to the church asking whether they would be open a particular Saturday, and then any Saturday. Letters which were ignored

 

So, I walked out of Monument Station, down the hill there was St Magnus: would it be open?

 

It was, and inside it was a box, nay a treasure chest of delights.

 

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

 

St Magnus the Martyr, London Bridge is a Church of England church and parish within the City of London. The church, which is located in Lower Thames Street near The Monument to the Great Fire of London,[1] is part of the Diocese of London and under the pastoral care of the Bishop of London and the Bishop of Fulham.[2] It is a Grade I listed building.[3] The rector uses the title "Cardinal Rector". [4]

St Magnus lies on the original alignment of London Bridge between the City and Southwark. The ancient parish was united with that of St Margaret, New Fish Street, in 1670 and with that of St Michael, Crooked Lane, in 1831.[5] The three united parishes retained separate vestries and churchwardens.[6] Parish clerks continue to be appointed for each of the three parishes.[7]

St Magnus is the guild church of the Worshipful Company of Fishmongers and the Worshipful Company of Plumbers, and the ward church of the Ward of Bridge and Bridge Without. It is also twinned with the Church of the Resurrection in New York City.[8]

Its prominent location and beauty has prompted many mentions in literature.[9] In Oliver Twist Charles Dickens notes how, as Nancy heads for her secret meeting with Mr. Brownlow and Rose Maylie on London Bridge, "the tower of old Saint Saviour's Church, and the spire of Saint Magnus, so long the giant-warders of the ancient bridge, were visible in the gloom". The church's spiritual and architectural importance is celebrated in the poem The Waste Land by T. S. Eliot, who adds in a footnote that "the interior of St. Magnus Martyr is to my mind one of the finest among Wren's interiors".[10] One biographer of Eliot notes that at first he enjoyed St Magnus aesthetically for its "splendour"; later he appreciated its "utility" when he came there as a sinner.

 

The church is dedicated to St Magnus the Martyr, earl of Orkney, who died on 16 April in or around 1116 (the precise year is unknown).[12] He was executed on the island of Egilsay having been captured during a power struggle with his cousin, a political rival.[13] Magnus had a reputation for piety and gentleness and was canonised in 1135. St. Ronald, the son of Magnus's sister Gunhild Erlendsdotter, became Earl of Orkney in 1136 and in 1137 initiated the construction of St. Magnus Cathedral in Kirkwall.[14] The story of St. Magnus has been retold in the 20th century in the chamber opera The Martyrdom of St Magnus (1976)[15] by Sir Peter Maxwell Davies, based on George Mackay Brown's novel Magnus (1973).

 

he identity of the St Magnus referred to in the church's dedication was only confirmed by the Bishop of London in 1926.[16] Following this decision a patronal festival service was held on 16 April 1926.[17] In the 13th century the patronage was attributed to one of the several saints by the name of Magnus who share a feast day on 19 August, probably St Magnus of Anagni (bishop and martyr, who was slain in the persecution of the Emperor Decius in the middle of the 3rd century).[18] However, by the early 18th century it was suggested that the church was either "dedicated to the memory of St Magnus or Magnes, who suffer'd under the Emperor Aurelian in 276 [see St Mammes of Caesarea, feast day 17 August], or else to a person of that name, who was the famous Apostle or Bishop of the Orcades."[19] For the next century historians followed the suggestion that the church was dedicated to the Roman saint of Cæsarea.[20] The famous Danish archaeologist Professor Jens Jacob Asmussen Worsaae (1821–85) promoted the attribution to St Magnus of Orkney during his visit to the British Isles in 1846-7, when he was formulating the concept of the 'Viking Age',[21] and a history of London written in 1901 concluded that "the Danes, on their second invasion ... added at least two churches with Danish names, Olaf and Magnus".[22] A guide to the City Churches published in 1917 reverted to the view that St Magnus was dedicated to a martyr of the third century,[23] but the discovery of St Magnus of Orkney's relics in 1919 renewed interest in a Scandinavian patron and this connection was encouraged by the Rector who arrived in 1921

 

A metropolitan bishop of London attended the Council of Arles in 314, which indicates that there must have been a Christian community in Londinium by this date, and it has been suggested that a large aisled building excavated in 1993 near Tower Hill can be compared with the 4th-century Cathedral of St Tecla in Milan.[25] However, there is no archaeological evidence to suggest that any of the mediaeval churches in the City of London had a Roman foundation.[26] A grant from William I in 1067 to Westminster Abbey, which refers to the stone church of St Magnus near the bridge ("lapidee eccle sci magni prope pontem"), is generally accepted to be 12th century forgery,[27] and it is possible that a charter of confirmation in 1108-16 might also be a later fabrication.[28] Nonetheless, these manuscripts may preserve valid evidence of a date of foundation in the 11th century.

 

Archaeological evidence suggests that the area of the bridgehead was not occupied from the early 5th century until the early 10th century. Environmental evidence indicates that the area was waste ground during this period, colonised by elder and nettles. Following Alfred's decision to reoccupy the walled area of London in 886, new harbours were established at Queenhithe and Billingsgate. A bridge was in place by the early 11th century, a factor which would have encouraged the occupation of the bridgehead by craftsmen and traders.[30] A lane connecting Botolph's Wharf and Billingsgate to the rebuilt bridge may have developed by the mid-11th century. The waterfront at this time was a hive of activity, with the construction of embankments sloping down from the riverside wall to the river. Thames Street appeared in the second half of the 11th century immediately behind (north of) the old Roman riverside wall and in 1931 a piling from this was discovered during the excavation of the foundations of a nearby building. It now stands at the base of the church tower.[31] St Magnus was built to the south of Thames Street to serve the growing population of the bridgehead area[32] and was certainly in existence by 1128-33.[33]

The small ancient parish[34] extended about 110 yards along the waterfront either side of the old bridge, from 'Stepheneslane' (later Churchehawlane or Church Yard Alley) and 'Oystergate' (later called Water Lane or Gully Hole) on the West side to 'Retheresgate' (a southern extension of Pudding Lane) on the East side, and was centred on the crossroads formed by Fish Street Hill (originally Bridge Street, then New Fish Street) and Thames Street.[35] The mediaeval parish also included Drinkwater's Wharf (named after the owner, Thomas Drinkwater), which was located immediately West of the bridge, and Fish Wharf, which was to the South of the church. The latter was of considerable importance as the fishmongers had their shops on the wharf. The tenement was devised by Andrew Hunte to the Rector and Churchwardens in 1446.[36] The ancient parish was situated in the South East part of Bridge Ward, which had evolved in the 11th century between the embankments to either side of the bridge.[37]

In 1182 the Abbot of Westminster and the Prior of Bermondsey agreed that the advowson of St Magnus should be divided equally between them. Later in the 1180s, on their presentation, the Archdeacon of London inducted his nephew as parson.

 

Between the late Saxon period and 1209 there was a series of wooden bridges across the Thames, but in that year a stone bridge was completed.[39] The work was overseen by Peter de Colechurch, a priest and head of the Fraternity of the Brethren of London Bridge. The Church had from early times encouraged the building of bridges and this activity was so important it was perceived to be an act of piety - a commitment to God which should be supported by the giving of alms. London’s citizens made gifts of land and money "to God and the Bridge".[40] The Bridge House Estates became part of the City's jurisdiction in 1282.

 

Until 1831 the bridge was aligned with Fish Street Hill, so the main entrance into the City from the south passed the West door of St Magnus on the north bank of the river.[41] The bridge included a chapel dedicated to St Thomas Becket[42] for the use of pilgrims journeying to Canterbury Cathedral to visit his tomb.[43] The chapel and about two thirds of the bridge were in the parish of St Magnus. After some years of rivalry a dispute arose between the church and the chapel over the offerings given to the chapel by the pilgrims. The matter was resolved by the brethren of the chapel making an annual contribution to St Magnus.[44] At the Reformation the chapel was turned into a house and later a warehouse, the latter being demolished in 1757-58.

The church grew in importance. On 21 November 1234 a grant of land was made to the parson of St Magnus for the enlargement of the church.[45] The London eyre of 1244 recorded that in 1238 "A thief named William of Ewelme of the county of Buckingham fled to the church of St. Magnus the Martyr, London, and there acknowledged the theft and abjured the realm. He had no chattels."[46] Another entry recorded that "The City answers saying that the church of ... St. Magnus the Martyr ... which [is] situated on the king's highway ... ought to belong to the king and be in his gift".[47] The church presumably jutted into the road running to the bridge, as it did in later times.[48] In 1276 it was recorded that "the church of St. Magnus the Martyr is worth £15 yearly and Master Geoffrey de la Wade now holds it by the grant of the prior of Bermundeseie and the abbot of Westminster to whom King Henry conferred the advowson by his charter.

 

In 1274 "came King Edward and his wife [Eleanor] from the Holy Land and were crowned at Westminster on the Sunday next after the Feast of the Assumption of Our Lady [15 August], being the Feast of Saint Magnus [19 August]; and the Conduit in Chepe ran all the day with red wine and white wine to drink, for all such as wished."[50] Stow records that "in the year 1293, for victory obtained by Edward I against the Scots, every citizen, according to their several trade, made their several show, but especially the fishmongers" whose solemn procession including a knight "representing St Magnus, because it was upon St Magnus' day".

An important religious guild, the Confraternity de Salve Regina, was in existence by 1343, having been founded by the "better sort of the Parish of St Magnus" to sing the anthem 'Salve Regina' every evening.[51] The Guild certificates of 1389 record that the Confraternity of Salve Regina and the guild of St Thomas the Martyr in the chapel on the bridge, whose members belonged to St Magnus parish, had determined to become one, to have the anthem of St Thomas after the Salve Regina and to devote their united resources to restoring and enlarging the church of St Magnus.[52] An Act of Parliament of 1437[53] provided that all incorporated fraternities and companies should register their charters and have their ordinances approved by the civic authorities.[54] Fear of enquiry into their privileges may have led established fraternities to seek a firm foundation for their rights. The letters patent of the fraternity of St Mary and St Thomas the Martyr of Salve Regina in St Magnus dated 26 May 1448 mention that the fraternity had petitioned for a charter on the grounds that the society was not duly founded.

 

In the mid-14th century the Pope was the Patron of the living and appointed five rectors to the benefice.[56]

Henry Yevele, the master mason whose work included the rebuilding of Westminster Hall and the naves of Westminster Abbey and Canterbury Cathedral, was a parishioner and rebuilt the chapel on London Bridge between 1384 and 1397. He served as a warden of London Bridge and was buried at St Magnus on his death in 1400. His monument was extant in John Stow's time, but was probably destroyed by the fire of 1666.[57]

Yevele, as the King’s Mason, was overseen by Geoffrey Chaucer in his capacity as the Clerk of the King's Works. In The General Prologue of Chaucer's The Canterbury Tales the five guildsmen "were clothed alle in o lyveree Of a solempne and a greet fraternitee"[58] and may be thought of as belonging to the guild in the parish of St Magnus, or one like it.[59] Chaucer's family home was near to the bridge in Thames Street.

 

n 1417 a dispute arose concerning who should take the place of honour amongst the rectors in the City churches at the Whit Monday procession, a place that had been claimed from time to time by the rectors of St Peter Cornhill, St Magnus the Martyr and St Nicholas Cole Abbey. The Mayor and Aldermen decided that the Rector of St Peter Cornhill should take precedence.[61]

St Magnus Corner at the north end of London Bridge was an important meeting place in mediaeval London, where notices were exhibited, proclamations read out and wrongdoers punished.[62] As it was conveniently close to the River Thames, the church was chosen by the Bishop between the 15th and 17th centuries as a convenient venue for general meetings of the clergy in his diocese.[63] Dr John Young, Bishop of Callipolis (rector of St Magnus 1514-15) pronounced judgement on 16 December 1514 (with the Bishop of London and in the presence of Thomas More, then under-sheriff of London) in the heresy case concerning Richard Hunne.[64]

In pictures from the mid-16th century the old church looks very similar to the present-day St Giles without Cripplegate in the Barbican.[65] According to the martyrologist John Foxe, a woman was imprisoned in the 'cage' on London Bridge in April 1555 and told to "cool herself there" for refusing to pray at St Magnus for the recently deceased Pope Julius III.[66]

Simon Lowe, a Member of Parliament and Master of the Merchant Taylors' Company during the reign of Queen Mary and one of the jurors who acquitted Sir Nicholas Throckmorton in 1554, was a parishioner.[67] He was a mourner at the funeral of Maurice Griffith, Bishop of Rochester from 1554 to 1558 and Rector of St Magnus from 1537 to 1558, who was interred in the church on 30 November 1558 with much solemnity. In accordance with the Catholic church's desire to restore ecclesiastical pageantry in England, the funeral was a splendid affair, ending in a magnificent dinner.

 

Lowe was included in a return of recusants in the Diocese of Rochester in 1577,[69] but was buried at St Magnus on 6 February 1578.[70] Stow refers to his monument in the church. His eldest son, Timothy (died 1617), was knighted in 1603. His second son, Alderman Sir Thomas Lowe (1550–1623), was Master of the Haberdashers' Company on several occasions, Sheriff of London in 1595/96, Lord Mayor in 1604/05 and a Member of Parliament for London.[71] His youngest son, Blessed John Lowe (1553–1586), having originally been a Protestant minister, converted to Roman Catholicism, studied for the priesthood at Douay and Rome and returned to London as a missionary priest.[72] His absence had already been noted; a list of 1581 of "such persons of the Diocese of London as have any children ... beyond the seas" records "John Low son to Margaret Low of the Bridge, absent without licence four years". Having gained 500 converts to Catholicism between 1583 and 1586, he was arrested whilst walking with his mother near London Bridge, committed to The Clink and executed at Tyburn on 8 October 1586.[73] He was beatified in 1987 as one of the eighty-five martyrs of England and Wales.

 

Sir William Garrard, Master of the Haberdashers' Company, Alderman, Sheriff of London in 1553/53, Lord Mayor in 1555/56 and a Member of Parliament was born in the parish and buried at St Magnus in 1571.[74] Sir William Romney, merchant, philanthropist, Master of the Haberdashers' Company, Alderman for Bridge Within and Sheriff of London in 1603/04[75] was married at St Magnus in 1582. Ben Jonson is believed to have been married at St Magnus in 1594.[76]

The patronage of St Magnus, having previously been in the Abbots and Convents of Westminster and Bermondsey (who presented alternatively), fell to the Crown on the suppression of the monasteries. In 1553, Queen Mary, by letters patent, granted it to the Bishop of London and his successors.[77]

The church had a series of distinguished rectors in the second half of the 16th and first half of the 17th century, including Myles Coverdale (Rector 1564-66), John Young (Rector 1566-92), Theophilus Aylmer (Rector 1592-1625), (Archdeacon of London and son of John Aylmer), and Cornelius Burges (Rector 1626-41). Coverdale was buried in the chancel of St Bartholomew-by-the-Exchange, but when that church was pulled down in 1840 his remains were removed to St Magnus.[78]

On 5 November 1562 the churchwardens were ordered to break, or cause to be broken, in two parts all the altar stones in the church.[79] Coverdale, an anti-vestiarian, was Rector at the peak of the vestments controversy. In March 1566 Archbishop Parker caused great consternation among many clergy by his edicts prescribing what was to be worn and by his summoning the London clergy to Lambeth to require their compliance. Coverdale excused himself from attending.[80] Stow records that a non-conforming Scot who normally preached at St Magnus twice a day precipitated a fight on Palm Sunday 1566 at Little All Hallows in Thames Street with his preaching against vestments.[81] Coverdale's resignation from St Magnus in summer 1566 may have been associated with these events. Separatist congregations started to emerge after 1566 and the first such, who called themselves 'Puritans' or 'Unspottyd Lambs of the Lord', was discovered close to St Magnus at Plumbers' Hall in Thames Street on 19 June 1567.

 

St Magnus narrowly escaped destruction in 1633. A later edition of Stow's Survey records that "On the 13th day of February, between eleven and twelve at night, there happened in the house of one Briggs, a Needle-maker near St Magnus Church, at the North end of the Bridge, by the carelessness of a Maid-Servant setting a tub of hot sea-coal ashes under a pair of stairs, a sad and lamentable fire, which consumed all the buildings before eight of the clock the next morning, from the North end of the Bridge to the first vacancy on both sides, containing forty-two houses; water then being very scarce, the Thames being almost frozen over."[83] Susannah Chambers "by her last will & testament bearing date 28th December 1640 gave the sum of Twenty-two shillings and Sixpence Yearly for a Sermon to be preached on the 12th day of February in every Year within the Church of Saint Magnus in commemoration of God's merciful preservation of the said Church of Saint Magnus from Ruin, by the late and terrible Fire on London Bridge. Likewise Annually to the Poor the sum of 17/6."[84] The tradition of a "Fire Sermon" was revived on 12 February 2004, when the first preacher was the Rt Revd and Rt Hon Richard Chartres, Bishop of London.

 

Parliamentarian rule and the more Protestant ethos of the 1640s led to the removal or destruction of "superstitious" and "idolatrous" images and fittings. Glass painters such as Baptista Sutton, who had previously installed "Laudian innovations", found new employment by repairing and replacing these to meet increasingly strict Protestant standards. In January 1642 Sutton replaced 93 feet of glass at St Magnus and in June 1644 he was called back to take down the "painted imagery glass" and replace it.[86] In June 1641 "rail riots" broke out at a number of churches. This was a time of high tension following the trial and execution of the Earl of Strafford and rumours of army and popish plots were rife. The Protestation Oath, with its pledge to defend the true religion "against all Popery and popish innovation", triggered demands from parishioners for the removal of the rails as popish innovations which the Protestation had bound them to reform. The minister arranged a meeting between those for and against the pulling down of the rails, but was unsuccessful in reaching a compromise and it was feared that they would be demolished by force.[87] However, in 1663 the parish resumed Laudian practice and re-erected rails around its communion table.[88]

Joseph Caryl was incumbent from 1645 until his ejection in 1662. In 1663 he was reportedly living near London Bridge and preaching to an Independent congregation that met at various places in the City.[89]

During the Great Plague of 1665, the City authorities ordered fires to be kept burning night and day, in the hope that the air would be cleansed. Daniel Defoe's semi-fictictional, but highly realistic, work A Journal of the Plague Year records that one of these was "just by St Magnus Church"

 

Despite its escape in 1633, the church was one of the first buildings to be destroyed in the Great Fire of London in 1666.[91] St Magnus stood less than 300 yards from the bakehouse of Thomas Farriner in Pudding Lane where the fire started. Farriner, a former churchwarden of St Magnus, was buried in the middle aisle of the church on 11 December 1670, perhaps within a temporary structure erected for holding services.[92]

The parish engaged the master mason George Dowdeswell to start the work of rebuilding in 1668. The work was carried forward between 1671 and 1687 under the direction of Sir Christopher Wren, the body of the church being substantially complete by 1676.[93] At a cost of £9,579 19s 10d St Magnus was one of Wren's most expensive churches.[94] The church of St Margaret New Fish Street was not rebuilt after the fire and its parish was united to that of St Magnus.

 

The chancels of many of Wren’s city churches had chequered marble floors and the chancel of St Magnus is an example,[95] the parish agreeing after some debate to place the communion table on a marble ascent with steps[96] and to commission altar rails of Sussex wrought iron. The nave and aisles are paved with freestone flags. A steeple, closely modelled on one built between 1614 and 1624 by François d'Aguilon and Pieter Huyssens for the church of St Carolus Borromeus in Antwerp, was added between 1703 and 1706.[97] London's skyline was transformed by Wren's tall steeples and that of St Magnus is considered to be one his finest.[98]

The large clock projecting from the tower was a well-known landmark in the city as it hung over the roadway of Old London Bridge.[99] It was presented to the church in 1709 by Sir Charles Duncombe[100] (Alderman for the Ward of Bridge Within and, in 1708/09, Lord Mayor of London). Tradition says "that it was erected in consequence of a vow made by the donor, who, in the earlier part of his life, had once to wait a considerable time in a cart upon London Bridge, without being able to learn the hour, when he made a promise, that if he ever became successful in the world, he would give to that Church a public clock ... that all passengers might see the time of day."[101] The maker was Langley Bradley, a clockmaker in Fenchurch Street, who had worked for Wren on many other projects, including the clock for the new St Paul's Cathedral. The sword rest in the church, designed to hold the Lord Mayor's sword and mace when he attended divine service "in state", dates from 1708.

Duncombe and his benefactions to St Magnus feature prominently in Daniel Defoe's The True-Born Englishman, a biting satire on critics of William III that went through several editions from 1700 (the year in which Duncombe was elected Sheriff).

 

Shortly before his death in 1711, Duncombe commissioned an organ for the church, the first to have a swell-box, by Abraham Jordan (father and son).[103] The Spectator announced that "Whereas Mr Abraham Jordan, senior and junior, have, with their own hands, joinery excepted, made and erected a very large organ in St Magnus' Church, at the foot of London Bridge, consisting of four sets of keys, one of which is adapted to the art of emitting sounds by swelling notes, which never was in any organ before; this instrument will be publicly opened on Sunday next [14 February 1712], the performance by Mr John Robinson. The above-said Abraham Jordan gives notice to all masters and performers, that he will attend every day next week at the said Church, to accommodate all those gentlemen who shall have a curiosity to hear it".[104]

The organ case, which remains in its original state, is looked upon as one of the finest existing examples of the Grinling Gibbons's school of wood carving.[105] The first organist of St Magnus was John Robinson (1682–1762), who served in that role for fifty years and in addition as organist of Westminster Abbey from 1727. Other organists have included the blind organist George Warne (1792–1868, organist 1820-26 until his appointment to the Temple Church), James Coward (1824–80, organist 1868-80 who was also organist to the Crystal Palace and renowned for his powers of improvisation) and George Frederick Smith FRCO (1856–1918, organist 1880-1918 and Professor of Music at the Guildhall School of Music).[106] The organ has been restored several times - in 1760, 1782, 1804, 1855, 1861, 1879, 1891, 1924, 1949 after wartime damage and 1997 - since it was first built.[107] Sir Peter Maxwell Davies was one of several patrons of the organ appeal in the mid-1990s[108] and John Scott gave an inaugural recital on 20 May 1998 following the completion of that restoration.[109] The instrument has an Historic Organ Certificate and full details are recorded in the National Pipe Organ Register.[110]

The hymn tune "St Magnus", usually sung at Ascensiontide to the text "The head that once was crowned with thorns", was written by Jeremiah Clarke in 1701 and named for the church.

 

Canaletto drew St Magnus and old London Bridge as they appeared in the late 1740s.[112] Between 1756 and 1762, under the London Bridge Improvement Act of 1756 (c. 40), the Corporation of London demolished the buildings on London Bridge to widen the roadway, ease traffic congestion and improve safety for pedestrians.[113] The churchwardens’ accounts of St Magnus list many payments to those injured on the Bridge and record that in 1752 a man was crushed to death between two carts.[114] After the House of Commons had resolved upon the alteration of London Bridge, the Rev Robert Gibson, Rector of St Magnus, applied to the House for relief; stating that 48l. 6s. 2d. per annum, part of his salary of 170l. per annum, was assessed upon houses on London Bridge; which he should utterly lose by their removal unless a clause in the bill about to be passed should provide a remedy.[115] Accordingly, Sections 18 and 19 of 1756 Act provided that the relevant amounts of tithe and poor rate should be a charge on the Bridge House Estates.[116]

A serious fire broke out on 18 April 1760 in an oil shop at the south east corner of the church, which consumed most of the church roof and did considerable damage to the fabric. The fire burnt warehouses to the south of the church and a number of houses on the northern end of London Bridge.

 

As part of the bridge improvements, overseen by the architect Sir Robert Taylor, a new pedestrian walkway was built along the eastern side of the bridge. With the other buildings gone St Magnus blocked the new walkway.[117] As a consequence it was necessary in 1762 to 1763 to remove the vestry rooms at the West end of the church and open up the side arches of the tower so that people could pass underneath the tower.[118] The tower’s lower storey thus became an external porch. Internally a lobby was created at the West end under the organ gallery and a screen with fine octagonal glazing inserted. A new Vestry was built to the South of the church.[119] The Act also provided that the land taken from the church for the widening was "to be considered ... as part of the cemetery of the said church ... but if the pavement thereof be broken up on account of the burying of any persons, the same shall be ... made good ... by the churchwardens"

 

Soldiers were stationed in the Vestry House of St Magnus during the Gordon Riots in June 1780.[121]

By 1782 the noise level from the activities of Billingsgate Fish Market had become unbearable and the large windows on the north side of the church were blocked up leaving only circular windows high up in the wall.[122] At some point between the 1760s and 1814 the present clerestory was constructed with its oval windows and fluted and coffered plasterwork.[123] J. M. W. Turner painted the church in the mid-1790s.[124]

The rector of St Magnus between 1792 and 1808, following the death of Robert Gibson on 28 July 1791,[125] was Thomas Rennell FRS. Rennell was President of Sion College in 1806/07. There is a monument to Thomas Leigh (Rector 1808-48 and President of Sion College 1829/30,[126] at St Peter's Church, Goldhanger in Essex.[127] Richard Hazard (1761–1837) was connected with the church as sexton, parish clerk and ward beadle for nearly 50 years[128] and served as Master of the Parish Clerks' Company in 1831/32.[129]

In 1825 the church was "repaired and beautified at a very considerable expense. During the reparation the east window, which had been closed, was restored, and the interior of the fabric conformed to the state in which it was left by its great architect, Sir Christopher Wren. The magnificent organ ... was taken down and rebuilt by Mr Parsons, and re-opened, with the church, on the 12th February, 1826".[130] Unfortunately, as a contemporary writer records, "On the night of the 31st of July, 1827, [the church's] safety was threatened by the great fire which consumed the adjacent warehouses, and it is perhaps owing to the strenuous and praiseworthy exertions of the firemen, that the structure exists at present. ... divine service was suspended and not resumed until the 20th January 1828. In the interval the church received such tasteful and elegant decorations, that it may now compete with any church in the metropolis.

 

In 1823 royal assent was given to ‘An Act for the Rebuilding of London Bridge’ and in 1825 John Garratt, Lord Mayor and Alderman of the Ward of Bridge Within, laid the first stone of the new London Bridge.[132] In 1831 Sir John Rennie’s new bridge was opened further upstream and the old bridge demolished. St Magnus ceased to be the gateway to London as it had been for over 600 years. Peter de Colechurch[133] had been buried in the crypt of the chapel on the bridge and his bones were unceremoniously dumped in the River Thames.[134] In 1921 two stones from Old London Bridge were discovered across the road from the church. They now stand in the churchyard.

Wren's church of St Michael Crooked Lane was demolished, the final service on Sunday 20 March 1831 having to be abandoned due to the effects of the building work. The Rector of St Michael preached a sermon the following Sunday at St Magnus lamenting the demolition of his church with its monuments and "the disturbance of the worship of his parishioners on the preceeding Sabbath".[135] The parish of St Michael Crooked Lane was united to that of St Magnus, which itself lost a burial ground in Church Yard Alley to the approach road for the new bridge.[136] However, in substitution it had restored to it the land taken for the widening of the old bridge in 1762 and was also given part of the approach lands to the east of the old bridge.[137] In 1838 the Committee for the London Bridge Approaches reported to Common Council that new burial grounds had been provided for the parishes of St Michael, Crooked Lane and St Magnus, London Bridge.

 

Depictions of St Magnus after the building of the new bridge, seen behind Fresh Wharf and the new London Bridge Wharf, include paintings by W. Fenoulhet in 1841 and by Charles Ginner in 1913.[139] This prospect was affected in 1924 by the building of Adelaide House to a design by John James Burnet,[140] The Times commenting that "the new ‘architectural Matterhorn’ ... conceals all but the tip of the church spire".[141] There was, however, an excellent view of the church for a few years between the demolition of Adelaide Buildings and the erection of its replacement.[142] Adelaide House is now listed.[143] Regis House, on the site of the abandoned King William Street terminus of the City & South London Railway (subsequently the Northern Line),[144] and the Steam Packet Inn, on the corner of Lower Thames Street and Fish Street Hill,[145] were developed in 1931.

 

By the early 1960s traffic congestion had become a problem[147] and Lower Thames Street was widened over the next decade[148] to form part of a significant new east-west transport artery (the A3211).[149] The setting of the church was further affected by the construction of a new London Bridge between 1967 and 1973.[150] The New Fresh Wharf warehouse to the east of the church, built in 1939, was demolished in 1973-4 following the collapse of commercial traffic in the Pool of London[151] and, after an archaeological excavation,[152] St Magnus House was constructed on the site in 1978 to a design by R. Seifert & Partners.[153] This development now allows a clear view of the church from the east side.[154] The site to the south east of The Monument (between Fish Street Hill and Pudding Lane), formerly predominantly occupied by fish merchants,[155] was redeveloped as Centurion House and Gartmore (now Providian) House at the time of the closure of old Billingsgate Market in January 1982.[156] A comprehensive redevelopment of Centurion House began in October 2011 with completion planned in 2013.[157] Regis House, to the south west of The Monument, was redeveloped by Land Securities PLC in 1998.[158]

The vista from The Monument south to the River Thames, over the roof of St Magnus, is protected under the City of London Unitary Development Plan,[159] although the South bank of the river is now dominated by The Shard. Since 2004 the City of London Corporation has been exploring ways of enhancing the Riverside Walk to the south of St Magnus.[160] Work on a new staircase to connect London Bridge to the Riverside Walk is due to commence in March 2013.[161] The story of St Magnus's relationship with London Bridge and an interview with the rector featured in the television programme The Bridges That Built London with Dan Cruickshank, first broadcast on BBC Four on 14 June 2012.[162] The City Corporation's 'Fenchurch and Monument Area Enhancement Strategy' of August 2012 recommended ways of reconnecting St Magnus and the riverside to the area north of Lower Thames Street.

 

A lectureship at St Michael Crooked Lane, which was transferred to St Magnus in 1831, was endowed by the wills of Thomas and Susannah Townsend in 1789 and 1812 respectively.[164] The Revd Henry Robert Huckin, Headmaster of Repton School from 1874 to 1882, was appointed Townsend Lecturer at St Magnus in 1871.[165]

St Magnus narrowly escaped damage from a major fire in Lower Thames Street in October 1849.

 

During the second half of the 19th century the rectors were Alexander McCaul, DD (1799–1863, Rector 1850-63), who coined the term 'Judaeo Christian' in a letter dated 17 October 1821,[167] and his son Alexander Israel McCaul (1835–1899, curate 1859-63, rector 1863-99). The Revd Alexander McCaul Sr[168] was a Christian missionary to the Polish Jews, who (having declined an offer to become the first Anglican Bishop in Jerusalem)[169] was appointed professor of Hebrew and rabbinical literature at King's College, London in 1841. His daughter, Elizabeth Finn (1825–1921), a noted linguist, founded the Distressed Gentlefolk Aid Association (now known as Elizabeth Finn Care).[170]

In 1890 it was reported that the Bishop of London was to hold an inquiry as to the desirability of uniting the benefices of St George Botolph Lane and St Magnus. The expectation was a fusion of the two livings, the demolition of St George’s and the pensioning of "William Gladstone’s favourite Canon", Malcolm MacColl. Although services ceased there, St George’s was not demolished until 1904. The parish was then merged with St Mary at Hill rather than St Magnus.[171]

The patronage of the living was acquired in the late 19th century by Sir Henry Peek Bt. DL MP, Senior Partner of Peek Brothers & Co of 20 Eastcheap, the country's largest firm of wholesale tea brokers and dealers, and Chairman of the Commercial Union Assurance Co. Peek was a generous philanthropist who was instrumental in saving both Wimbledon Common and Burnham Beeches from development. His grandson, Sir Wilfred Peek Bt. DSO JP, presented a cousin, Richard Peek, as rector in 1904. Peek, an ardent Freemason, held the office of Grand Chaplain of England. The Times recorded that his memorial service in July 1920 "was of a semi-Masonic character, Mr Peek having been a prominent Freemason".[172] In June 1895 Peek had saved the life of a young French girl who jumped overboard from a ferry midway between Dinard and St Malo in Brittany and was awarded the bronze medal of the Royal Humane Society and the Gold Medal 1st Class of the Sociâetâe Nationale de Sauvetage de France.[173]

In November 1898 a memorial service was held at St Magnus for Sir Stuart Knill Bt. (1824–1898), head of the firm of John Knill and Co, wharfingers, and formerly Lord Mayor and Master of the Plumbers' Company.[174] This was the first such service for a Roman Catholic taken in an Anglican church.[175] Sir Stuart's son, Sir John Knill Bt. (1856-1934), also served as Alderman for the Ward of Bridge Within, Lord Mayor and Master of the Plumbers' Company.

 

Until 1922 the annual Fish Harvest Festival was celebrated at St Magnus.[176] The service moved in 1923 to St Dunstan in the East[177] and then to St Mary at Hill, but St Magnus retained close links with the local fish merchants until the closure of old Billingsgate Market. St Magnus, in the 1950s, was "buried in the stink of Billingsgate fish-market, against which incense was a welcome antidote".

 

A report in 1920 proposed the demolition of nineteen City churches, including St Magnus.[179] A general outcry from members of the public and parishioners alike prevented the execution of this plan.[180] The members of the City Livery Club passed a resolution that they regarded "with horror and indignation the proposed demolition of 19 City churches" and pledged the Club to do everything in its power to prevent such a catastrophe.[181] T. S. Eliot wrote that the threatened churches gave "to the business quarter of London a beauty which its hideous banks and commercial houses have not quite defaced. ... the least precious redeems some vulgar street ... The loss of these towers, to meet the eye down a grimy lane, and of these empty naves, to receive the solitary visitor at noon from the dust and tumult of Lombard Street, will be irreparable and unforgotten."[182] The London County Council published a report concluding that St Magnus was "one of the most beautiful of all Wren's works" and "certainly one of the churches which should not be demolished without specially good reasons and after very full consideration."[183] Due to the uncertainty about the church's future, the patron decided to defer action to fill the vacancy in the benefice and a curate-in-charge temporarily took responsibility for the parish.[184] However, on 23 April 1921 it was announced that the Revd Henry Joy Fynes-Clinton would be the new Rector. The Times concluded that the appointment, with the Bishop’s approval, meant that the proposed demolition would not be carried out.[185] Fr Fynes-Clinton was inducted on 31 May 1921.[186]

The rectory, built by Robert Smirke in 1833-5, was at 39 King William Street.[187] A decision was taken in 1909 to sell the property, the intention being to purchase a new rectory in the suburbs, but the sale fell through and at the time of the 1910 Land Tax Valuations the building was being let out to a number of tenants. The rectory was sold by the diocese on 30 May 1921 for £8,000 to Ridgways Limited, which owned the adjoining premises.[188] The Vestry House adjoining the south west of the church, replacing the one built in the 1760s, may also have been by Smirke. Part of the burial ground of St Michael Crooked Lane, located between Fish Street Hill and King William Street, survived as an open space until 1987 when it was compulsorily purchased to facilitate the extension of the Docklands Light Railway into the City.[189] The bodies were reburied at Brookwood Cemetery.

 

The interior of the church was restored by Martin Travers in 1924, in a neo-baroque style,[191] reflecting the Anglo-Catholic character of the congregation[192] following the appointment of Henry Joy Fynes-Clinton as Rector.[193] Fr Fynes, as he was often known, served as Rector of St Magnus from 31 May 1921 until his death on 4 December 1959 and substantially beautified the interior of the church.[194]

Fynes-Clinton held very strong Anglo-Catholic views, and proceeded to make St Magnus as much like a baroque Roman Catholic church as possible. However, "he was such a loveable character with an old-world courtesy which was irresistible, that it was difficult for anyone to be unpleasant to him, however much they might disapprove of his views".[195] He generally said the Roman Mass in Latin; and in personality was "grave, grand, well-connected and holy, with a laconic sense of humour".[196] To a Protestant who had come to see Coverdale's monument he is reported to have said "We have just had a service in the language out of which he translated the Bible".[197] The use of Latin in services was not, however, without grammatical danger. A response from his parishioners of "Ora pro nobis" after "Omnes sancti Angeli et Archangeli" in the Litany of the Saints would elicit a pause and the correction "No, Orate pro nobis."

 

In 1922 Fynes-Clinton refounded the Fraternity of Our Lady de Salve Regina.[198] The Fraternity's badge[199] is shown in the stained glass window at the east end of the north wall of the church above the reredos of the Lady Chapel altar. He also erected a statue of Our Lady of Walsingham and arranged pilgrimages to the Norfolk shrine, where he was one of the founding Guardians.[200] In 1928 the journal of the Catholic League reported that St Magnus had presented a votive candle to the Shrine at Walsingham "in token of our common Devotion and the mutual sympathy and prayers that are we hope a growing bond between the peaceful country shrine and the church in the heart of the hurrying City, from the Altar of which the Pilgrimages regularly start".[201]

Fynes-Clinton was General Secretary of the Anglican and Eastern Orthodox Churches Union and its successor, the Anglican and Eastern Churches Association, from 1906 to 1920 and served as Secretary to the Archbishop of Canterbury's Eastern Churches Committee from 1920 to around 1924. A Solemn Requiem was celebrated at St Magnus in September 1921 for the late King Peter of the Serbs, Croats and Slovenes.

At the midday service on 1 March 1922, J.A. Kensit, leader of the Protestant Truth Society, got up and protested against the form of worship.[202] The proposed changes to the church in 1924 led to a hearing in the Consistory Court of the Chancellor of the Diocese of London and an appeal to the Court of Arches.[203] Judgement was given by the latter Court in October 1924. The advowson was purchased in 1931, without the knowledge of the Rector and Parochial Church Council, by the evangelical Sir Charles King-Harman.[204] A number of such cases, including the purchase of the advowsons of Clapham and Hampstead Parish Churches by Sir Charles, led to the passage of the Benefices (Purchase of Rights of Patronage) Measure 1933.[205] This allowed the parishioners of St Magnus to purchase the advowson from Sir Charles King-Harman for £1,300 in 1934 and transfer it to the Patronage Board.

 

St Magnus was one of the churches that held special services before the opening of the second Anglo-Catholic Congress in 1923.[207] Fynes-Clinton[208] was the first incumbent to hold lunchtime services for City workers.[209] Pathé News filmed the Palm Sunday procession at St Magnus in 1935.[210] In The Towers of Trebizond, the novel by Rose Macauley published in 1956, Fr Chantry-Pigg's church is described as being several feet higher than St Mary’s Bourne Street and some inches above even St Magnus the Martyr.[211]

In July 1937 Fr Fynes-Clinton, with two members of his congregation, travelled to Kirkwall to be present at the 800th anniversary celebrations of St Magnus Cathedral, Kirkwall. During their stay they visited Egilsay and were shown the spot where St Magnus had been slain. Later Fr Fynes-Clinton was present at a service held at the roofless church of St Magnus on Egilsay, where he suggested to his host Mr Fryer, the minister of the Cathedral, that the congregations of Kirkwall and London should unite to erect a permanent stone memorial on the traditional site where Earl Magnus had been murdered. In 1938 a cairn was built of local stone on Egilsay. It stands 12 feet high and is 6 feet broad at its base. The memorial was dedicated on 7 September 1938 and a bronze inscription on the monument reads "erected by the Rector and Congregation of St Magnus the Martyr by London Bridge and the Minister and Congregation of St Magnus Cathedral, Kirkwall to commemorate the traditional spot where Earl Magnus was slain, AD circa 1116 and to commemorate the Octocentenary of St Magnus Cathedral 1937"

 

A bomb which fell on London Bridge in 1940 during the Blitz of World War II blew out all the windows and damaged the plasterwork and the roof of the north aisle.[213] However, the church was designated a Grade I listed building on 4 January 1950[214] and repaired in 1951, being re-opened for worship in June of that year by the Bishop of London, William Wand.[215] The architect was Laurence King.[216] Restoration and redecoration work has subsequently been carried out several times, including after a fire in the early hours of 4 November 1995.[217] Cleaning of the exterior stonework was completed in 2010.

 

Some minor changes were made to the parish boundary in 1954, including the transfer to St Magnus of an area between Fish Street Hill and Pudding Lane. The site of St Leonard Eastcheap, a church that was not rebuilt after the Great Fire, is therefore now in the parish of St Magnus despite being united to St Edmund the King.

Fr Fynes-Clinton marked the 50th anniversary of his priesthood in May 1952 with High Mass at St Magnus and lunch at Fishmongers' Hall.[218] On 20 September 1956 a solemn Mass was sung in St Magnus to commence the celebration of the 25th anniversary of the restoration of the Holy House at Walsingham in 1931. In the evening of that day a reception was held in the large chamber of Caxton Hall, when between three and four hundred guests assembled.[219]

Fr Fynes-Clinton was succeeded as rector in 1960 by Fr Colin Gill,[220] who remained as incumbent until his death in 1983.[221] Fr Gill was also closely connected with Walsingham and served as a Guardian between 1953 and 1983, including nine years as Master of the College of Guardians.[222] He celebrated the Mass at the first National Pilgrimage in 1959[223] and presided over the Jubilee celebrations to mark the 50th anniversary of the Shrine in 1981, having been present at the Holy House's opening.[224] A number of the congregation of St Stephen's Lewisham moved to St Magnus around 1960, following temporary changes in the form of worship there.

 

In 1994 the Templeman Commission proposed a radical restructuring of the churches in the City Deanery. St Magnus was identified as one of the 12 churches that would remain as either a parish or an 'active' church.[226] However, the proposals were dropped following a public outcry and the consecration of a new Bishop of London.

The parish priest since 2003 has been Fr Philip Warner, who was previously priest-in-charge of St Mary's Church, Belgrade (Diocese in Europe) and Apokrisiarios for the Archbishop of Canterbury to the Serbian Orthodox Church. Since January 2004 there has been an annual Blessing of the Thames, with the congregations of St Magnus and Southwark Cathedral meeting in the middle of London Bridge.[227] On Sunday 3 July 2011, in anticipation of the feast of the translation of St Thomas Becket (7 July), a procession from St Magnus brought a relic of the saint to the middle of the bridge.[228]

David Pearson specially composed two new pieces, a communion anthem A Mhànais mo rùin (O Magnus of my love) and a hymn to St Magnus Nobilis, humilis, for performance at the church on the feast of St Magnus the Martyr, 16 April 2012.[229] St Magnus's organist, John Eady, has won composition competitions for new choral works at St Paul's Cathedral (a setting of Veni Sancte Spiritus first performed on 27 May 2012) and at Lincoln Cathedral (a setting of the Matin responsory for Advent first performed on 30 November 2013).[230]

In addition to liturgical music of a high standard, St Magnus is the venue for a wide range of musical events. The Clemens non Papa Consort, founded in 2005, performs in collaboration with the production team Concert Bites as the church's resident ensemble.[231] The church is used by The Esterhazy Singers for rehearsals and some concerts.[232] The band Mishaped Pearls performed at the church on 17 December 2011.[233] St Magnus featured in the television programme Jools Holland: London Calling, first broadcast on BBC2 on 9 June 2012.[234] The Platinum Consort made a promotional film at St Magnus for the release of their debut album In the Dark on 2 July 2012.[235]

The Friends of the City Churches had their office in the Vestry House of St Magnus until 2013.

 

Martin Travers modified the high altar reredos, adding paintings of Moses and Aaron and the Ten Commandments between the existing Corinthian columns and reconstructing the upper storey. Above the reredos Travers added a painted and gilded rood.[237] In the centre of the reredos there is a carved gilded pelican (an early Christian symbol of self-sacrifice) and a roundel with Baroque-style angels. The glazed east window, which can be seen in an early photograph of the church, appears to have been filled in at this time. A new altar with console tables was installed and the communion rails moved outwards to extend the size of the sanctuary. Two old door frames were used to construct side chapels and placed at an angle across the north-east and south-east corners of the church. One, the Lady Chapel, was dedicated to the Rector's parents in 1925 and the other was dedicated to Christ the King. Originally, a baroque aumbry was used for Reservation of the Blessed Sacrament, but later a tabernacle was installed on the Lady Chapel altar and the aumbry was used to house a relic of the True Cross.

The interior was made to look more European by the removal of the old box pews and the installation of new pews with cut-down ends. Two new columns were inserted in the nave to make the lines regular. The Wren-period pulpit by the joiner William Grey[238] was opened up and provided with a soundboard and crucifix. Travers also designed the statue of St Magnus of Orkney, which stands in the south aisle, and the statue of Our Lady of Walsingham.[239]

On the north wall there is a Russian Orthodox icon, painted in 1908. The modern stations of the cross in honey-coloured Japanese oak are the work of Robert Randall and Ashley Sands.[240] One of the windows in the north wall dates from 1671 and came from Plumbers' Hall in Chequer Yard, Bush Lane, which was demolished in 1863 to make way for Cannon Street Railway Station.[241] A fireplace from the Hall was re-erected in the Vestry House. The other windows on the north side are by Alfred Wilkinson and date from 1952 to 1960. These show the arms of the Plumbers’, Fishmongers’ and Coopers’ Companies together with those of William Wand when Bishop of London and Geoffrey Fisher when Archbishop of Canterbury and (as noted above) the badge of the Fraternity of Our Lady de Salve Regina.

The stained glass windows in the south wall, which are by Lawrence Lee and date from 1949 to 1955, represent lost churches associated with the parish: St Magnus and his ruined church of Egilsay, St Margaret of Antioch with her lost church in New Fish Street (where the Monument to the Great Fire now stands), St Michael with his lost church of Crooked Lane (demolished to make way for the present King William Street) and St Thomas Becket with his chapel on Old London Bridge.[242]

The church possesses a fine model of Old London Bridge. One of the tiny figures on the bridge appears out of place in the mediaeval setting, wearing a policeman's uniform. This is a representation of the model-maker, David T. Aggett, who is a Liveryman of the Worshipful Company of Plumbers and was formerly in the police service.[243]

The Mischiefs by Fire Act 1708 and the Fires Prevention (Metropolis) Act 1774 placed a requirement on every parish to keep equipment to fight fires. The church owns two historic fire engines that belonged to the parish of St Michael, Crooked Lane.[244] One of these is in storage at the Museum of London. The whereabouts of the other, which was misappropriated and sold at auction in 2003, is currently unknown.

In 1896 many bodies were disinterred from the crypt and reburied at the St Magnus's plot at Brookwood Cemetery, which remains the church's burial ground.

 

Prior to the Great Fire of 1666 the old tower had a ring of five bells, a small saints bell and a clock bell.[246] 47 cwt of bell metal was recovered[247] which suggests that the tenor was 13 or 14 cwt. The metal was used to cast three new bells, by William Eldridge of Chertsey in 1672,[248] with a further saints bell cast that year by Hodson.[249] In the absence of a tower, the tenor and saints bell were hung in a free standing timber structure, whilst the others remained unhung.[250]

A new tower was completed in 1704 and it is likely that these bells were transferred to it. However, the tenor became cracked in 1713 and it was decided to replace the bells with a new ring of eight.[251] The new bells, with a tenor of 21 cwt, were cast by Richard Phelps of the Whitechapel Bell Foundry. Between 1714 and 1718 (the exact date of which is unknown), the ring was increased to ten with the addition of two trebles given by two former ringing Societies, the Eastern Youths and the British Scholars.[252] The first peal was rung on 15 February 1724 of Grandsire Caters by the Society of College Youths. The second bell had to be recast in 1748 by Robert Catlin, and the tenor was recast in 1831 by Thomas Mears of Whitechapel,[253] just in time to ring for the opening of the new London Bridge. In 1843, the treble was said to be "worn out" and so was scrapped, together with the saints bell, while a new treble was cast by Thomas Mears.[254] A new clock bell was erected in the spire in 1846, provided by B R & J Moore, who had earlier purchased it from Thomas Mears.[255] This bell can still be seen in the tower from the street.

The 10 bells were removed for safe keeping in 1940 and stored in the churchyard. They were taken to Whitechapel Bell Foundry in 1951 whereupon it was discovered that four of them were cracked. After a long period of indecision, fuelled by lack of funds and interest, the bells were finally sold for scrap in 1976. The metal was used to cast many of the Bells of Congress that were then hung in the Old Post Office Tower in Washington, D.C.

A fund was set up on 19 September 2005, led by Dickon Love, a member of the Ancient Society of College Youths, with a view to installing a new ring of 12 bells in the tower in a new frame. This was the first of three new rings of bells he has installed in the City of London (the others being at St Dunstan-in-the-West and St James Garlickhythe). The money was raised and the bells were cast during 2008/9 by the Whitechapel Bell Foundry. The tenor weighed 26cwt 3qtr 9 lbs (1360 kg) and the new bells were designed to be in the same key as the former ring of ten. They were consecrated by the Bishop of London on 3 March 2009 in the presence of the Lord Mayor[256] and the ringing dedicated on 26 October 2009 by the Archdeacon of London.[257] The bells are named (in order smallest to largest) Michael, Margaret, Thomas of Canterbury, Mary, Cedd, Edward the Confessor, Dunstan, John the Baptist, Erkenwald, Paul, Mellitus and Magnus.[258] The bells project is recorded by an inscription in the vestibule of the church.

 

The first peal on the twelve was rung on 29 November 2009 of Cambridge Surprise Maximus.[260] Notable other recent peals include a peal of Stedman Cinques on 16 April 2011 to mark the 400th anniversary of the granting of a Royal Charter to the Plumbers' Company,[261] a peal of Cambridge Surprise Royal on 28 June 2011 when the Fishmongers' Company gave a dinner for Prince Philip, Duke of Edinburgh at their hall on the occasion of his 90th birthday[262] and a peal of Avon Delight Maximus on 24 July 2011 in solidarity with the people of Norway following the tragic massacre on Utoeya Island and in Oslo.[263] On the latter occasion the flag of the Orkney Islands was flown at half mast. In 2012 peals were rung during the Thames Diamond Jubilee Pageant on 3 June and during each of the three Olympic/Paralympic marathons, on 5 and 12 August and 9 September.

The BBC television programme, Still Ringing After All These Years: A Short History of Bells, broadcast on 14 December 2011, included an interview at St Magnus with the Tower Keeper, Dickon Love,[264] who was captain of the band that rang the "Royal Jubilee Bells" during the Thames Diamond Jubilee Pageant on 3 June 2012 to celebrate the Diamond Jubilee of Queen Elizabeth II.[265] Prior to this, he taught John Barrowman to handle a bell at St Magnus for the BBC coverage.

The bells are currently rung every Sunday around 12:15 (following the service) by the Guild of St Magnus.

 

Every other June, newly elected wardens of the Fishmongers' Company, accompanied by the Court, proceed on foot from Fishmongers' Hall[267] to St Magnus for an election service.[268] St Magnus is also the Guild Church of The Plumbers' Company. Two former rectors have served as master of the company,[269] which holds all its services at the church.[270] On 12 April 2011 a service was held to commemorate the 400th anniversary of the granting of the company's Royal Charter at which the Bishop of London, the Rt Revd and Rt Hon Richard Chartres KCVO, gave the sermon and blessed the original Royal Charter. For many years the Cloker Service was held at St Magnus, attended by the Coopers' Company and Grocers' Company, at which the clerk of the Coopers' Company read the will of Henry Cloker dated 10 March 1573.[271]

St Magnus is also the ward church for the Ward of Bridge and Bridge Without, which elects one of the city's aldermen. Between 1550 and 1978 there were separate aldermen for Bridge Within and Bridge Without, the former ward being north of the river and the latter representing the City's area of control in Southwark. The Bridge Ward Club was founded in 1930 to "promote social activities and discussion of topics of local and general interest and also to exchange Ward and parochial information" and holds its annual carol service at St Magnus.

 

en.wikipedia.org/wiki/St_Magnus-the-Martyr

 

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The church is dedicated to St Magnus the Martyr, earl of Orkney, who died on 16 April 1118. He was executed on the island of Egilsay having been captured during a power struggle with his cousin, a political rival. Magnus had a reputation for piety and gentleness and was canonised in 1135.

 

The identity of the St Magnus referred to in the church's dedication was only confirmed by the Bishop of London in 1926. Following this decision a patronal festival service was held on 16 April 1926. In the 13th century the patronage was attributed to one of the several saints by the name of Magnus who share a feast day on 19 August, probably St Magnus of Anagni (bishop and martyr, who was slain in the persecution of the Emperor Decius in the middle of the 3rd century). However, by the early 18th century it was suggested that the church was either "dedicated to the memory of St Magnus or Magnes, who suffer'd under the Emperor Aurelian in 276 [see St Mammes of Caesarea, feast day 17 August], or else to a person of that name, who was the famous Apostle or Bishop of the Orcades." For the next century historians followed the suggestion that the church was dedicated to the Roman saint of Cæsarea. The famous Danish archaeologist Professor Jens Jacob Asmussen Worsaae (1821–85) promoted the attribution to St Magnus of Orkney during his visit to the British Isles in 1846-7, when he was formulating the concept of the 'Viking Age', and a history of London written in 1901 concluded that "the Danes, on their second invasion ... added at least two churches with Danish names, Olaf and Magnus". A guide to the City Churches published in 1917 reverted to the view that St Magnus was dedicated to a martyr of the third century, but the discovery of St Magnus of Orkney's relics in 1919 renewed interest in a Scandinavian patron and this connection was encouraged by the Rector who arrived in 1921.

 

A metropolitan bishop of London attended the Council of Arles in 314, which indicates that there must have been a Christian community in Londinium by this date, and it has been suggested that a large aisled building excavated in 1993 near Tower Hill can be compared with the 4th-century Cathedral of St Tecla in Milan. However, there is no archaeological evidence to suggest that any of the mediaeval churches in the City of London had a Roman foundation. A grant from William I in 1067 to Westminster Abbey, which refers to the stone church of St Magnus near the bridge ("lapidee eccle sci magni prope pontem"), is generally accepted to be 12th century forgery, and it is possible that a charter of confirmation in 1108-16 might also be a later fabrication. Nonetheless, these manuscripts may preserve valid evidence of a date of foundation in the 11th century.

 

Archaeological evidence suggests that the area of the bridgehead was not occupied from the early 5th century until the early 10th century. Environmental evidence indicates that the area was waste ground during this period, colonised by elder and nettles. Following Alfred's decision to reoccupy the walled area of London in 886, new harbours were established at Queenhithe and Billingsgate. A bridge was in place by the early 11th century, a factor which would have encouraged the occupation of the bridgehead by craftsmen and traders. A lane connecting Botolph's Wharf and Billingsgate to the rebuilt bridge may have developed by the mid-11th century. The waterfront at this time was a hive of activity, with the construction of embankments sloping down from the riverside wall to the river. Thames Street appeared in the second half of the 11th century immediately behind (north of) the old Roman riverside wall and in 1931 a piling from this was discovered during the excavation of the foundations of a nearby building. It now stands at the base of the church tower. St Magnus was built to the south of Thames Street to serve the growing population of the bridgehead area and was certainly in existence by 1128-33.

 

The small ancient parish extended about 110 yards along the waterfront either side of the old bridge, from 'Stepheneslane' (later Churchehawlane or Church Yard Alley) and 'Oystergate' (later called Water Lane or Gully Hole) on the West side to 'Retheresgate' (a southern extension of Pudding Lane) on the East side, and was centred on the crossroads formed by Fish Street Hill (originally Bridge Street, then New Fish Street) and Thames Street. The mediaeval parish also included Drinkwater's Wharf (named after the owner, Thomas Drinkwater), which was located im

 

La Vero s.n.c. di Girardi Lucio e Bardelle Domenico realizza artigianalmente mosaici in vetro interamente a mano, utilizzando tessere in vetro tagliate su misura, da vetri molto pregiati, opalescenti e carichi di colore.

Il binomio mosaico e specchio nasce dall'esigenza di possedere qualcosa di fatto a mano, dal design unico ed inimitabile come può essere ogni oggetto Italian style che sia anche uno strumento d'utilizzo quotidiano.

Ogni mosaico è realizzabile su misura ed esigenza.

 

Vero s.n.c. di Girardi Lucio e Bardelle Domenico company

realizes handmade glass mosaics entirely by hand using glass tiles cut to size, from very fine glass, opalescent and loads of color.

The binomial mosaic mirror stems from the need to have something handmade and unique design and unique as each object can Italian style that is also an instrument of daily use.

Each mosaic is made to measure and need.

 

Non è facile stabilire con precisione l'origine del mosaico: l'uomo ha da sempre manifestato una naturale inclinazione a decorare suppellettili o architetture, utilizzando sia pigmenti sia pietruzze già colorate dalla natura stessa.

Lo stesso termine mosaico è di origine incerta: alcuni lo fanno derivare dal greco µουσαικόν (musaikòn), "opera paziente degna delle Muse"; in latino veniva chiamato opus musivum, cioè "opera delle Muse" oppure "rivestimento applicato alle grotte dedicate alle Muse stesse". Il richiamo alle Muse è dovuto all'usanza degli antichi romani di costruire, nei giardini delle ville, grotte e anfratti dedicati alle Ninfe (ninpheum) o Muse (musaeum), decorandone le pareti con sassi e conchiglie. Quindi musaeum o musivum indica la grotta e opus musaeum o opus musivum indica il tipo di decorazione murale. In seguito si affermò l'uso dell'aggettivo musaicus ad indicare l'opera musiva.

Potrebbe derivare anche dall'arabo muzauwaq, che significa "decorazione". C'è chi, invece, vi ha visto la radice di un vocabolo semita, soprattutto quando la parola viene usata come aggettivo, che potrebbe legarsi al termine "Mosè", quindi "pertinente a Mosè".

Sono state indicate anche altre locuzioni, quali musium che significa esprimere qualcosa con diversi colori, oppure museos nel senso di elegante. Le ipotesi però sono molte e nessuna sembra avere titoli sufficienti per prevalere sulle altre.

Le tessere erano chiamate in greco ἀβακίσκοι (abakìskoi)[1], quadrelli (da ἄβαξ (àbax), tavoletta), mentre in latino abaculi, tesserae, tessellae.

 

tessere in pasta vitrea: tessere di vetro colorato nel quale sono disperse fasi (parti omogenee di un sistema che risultano delimitate da una superficie di separazione fisicamente definita, come ad esempio olio più acqua) cristalline o gassose per ridurne la trasparenza e modificarne la tonalità di colore. Possono essere semitrasparenti o opache; si producono in 4 o 5 toni di colore; le più intensamente colorate sono costituite da vetro trasparente, perché la colorazione impedisce di vedere la malta di fondo, mentre le gradazioni più chiare sono ottenute con la dispersione di un minerale cristallino bianco che aumenta l'opacità, con minor quantità di colorante.

 

tessere opache: tessere in pasta vitrea nelle quali l'abbondanza di fasi cristalline rende completamente opaco il vetro.

  

Mosaic is the art of creating images with an assemblage of small pieces of colored glass, stone, or other materials. It may be a technique of decorative art, an aspect of interior decoration, or of cultural and spiritual significance as in a cathedral. Small pieces, normally roughly cubic, of stone or glass of different colors, known as tesserae, (diminutive tessellae), are used to create a pattern or picture.

 

Modern mosaics

A modern example of mosaic is the Museum of Natural History station of the New York Subway. Some modern mosaics are the work of modernisme style architects Antoni Gaudí and Josep Maria Jujol, for example the mosaics in the Park Güell in Barcelona. Today, among of the leading figures of the mosaic world are Emma Biggs (UK), Marcelo de Melo (Brazil), Sonia King (USA) and Saimir Strati (Albania).

 

Venice

 

In parts of Italy, which were under eastern artistic influences, like Sicily and Venice, mosaic making never went out of fashion in the Middle Ages. The whole interior of the St Mark's Basilica in Venice is clad with elaborate, golden mosaics. The oldest scenes were executed by Greek masters in the late 11th century but the majority of the mosaics are works of local artists from the 12-13th centuries. The decoration of the church was finished only in the 16th century. One hundred and ten scenes of mosaics in the atrium of St Mark's were based directly on the miniatures of the Cotton Genesis, a Byzantine manuscript that was brought to Venice after the sack of Constantinople (1204). The mosaics were executed in the 1220s.

Other important Venetian mosaics can be found in the Cathedral of Santa Maria Assunta in Torcello from the 12th century, and in the Basilical of Santi Maria e Donato in Murano with a restored apse mosaic from the 12th century and a beautiful mosaic pavement (1140). The apse of the San Cipriano Church in Murano was decorated with an impressive golden mosaic from the early 13th century showing Christ enthroned with Mary, St John and the two patron saints, Cipriano and Cipriana. When the church was demolished in the 19th century, the mosaic was bought by Frederick William IV of Prussia. It was reassembled in the Friedenskirche of Potsdam in the 1840s.

Trieste was also an important center of mosaic art. The mosaics in the apse of the Cathedral of San Giusto were laid by master craftsmen from Veneto in the 12-13th centuries.

 

Mosaic is an art form which uses small pieces of materials placed together to create a unified whole. The materials commonly used are marble or other stone, glass, pottery, mirror or foil-backed glass, or shells.

The term for each piece of material is Tessera (plural: tesserae). The term for the spaces in between where the grout goes is the Interstices. Andamento is the word used to describe the movement and flow of Tesserae. The 'opus', the Latin for ‘work’, is the way in which the pieces are cut and placed varies and is known.

A republic garrison on Kashyyyk.

 

This is my 3rd entry for the "Repubrick Buildig Cahllange: Order 66"

 

Categorie: 4 (more than 600 bricks )

shot executed by pinhole Auloma Superpanorama 6x17, Filter auloma ND4, negative scanned by Canon EOS 1100D, 120 film Kodak ektar 100

< Executed under spirit guidance searching for a sense of wholeness, balance, within >

 

" Art is an outlet towards regions that are not governed by time and space "

- Marcel Duchamp 1960s

 

( Michael St.Mark 2024 )

 

< ink and graphite on paper >

180 x 250mm

nfs

Misery Hill derives its name from a time in history when the corpses of those executed at Gallows Hill near Upper Baggot Street were carted here and strung up to rot as a warning to other would-be troublemakers.

 

In the early 13th century there was a leper hospital not far from from where the High Tech companies are now located in Dublin. Sufferers who were unable to gain entrance to the hospital would spend the night at Misery Hill well away from the town and its citizens. Lazer Lane is nearby, the name relates to Lazarus who was cured by Jesus, and the area was the location of a Leper’s Hospital [Lazer Hill] from which pilgrims with leprosy sailed to religious sites in Europe hoping for miraculous cures.

 

Like most countries around the world, Ireland has a long history of leprosy. While leprosy has been eliminated here, Ireland has contributed to the ongoing the fight against the disease especially as an Irish chemist discovered part of the cure. It was while working on tuberculosis in the 1950s Vincent C. Barry and his team at Trinity College Dublin synthesised a compound called B663 (clofazimine) that proved effective against the bacterium that causes leprosy.

Vince executes.

 

After dinner at Rendezous, an amazing local Memphis BBQ joint, Vince hooked us all up with a limo so we could go drink bourbon on the banks of the Mississippi. He negotiated the driver to $25 and a half rack of dry rub ribs for about an hour of slow cruising. It totally made the whole trip. Afterwards the mantra of the vacation was 'what would vince do?'

Launde is set in countryside in the valley of the River Chater. Thomas Cromwell, Henry VIII's chief minister responsible for the dissolution of the monasteries, so liked its position that he wrote in his diary "Myself for Launde". But Cromwell never occupied the house as he was executed in 1540 for treason. In that same year the building of the new house commenced. His son, Gregory, lived at Launde Abbey for ten years after its construction with his wife, Elizabeth, the sister of Jane Seymour the third wife of Henry VIII.[citation needed] In 1603 Launde was acquired by William Smith and in 1763 Dorothy Jennings sold it to John Simpson; in 1828, Mary Finch Simpson married Edward Dawson (1802-1859) of Long Whatton who by this marriage acquired Launde.[3] They engaged Thomas Rickman to restore the house from 1829 to 1839. The Dawsons continued to own the estate throughout the 19th century.

 

In 1957, Cecil Coleman and his wife purchased the abbey and presented it to the Diocese of Leicester. They paid for the conversion works to make it into a retreat house.[4]

Revenge! The redcoats are executing their pirate prisoners, to avenge their fallen comrades. All seems lost for the pirates as the last three of the crew line up down range of the imperial muskets. In a last ditch effort Peg-leg Pasco kicks a banana peel under the foot of his executioner and jumps off the side of the building into the churning seas below. He begins swimming for land with one thought on his mind, Revenge!

 

Other than that, this is a normal day in the city filled with fishing, toads, drinking and much much more

Two Orcas execute a double breech at Sea World in San Diego, where they are still called Killer Whales. These huge creatures are incredibly graceful and agile. I have actually seen this happen once in the wild, where two humpback whales in Glacier Bay, Alaska did the same thing. Unfortunately, I wasn't quick enough to get a shot of that one.

The whole lower section of the seating area is called "the splash zone," for very good reason. If you sit there, you will most certainly get wet, if not completely soaked!

1/1250 sec

JJG executing immaculate body position on the final wall section of Colossus (33), Little Babylon, Fiordland, New Zealand. Josiah's success on this route makes him just the fourth Kiwi to climb 33 on home soil.

Order 66 MOC

 

I hope you enjoy, here is a MOC I made recently. It may be small but I tried to fit as much detail as possible into it. I wanted to use some building techniques that I have never used in a MOC before.

 

Dear New Views, welcome to my public profile, I have been designing and building LEGO for a long as I can remember, and it’s become a part of my life. I will be uploading every time I have a new digital design or build. If you like what you see please consider following and turning on notifications so you don’t miss future fantastic builds. Got any suggestions for future builds, questions, or feedback feel free to leave a comment, I read every all comments every week.

Thank you.

Avon Park City Hall, located at 110 E Main Street, is a historic municipal building constructed between 1928 and 1934 as a hallmark of Central Florida’s civic expansion. It stands as one of the contributing landmarks of the Avon Park Historic District, which was officially listed on the U.S. National Register of Historic Places on March 22, 1990.

 

Architectural Design

Style: The building is a classic Neoclassical masterpiece.

 

Architects: It was designed by noted architects W.J. Heim and John McMichael.

 

Key Features: The facade features grand structural columns, symmetric brickwork, and a formal entryway.

 

The Basement: Uniquely for the flat terrain and high-water tables of Florida, the building includes a functional basement level.

 

Construction and Growth

The Boom Era: Construction began in 1928, shortly after the City of Avon Park officially incorporated in 1926.

 

The Depression: Completion took six years (stretching into 1934), due to the economic constraints of the Great Depression.

 

Modern Expansion: The city expanded and upgraded the building through dedicated preservation and renovation projects executed between 1992 and 2015 under restoration architect Terry A. Hunter.

 

Civic Significance

The City Hall serves as the central administrative hub for the "City of Charm". It accommodates the city council chambers, municipal leadership, and critical utility management operations. Over the decades, it has stood at the center of the town's historical milestones, including its ongoing downtown revitalization and centennial celebrations.

 

Credit for the data above is given to the following websites:

www.google.com/search?q=history+of+avon+park+city+hall&am...

www.avonpark.city/community/page/avon-park-then-and-now

 

© All Rights Reserved - you may not use this image in any form without my prior permission.

  

This beautifully executed sculpture was erected in 2001 close to Minehead harbour, marking the start (or end) of the South West Coastal Path. It was designed by Sarah Ward, a student at West Somerset College who was only 19 at the time, and made by established metal sculptor Owen Cunningham. It's simple and effective and although mentions on Google don't say what it's made of (one said bronze, which it isn't), I'm pretty sure it's galvanised steel. We set out to find it a year or so back but didn't walk close enough to the harbour, so coming across it at last was a bonus.

A formation in executing the nearly extinct Gotipua Dance at our Durga Puja Cultural Festival of 2013 - of South Madras Cultural Association, Chennai, India.

  

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Gotipua is a traditional dance form in the state of Orissa, India, and the precursor of Odissi classical dance. It has been performed in Orissa for centuries by young boys, who dress as women to praise Jagannath and Krishna. The dance is executed by a group of boys who perform acrobatic figures inspired by the life of Radha and Krishna. The boys begin to learn the dance at an early age until adolescence, when their androgynous appearance changes. In the Oriya language Gotipua, means "single boy" (goti-pua). Raghurajpur, Orissa (near Puri) is an historic village known for its Gotipua dance troupes.

 

To transform into graceful feminine dancers the boys do not cut their hair, instead styling it in a knot and weaving garlands of flowers into it. They make up their faces with mixed white and red powder. Kajal (black eyeliner) is broadly applied around the eyes to give them an elongated look. The bindi usually round, is applied to the forehead, surrounded with a pattern made from sandalwood. Traditional paintings adorn the face, which are unique to each dance school.

 

The costume has evolved over time. The traditional dress is a Kanchula, a brightly coloured blouse with shiny decorations. An apron-like, embroidered silk cloth (nibibandha) is tied around the waist like a ruffle and worn around the legs. Some dancers still adhere to tradition by wearing a pattasari: a piece of thin fabric about 4 metres (13 ft 1 in) long, worn tightly with equal lengths of material on both sides and a knot on the navel. However, this traditional dress is often replaced by a newly designed cloth which is easier to put on.

 

Dancers wear specially designed, beaded jewelry: necklaces, bracelets, armbands and ear ornaments. Nose-piercing jewelry has been replaced with a painted motif. Ankle bells are worn, to accentuate the beats tapped out by the feet. The palms of the hands and soles of the feet are painted with a red liquid known as alta. The costume, jewelry and bells are considered sacred.

 

Long ago, the temples in Orissa had female dancers known as devadasi (or mahari), who were devoted to Jagannath, which gave rise to Mahari dance. Sculptures of dancers on bas-reliefs in temples in Orissa (and the Konark Sun and Jagannath Temples in Puri) demonstrate this ancient tradition. With the decline of mahari dancers around the 16th century during the reign of Rama Chandra Dev (who founded the Bhoi dynasty), boy dancers in Orissa continued the tradition. Gotipua dance is in the Odissi style, but their technique, costumes and presentation differ from those of the mahari; the singing is done by the dancers. Present-day Odissi dance has been influenced by Gotipua dance. Most masters of Odissi dance (such as Kelucharan Mohapatra, from Raghurajpur) were Gotipua dancers in their youth.

 

Odissi dance is a combination of tandava (vigorous, masculine) and lasya (graceful, feminine) dances. It has two basic postures: tribhangi (in which the body is held with bends at the head, torso and knees) and chouka (a square-like stance, symbolizing Jagannath). Fluidity in the upper torso is characteristic of Odissi dance, which is often compared to the gentle sea waves which caress the Orissa beaches.

 

Each year, the Guru Kelucharan Mohapatra Odissi Research Centre organizes the Gotipua Dance Festival in Bhubaneswar.

 

Source : en.wikipedia.org/wiki/Gotipua

Christo Vladimirov Javacheff (1935–2020) and Jeanne-Claude Denat de Guillebon (1935–2009), known as Christo and Jeanne-Claude, were artists noted for their large-scale, site-specific environmental installations, often large landmarks and landscape elements wrapped in fabric, including the Wrapped Reichstag, The Pont Neuf Wrapped, Running Fence in California, and The Gates in New York City's Central Park. Born on the same day in Bulgaria and Morocco, respectively, the pair met and married in Paris in the late 1950s. Originally working under Christo's name, they later credited their installations to both "Christo and Jeanne-Claude". Until his own death in 2020, Christo continued to plan and execute projects after Jeanne-Claude's death in 2009. Their work was typically large, visually impressive, and controversial, often taking years and sometimes decades of careful preparation – including technical solutions, political negotiation, permitting and environmental approval, hearings and public persuasion. The pair refused grants, scholarships, donations or public money, instead financing the work via the sale of their own artwork. Christo and Jeanne-Claude described the myriad elements that brought the projects to fruition as integral to the artwork itself, and said their projects contained no deeper meaning than their immediate aesthetic impact; their purpose being simply for joy, beauty, and new ways of seeing the familiar.

Christo and Jeanne-Claude met in October 1958 when he was commissioned to paint a portrait of her mother, Précilda de Guillebon. Their first show, in Cologne, 1961, showcased the three types of artworks for which they would be known: wrapped items, oil barrels, and ephemeral, large-scale works.[3] Near Christo's first solo show in Paris, in 1962, the pair blocked an alley with 240 barrels for several hours in a piece called Iron Curtain, a poetic reply to the Berlin Wall. They developed consistent, longtime terms of their collaboration. They together imagined projects, for which Christo would create sketches and preparatory works that were later sold to fund the resulting installation. Christo and Jeanne-Claude hired assistants to do the work of wrapping the object at hand. They originally worked under the name "Christo" to simplify dealings and their brand, given the difficulties of establishing an artist's reputation and the prejudices against female artists,[6] but they would later retroactively credit their large-scale outdoor works to both "Christo and Jeanne-Claude". They eventually flew in separate planes such that, in case one crashed, the other could continue their work. Within a year of Wrapped Coast, Christo began work on Valley Curtain: an orange curtain of fabric to be hung across the mountainous Colorado State Highway 325.[ They simultaneously worked on Wrapped Walk Ways (Tokyo and Holland) and Wrapped Island (South Pacific), neither of which came to fruition. The artists formed a corporation to benefit from tax and other liabilities, a form they used for later projects. Following a failed attempt to mount the curtain in late 1971, a new engineer and builder-contractor raised the fabric in August 1972. The work only stood for 28 hours before the wind again destroyed the fabric. This work, their most expensive to date and first to involve construction workers, was captured in a documentary by David and Albert Maysles. Christo's Valley Curtain was nominated for Best Documentary Short in the 1974 Academy Awards.[15] The Maysles would film many of the artists' later projects.Inspired by a snow fence, in 1972, Christo and Jeanne-Claude began preparations for Running Fence: a 24.5- mile fence of white nylon, supported by steel posts and steel cables, running through the Californian landscape and into the ocean. In exchange for temporary use of ranch land, the artists agreed to offer payment and use of the deconstructed building materials. Others challenged its construction in 18 public hearings and three state court sessions. The fence began construction in April 1976 and the project culminated in a two-week display in September, after which it was deconstructed. Christo and Jeanne-Claude planned a project based on Jeanne-Claude's idea to surround eleven islands in Miami's Biscayne Bay with 603,850 m2 (6,499,800 sq ft) of pink polypropylene floating fabric. Surrounded Islands was completed on May 7, 1983, with the aid of 430 workers and could be admired for two weeks. The workers were outfitted with pink long sleeve shirts with pale blue text written on the back reading “Christo Surrounded Islands”, and then in acknowledging the garment's designer, "designed and produced by Willi Smith". Their 1991 The Umbrellas involved the simultaneous setup of blue and gold umbrellas in Japan and California, respectively. The 3,100-umbrella project cost US$26 million and attracted three million visitors. Christo closed the exhibition early after a woman was killed by a windblown umbrella in California. Separately, a worker was killed during the deconstruction of the Japanese exhibit. Christo and Jeanne-Claude wrapped the Berlin Reichstag building in 1995 following 24 years of governmental lobbying across six Bundestag presidents. Wrapped Reichstag's 100,000 square meters of silver fabric draped the building, fastened with blue rope. Christo described the Reichstag wrapping as autobiographical based on his Bulgarian upbringing. The wrapping became symbolic of unified Germany and marked Berlin's return as a world city. The Guardian posthumously described the work as their "most spectacular achievement". In 1998, the artists wrapped trees at the Beyeler Foundation and its nearby Berower Park. Prior attempts had failed to secure government support in Saint Louis, Missouri, and Paris. The work was self-funded through sale of photographic documentation and preparatory works, as had become standard for the couple. Work began on the installation of the couple's most protracted project, The Gates, in New York City's Central Park in January 2005. Its full title, The Gates, Central Park, New York, 1979–2005, refers to the time that passed from their initial proposal until they were able to go ahead with it with the permission of the new mayor Michael R. Bloomberg. The Gates was open to the public from February 12–27, 2005. A total of 7,503 gates made of saffron-colored fabric were placed on paths in Central Park. They were five meters (16 ft) high and had a combined length of 37 km (23 mi). The mayor presented them with the Doris C. Freedman Award for public art.[30] The project cost an estimated US$21 million, which the artists planned to recoup by selling project documentation. Christo filled the Gasometer Oberhausen from March 16 until December 30, 2013 with the installation Big Air Package. After The Wall (1999) as the final installation of the Emscher Park International Building Exhibition, Big Air Package was his second work of art in the Gasometer. The "Big Air Package – Project for Gasometer Oberhausen, Germany" was conceived by Christo in 2010 (for the first time without his wife Jeanne-Claude). The sculpture was set up in the interior of the industrial monument and was made of 20,350 m3 (719,000 cu ft) of translucent fabric and 4,500 m (14,800 ft) of rope. In the inflated state, the envelope, with a weight of 5.3 tonnes (5.8 short tons), reached a height of more than 90 m (300 ft), a diameter of 50 m (160 ft) and a volume of 177,000 m3 (6,300,000 cu ft). The monumental work of art was, temporarily, the largest self-supporting sculpture in the world. In the accessible interior of Big Air Package, the artist generated a unique experience of space, proportions, and light. The Floating Piers were a series of walkways installed at Lake Iseo near Brescia, Italy. From June 18 to July 3, 2016, visitors were able to walk just above the surface of the water from the village of Sulzano on the mainland to the islands of Monte Isola and San Paolo. The floating walkways were made of around 200,000 polyethene cubes covered with 70,000 m2 (750,000 sq ft) of bright yellow fabric: 3 km (1.9 mi) of piers moved on the water; another 1.5 km (0.93 mi) of golden fabric continued along the pedestrian streets in Sulzano and Peschiera Maraglio. After the exhibition, all components were to be removed and recycled.[33] The installation was facilitated by the Beretta family, owners of the oldest active manufacturer of firearm components in the world and the primary sidearm supplier of the U.S. Army.[34] The Beretta family owns the island of San Paolo, which was surrounded by Floating Piers walkways. The work was a success with the Italian public and critics as well. The London Mastaba was a temporary floating installation exhibited from June to September 2018 on The Serpentine in London. The installation consisted of 7,506 oil barrels, in the shape of a mastaba, a form of an early bench in use in ancient Mesopotamia, with a flat roof and inward sloping sides. It sat on a floating platform of high-density polyethene, held in place by 32 anchors. It was 20 m (66 ft) in height and weighed 600 tonnes (660 short tons). The vertical ends were painted in a mosaic of red, blue and mauve, whilst the sloping sides were in red with bands of white. Simultaneously with the display of The London Mastaba, the nearby Serpentine Gallery presented an exhibition of the artists' work, entitled Christo and Jeanne-Claude: Barrels and The Mastaba 1958–2018. The exhibition comprised sculptures, drawings, collages, scale-models and photographs from the last 60 years of the artists' work. Christo and Jeanne-Claude announced plans for a future project, titled Over The River, to be constructed on the Arkansas River between Salida, Colorado, and Cañon City, Colorado, on the eastern slope of the Rocky mountains. Plans for the project call for horizontally suspending 10.8 km (6.7 mi) of reflective, translucent fabric panels high above the water, on steel cables anchored into the river's banks. Project plans called for its installation for two weeks during the summer of 2015, at the earliest, and for the river to remain open to recreation during the installation. Reaction among area residents was intense, with supporters hoping for a tourist boom and opponents fearing that the project would ruin the visual appeal of the landscape and inflict damage on the river ecosystem. One local rafting guide compared the project to "hanging pornography in a church." The U.S. Bureau of Land Management released a Record of Decision approving the project on November 7, 2011. Work on the project cannot begin, however, until the Bureau of Land Management issues a Notice to Proceed. A lawsuit against the Colorado Division of Parks and Wildlife was filed on July 22, 2011, by Rags Over the Arkansas River (ROAR), a local group opposed to the project. The lawsuit is still awaiting a court date.[ Christo and Jeanne-Claude's inspiration for Over the River came in 1985 as they were wrapping the Pont-Neuf and a fabric panel was being elevated over the Seine. The artists began a three-year search for appropriate locations in 1992, considering some eighty-nine river locations. They chose the Arkansas River because its banks were high enough that recreational rafters could enjoy the river at the same time. Christo and Jeanne-Claude spent more than $6 million on environmental studies, design engineering, and wind tunnel testing of fabrics. As with past projects, Over The River would be financed entirely by Christo and Jeanne-Claude, through the sale of Christo's preparatory drawings, collages, scale models, and early works of the 1950s/1960s. On July 16, 2010, the U.S. Bureau of Land Management released its four-volume Draft Environmental Impact Statement, which reported many potentially serious types of adverse impact but also many proposed "mitigation" options. In January 2017, after the election of President Trump, Christo canceled the controversial project citing protest of the new administration as well as tiring from the hard-fought legal battle waged by local residents.

 

L'Arc de Triomphe, Wrapped

 

Continuing their series of monumental "wrapping" projects, the Arc de Triomphe in Paris is to be wrapped in 30,000 square meters of recyclable polypropylene fabric in silvery blue, and 7,000 meters (23,000 feet) of red rope, originally scheduled for autumn of 2020.[54] This was postponed a year to Saturday, September 18 to Sunday, October 3, 2021, due to the COVID-19 pandemic in France and its impact on the arts and cultural sector worldwide. Following Christo's death, his office stated that the project would nevertheless be completed.

 

Reception

Christo and Jeanne-Claude's work is held by many major public collections. The artists received the 1995 Praemium Imperiale, the 2006 Vilcek Prize,[59] and the 2004 International Sculpture Center's Lifetime Achievement in Contemporary Sculpture Award. Art critic David Bourdon described Christo's wrappings as a "revelation through concealment."[61] Unto his critics Christo replied, "I am an artist, and I have to have courage ... Do you know that I don't have any artworks that exist? They all go away when they're finished. Only the preparatory drawings, and collages are left, giving my works an almost legendary character. I think it takes much greater courage to create things to be gone than to create things that will remain."[ Jeanne-Claude was a firm believer in the aesthetic beauty of works of art; she said, "'We want to create works of art of joy and beauty, which we will build because we believe it will be beautiful.'"

 

Biographies

Christo

 

Young Christo

Christo Vladimirov Javacheff (Bulgarian: Христо Владимиров Явашев, [xrisˈtɔ vlɐˈdimirof jaˈvaʃɛf]) was born on June 13, 1935, in Gabrovo, Bulgaria, as the second of three sons to Tzveta Dimitrova (a Macedonian Bulgarian from Thessaloniki) and Vladimir Javacheff, who worked at a textile manufacturer. Christo was shy and had a predilection for art. He received private art instruction at a young age and the support of his parents, who invited visiting artists to their house.[65] Christo was particularly affected by events from World War II and the country's fluid borders. During evacuations, he and his brothers stayed with a family in the rural hills outside town, where Christo connected with nature and handicraft. While Bulgaria was under repressive totalitarian rule, and Western art was suppressed, Christo pursued realistic painting through the mid-1950s. He was admitted into the Sofia Academy of Fine Arts in 1953[68] but found the school dull and stifling. Instead, he found inspiration in Skira art books, and visiting Russian professors who were older than he and once active in Russian modernism and the Soviet avant-garde. On the weekends, academy students were sent to paint propaganda and Christo unhappily participated. He found work as a location scout for the state cinema and served three tours of duty during summer breaks. In 1956, he used an academy connection to receive permission to visit family in Prague, where the theater of Emil František Burian reinvigorated him. Amid fears of further Russian suppression in Hungary, Christo decided to flee to Vienna as a railcar stowaway. He had little money after paying the bribe, did not speak the language, had deserted during his Bulgarian military service, and feared being trapped in a refugee camp. In Vienna, he stayed with a family friend (who had not expected him), studied at the Vienna Fine Arts Academy, and surrendered his passport to seek political asylum as a stateless person. There, he supported himself with commissions and briefly visited Italy with the academy, whose program he found equally unhappy as the one before it. At the behest of a friend relocated from Sofia, he saved up to visit Geneva in late 1957. In violation of his visa, he continued to pursue commissions (whose works he would sign with his family name, reserving his given name for more serious work) and was transformed after visiting the Kunstmuseum Basel and Kunsthaus Zürich. In January 1958, he first began to wrap things, as would become his trademark, starting with a paint can. His collection of wrapped household items would be known as his Inventory. In February 1958, Christo left for Paris, having received a visa with the assistance of a Sofia academy connection. In 1973, after 17 stateless years, Christo became a United States citizen.[80] He died at his home in New York City on May 31, 2020, at 84. No cause of death was specified.[81] L’Arc de Triomphe, Wrapped, a planned work by Christo and Jeane-Claude, is to go ahead posthumously in Paris in September 2021.

 

Jeanne-Claude

Jeanne-Claude Denat de Guillebon (French: [ʒan klod dəna də gijəbɔ̃]) was born in Casablanca, Morocco, where her father, an army officer, was stationed. Her mother, Précilda, was 17 when she married Jeanne-Claude's father, Major Léon Denat. Précilda and Léon Denat divorced shortly after Jeanne-Claude was born, and Précilda remarried three times. Jeanne-Claude earned a baccalauréat in Latin and philosophy in 1952 from the University of Tunis.[5] After Précilda married the General Jacques de Guillebon in 1947, the family lived in Bern (1948–1951) and Tunisia (1952–1957) before returning to Paris.[ Jeanne-Claude was described as "extroverted" and with natural organizational abilities. Her hair was dyed red, which she claimed was selected by her husband.[84] She took responsibility for overseeing work crews and for raising funds. Jeanne-Claude died in New York City on November 18, 2009, from complications due to a brain aneurysm. Her body was to be donated to science, one of her final wishes.[85] When she died, she and Christo were at work on Over the River[86] and the United Arab Emirates project, The Mastaba.[5] She said, "Artists don't retire. They die. That's all. When they stop being able to create art, they die."

 

Marriage

Christo and Jeanne-Claude met in October 1958 when he was commissioned to paint a portrait of her mother, Précilda de Guillebon. Initially, Christo was attracted to Jeanne-Claude's half-sister, Joyce. Jeanne-Claude was engaged to Philippe Planchon.Shortly before her wedding, Jeanne-Claude became pregnant by Christo. Although she married Planchon, Jeanne-Claude left him immediately after their honeymoon. Christo and Jeanne-Claude' s son, Cyril, was born on May 11, 1960. Jeanne-Claude became an American citizen in March 1984.[19] The couple received permission to wrap the Pont Neuf, a bridge in Paris, in August and the wrapped the bridge in for two weeks in August 1985. The Pont Neuf Wrapped attracted three million visitors. Wrapping the Pont Neuf continued the tradition of transforming a sculptural dimension into a work of art. The fabric maintained the principal shapes of the Pont Neuf but it emphasized the details and the proportions. As with Surrounded Islands, workers who assisted with the installation and deinstallation of Pont Neuf Wrapped wore uniforms designed by Willi Smith.

 

The couple relocated to New York City, the new art world capital, in 1964. Christo began to make Store Fronts, wooden facades made to resemble shop windows, which he continued for four years. His largest piece was shown in the 1968 Documenta 4. In the mid-1960s, they also created Air Packages,[8] inflated and wrapped research balloons.[9] In 1969, at the invitation of the museum director Jan van der Marck they wrapped the Chicago Museum of Contemporary Art while it remained open.[10] It was panned by the public and ordered to be undone by the fire department, which went unenforced.[11] With the help of Australian collector John Kaldor, Christo and Jeanne-Claude and 100 volunteers wrapped the coast of Sydney's Little Bay as Wrapped Coast, the first piece for Kaldor Public Art Projects.[12]

There are many smaller stories within the larger sweep of history. Christo, the Bulgarian-born artist who died on 31 May 2020, famous for his gigantic wrapping works at the scale of Paris’s Pont Neuf in 1985 and the Berlin Reichstag ten years later, first came into existence thanks to a hairdresser. When Christo was a young artist, this hairdresser, René Bourgeois, introduced him to rich ladies whose portraits he painted to survive. And it was within this context that he was introduced to Précida Guillebon who had a daughter named Jeanne Claude; a young upper class girl who would eventually become Christo’s wife, his accomplice, and the linchpin of his sprawling projects, whose name would end up appearing with his on their works. She died in 2009. Between 1958 and 1964 Christo lived in Paris, before going to spend the rest of his life in New York. The Centre Pompidou’s exhibition focuses on this particular period, which would determine the rest of his creative output, followed by two large rooms homing in on the “making of” the project that remains etched in memory but which lasted only two weeks (like all of his monumental works): the wrapping of the Pont Neuf. It was in 1958 that Christo, a young refugee from Eastern Europe who crossed the border hidden in the back of a truck, began wrapping objects. He was interested in their volume and he talks about this as a process of “mummifying”, a practice he performed unconsciously: “I don’t know why I wrapped things”. At the time it was interpreted as the actions of a nomad figuratively packing his bags. Christo went off to explore different directions, including the “Wall of Oil Barrels” which the influential art critic of the time Pierre Restany referred to as “cathedrals of an unknown religion”. This description also perfectly encapsulates the artist’s future monumental practice. On 18 September 2021 he was due to wrap the Arc de Triomphe in Paris over a period of two weeks. The project, the ultimate ephemeral cathedral to the cult of Christo, had to be delayed owing to rare birds nesting on top of the Napoleonic edifice.

 

judithbenhamouhuet.com/centre-pompidou-why-did-christo-wr...

 

en.wikipedia.org/wiki/Christo_and_Jeanne-Claude

This gentleman was simply enjoying the beautifully executed technology of this car.

Yep, this takes place roughly between ch 9 and 10. Probably should have done it between them but it was a bugger to put together It's not great, but it gets the story across. As always, lemme know what you think :D

 

Awakening

 

Diana opened her eyes. The last thing she remembered was being hit from the side and crashing to the ground. Ager welled inside her. How could she have let her guard down that badly? She looked around her, taking in her surroundings. A fog swirled around her, dancing everywhere she looked.

 

"Diana"

 

A voice called out to her. That voice. It had been with her for as long as she could remember, always reassuring her, offering her advice. She had always assumed it was a gift from the gods, but now...

 

"Who are you?" She called into the darkness. A cloaked figure materialised in front of her. It was...dark, with the exception of its eyes. They burned a bright emerald, glowing from under the hood. The figure floated there, brandishing a scythe, which too burned with emerald light. Had Lantern gotten into her head? No, this light was different to his. It was...paler, with an unnatural quality to it.

 

"You know what must be done Diana. You must cast out your weak mind, and let me in. Let me handle things from here"

 

"Who are you?" Diana insisted, a tinge of frustration in her voice

 

"You know who I am Diana. You have always known. I was there at your birth, I grew up with you"

 

"This is the witches doing, isn't it? I'm not like her, I will not fall victim to your mind games."

 

The figure paused. It moved towards Diana. She drew her sword, ready to slay the foul creature. She held it ready. The figure slashed clean through it with its scythe, turning Dianas sword to dust.

 

"You will let me in Diana. For you will have no choice. As it stands, the age of the super heroes is at an end. Superman will be executed, and you, along with the rest of his noble soldiers will become outcasts. I can stop that."

 

Diana sunk to her knees. Deep inside her, a sense of inadequacy was rising. How could she hope to save Superman if she couldn't even save herself.

 

The figure stood beside her. It whispered in her ear "Join me Diana. With me, you will gain the power to stop this, to save Superman. To save mans-world. My power can even revitalise your home, return the amazons to their rightful place."

 

Diana looked up at the figure. "If...if I do this, you can save them? You can really save my people?"

 

"Of course my dear" the voice was changing. becoming more...feminine. "Together, we can save everyone"

 

The figure outstretched its hand. "Take my hand Diana, and together, we can save them"

 

Diana reached up, and took the figures hand. The green flames that had been dancing around her took hold, swirling around her, a vortex of magic engulfing her. The witch had won. This little thing had given up her free will, all for the promise of the revival of the Amazons. Pathetic.

 

Back on the beach, Dianas body jerked violently, black smoke trailing out of her mouth. She rose. The Enchantress was back, and she was back with a vengeance.

MOST PEOPLE DON'T KNOW THE TRUTH ABOUT THIS PICTURE.

 

Gen Nguyen Ngoc Loan, South Vietnamese chief of the national police, fires his pistol into the head of Van Lem aka Bay Lop (Viet Cong death squad Captain), on a Saigon street early on in the Tet offensive on 1 February 1968.

 

Van Lem led a sabotage unit, with Viet Cong tanks alongside him, with the purpose of attacking the Armor Camp in Go Vap at approximately 4.30am. After his troops took command of the base, Van Lem arrested Lieutenant Colonel Nguyen Tuan, along with his family and made him show him and his troops how to drive tanks. When Tuan refused to help, VAN LEM KILLED ALL MEMBERS OF TUAN'S FAMILY, INCLUDING HIS MOTHER WHO WAS 80 YEARS OLD. Only one member survived this slaughter, a 10-year-old boy who was seriously injured.

 

Van Lem was caught close to a mass grave that held 34 innocent bodies of civilians. He admitted that he was proud of killing these people, carrying out orders from his unit leader to do so. Loan had personally witnessed one of his officers being murdered, along with his three small children and wife in cold blood so when Van Lem was brought to him following his capture Loan executed him using his own sidearm (a .38 Smith & Wesson Model 38) right before the NBC News television Cameraman Vo Suu and AP photographer Eddie Adams. This meant the image and video of this execution was broadcast worldwide and bolstered the anti-war movement.

 

Photographer Eddie Adams reported that after the shooting, Loan approached him and said: “They killed many of my people, and yours too,” then walked away.

 

The photographic image enabled Eddie Adams to win the 1969 Pulitzer Prize in the category ‘Spot News Photography’ although Adams was later to regret the images impact (supposedly). The image went on to be used as an anti-war icon. Adams went on to write in Time Magazine ‘The general killed the Viet Cong; I killed the general with my camera. Still photographs are the most powerful weapon in the world. People believe them, but photographs do lie, even without manipulation. They are only half-truths. What the photograph didn’t say was, “What would you do if you were the general at that time and place on that hot day, and you caught the so-called bad guy after he blew away one, two or three American soldiers?”’

 

A few months after the execution picture was taken, Loan was seriously wounded by machine gun fire that led to the amputation of his leg. Again his picture hit the world press, this time as Australian war correspondent Pat Burgess carried him back to his lines. In addition to his military service, Loan was an advocate for hospital construction.

 

In 1975, during the fall of Saigon, Loan fled South Vietnam. He moved to the United States. When he arrived, the Immigration and Nationalization Services wanted to deport him partially because of the photo taken by Adams. They approached Adams to testify against Loan, but Adams instead testified in his favor and Loan was allowed to stay, and opened a pizza restaurant in the Washington, D.C. suburb of Burke, Virginia at Rolling Valley Mall called "Les Trois Continents". In 1991, he was forced into retirement when publicity about his past led to a sharp decline in business. Adams recalled that on his last visit to the pizza parlor, he had seen written on a toilet wall, "We know who you are, fucker".

 

Nguyễn was married to Chinh Mai, with whom he raised five children. Nguyễn Ngọc Loan died of cancer on 14 July 1998, aged 67, in Burke, Virginia.

 

Eddie Adams apologized in person at a later date to Loan and his immediate family for any damage the picture and his statements about it had done to Loan’s reputation. After Loan passed away of cancer in Virginia, Adams said of him ‘The guy was a hero. America should be crying. I just hate to see him go this way, without people knowing anything about him.’ Loan was married to Chinh Mai and together they raised 5 children, Loan succumbed to cancer and died on July 14th, 1998 aged 67 in Burke, Virginia.

  

shot executed by pinhole Auloma Panorama 6x12, negative scanned by Canon EOS 1100D, film fomapan 400, dev,xtol

The people of the Kurdistan Region on Sunday commemorated the Anfal campaigns of the former Iraqi regime in the late 1980s against the Kurdish people that led to the deaths of close to 182,000 people.

 

In one of the most brutal military crusades against the Kurds in Iraq, the then Saddam Hussein-led government in Baghdad continued its persecution of the group throughout the decade, intensifying in 1988 with an eight-phase operation destroying much of the small settlements in the region, and executing civilians en masse.

 

A large number of people, including women and children, were forcefully displaced and transferred to camps in southern Iraq, where the government eventually killed some of them and consigned them to mass graves, burying others alive in the desert.

 

On Friday, authorities from the southern Iraqi province of al-Muthanna found one such mass burial site, with Muthanna Governor Ahmed Manfi affirming to Kurdistan 24 that most of the detected bodies were of women and children. Out of the estimated 182,000, only a fraction have been discovered and exhumed so far.

 

The main perpetrator behind these acts was then Baathist party Northern Bureau Chief, the infamous Ali Hassan al-Majid, also known as “Chemical Ali.” In 2010, the Iraqi judiciary executed Majid after convicting him of a number of war crimes, including atrocities against the Kurds.

 

The Kurdistan Region has memorialized the dark chapter in the history of the Kurds, setting April 14 as a day of mourning and commemoration for the lives lost and those still impacted by it.

 

Earlier today, various officials along with foreign diplomats attended a special ceremony at the Garmiyan Anfal Memorial—located in the Kurdish region of Garmiyan, southern Sulaimani Province—to mark the passing of 31 years since the genocidal operations concluded.

 

“The racist policies of the Baath regime toward our nation, besides the destruction, terror, and enforcing despotic rule of the authorities of Iraq, ended the lives of over 180,000 people with heavy weapons, deadly gasses, and aerial chemical attacks of Kurdistan.

  

--**-- Empires, UAE and Kurdish countries --**--

 

Empire the (4000 BC) M _ 780 s. M)

 

Sumerian Empire 4500 s. M

 

The Swbạryẗ Empire (4000 BC) M)

 

The Emperor Korean 3000 s. M

 

Imperial Empire (3000 BC) M _ 2255 s. M)

 

Kingdom of ko (2300 BC) M _ 2003 s. M)

 

The Emerging Empire (Kasai) :(1680 BC M _ 1157 s. M)

 

The Empire of the Empire (the fairy) :(2000 BC M _ 1600 s. M)

 

Empire Ạlmytạnyẗ (1800 BC) M _ 1250 s. M)

 

Kingdom of ora (1263 BC) M _ 730 s. M)

 

The great empire of Empire (728 BC) M _ 550 s. M)

 

Kingdom of card (180 BC) M _ 66 s. M)

 

The Sasanian Empire (226 m _ 651 m)

 

Prep Kingdom (959 m _ 1199 M)

 

Saudi Arabia (959 m _ 1015 M)

 

Gymnastics Kingdom (990 m _ 1117 M)

 

Sultanate of Oman (990 m _ 1096 M)

 

The Sultanate of th (1171 pm _ 1260 PM)

 

Emirate of shingal (1240 m _ 1260 M)

 

Emirate of r (1200 m _ 1864 M)

 

Emirate of quietly (1339 m _ 1842 M)

 

Emirate of soran (1813 m _ 1838 M)

 

Principality of Bhutan (1400 m _ 1898 M)

 

Emirate of Dassen (916 m _ 1573 M)

 

Emirate of AZ (1230 m _ 1620 M)

 

Emirate of b (1182 m _ 1847 M)

 

Emirate of babban (1649 m _ 1851 M)

 

The Kingdom of Kurdistan in soleimani (1922 m _ 1924 M)

 

Independent Kingdom of Kurdistan in or (1922 m _ 1930 M)

 

Red Republic of Kurdistan (1923 m _ 1929 M)

 

Republic of Ararat (1927 m _ 1930 M)

 

Republic of mahabad (1946 M)

 

Republic of refugees (1992)

 

Southern Kurdistan Region (1991)

 

Western Kurdistan Region (2012)

====================================

 

For the Tranquility, Peace, and Safety of all the American people of Puerto Rico who were in harm's way and have been devastated by hurricane Irma....

 

May The Lord Of Hosts speedily show our government how to execute a complete Military Logistics Campaign for all urgently needed necessities of life for the people of American Puerto Rico.

 

Tehillim - Psalms - Chapter 20

 

When New Orleans was hit by a terrible hurricane, the President of United States at that time immediately appointed a general of the army to direct a major military logistical campaign to swiftly provide what was necessary to mitigate suffering and save lives.

 

That's what this president needs to do for millions of suffering American citizens. The Atlantic Ocean is no excuse for feeble and undirected inaction. This is just a normal military logistics operation for which we provide the money.

 

Please call your Senators and Representatives to demand that Congress does something immediately, without further delay.

 

These are the days of awe leading up to Yom Kippur, the Day of Atonement. Even the undefeatable Sandy Koufax didn't pitch on that holy baseball day!

 

Every human being on earth is written into and sealed in the book of life for the coming New Year.

 

May you be inscribed and sealed for a good, tranquil, peaceful, safe, productive, and satisfying New Year.

 

Keep in mind that each of us, regardless of religion or ethnicity or affiliation, will be held accountable in the new year if we say and do nothing!

Biagio d'Antonio Tucci or Cosimo Rosselli

"The Crossing of the Red Sea" is a fresco executed in 1481–1482 and located on the South wall in the Sistine Chapel, Vatican City.

 

Description:

The scene is part of the chapel's Stories of Moses cycle, and, like other frescoes there, shows several scenes at the same time. The sequence begins from the right background, where Moses and Aaron are begging the pharaoh to free the Israelites. On the right are the Egyptian soldiers, shown in typical Italian Renaissance military garments, armor and weapons, who are drowning after the Red Sea waters, which had miraculously opened to allow the Israelites to cross them, close around them. The pharaoh is portrayed in a frantic scream, while other figures try to return to the Egyptian shore by swimming. Before the army is a column hovering over the waters: this is a representation of the fire pillar sent by Yahweh to scare the Egyptians.

 

In the upper central area is a hail storm, sent by God to punish the Egyptians. Also depicted are some sunrays and, more to the left, a rainbow, symbols of the upcoming liberation for the Israelite people. Similar representation of meteorological phenomena were not uncommon in the 15th-century Italian art: other examples are Fra Angelico's Martyrdom of St. Mark on the Tabernacle of the Linaioli, and several Paolo Uccello's St. George and the Drake.

 

On the left bank are the Israelites, led by a young Moses with the typical yellow garment and green cloak, and a command baton, after they have just crossed the sea. Their safeness is testified by the presence of recreational activities, such as the prophetess Miriam playing a chordophone in the foreground. They continue their trip in procession, disappearing on the left, in a naturalistic landscape. Details include a pet dog in the foreground (probably a Chihuahua of the painter Cosimo Rosselli), reminiscent of Benozzo Gozzoli's paintings in the Magi Chapel.

 

Source;

en.wikipedia.org/wiki/The_Crossing_of_the_Red_Sea_(Sistine_Chapel)

From Wikipedia, the free encyclopedia

 

F-84 Thunderjet

 

RoleFighter-bomber

ManufacturerRepublic Aviation

First flight28 February 1946

IntroductionNovember 1947

Retired1964 (USAF)

1974 (Yugoslavia)

Primary userUnited States Air Force

Number built7,524

Unit cost

US$237,247 (F-84G)[1]

US$769,330 (F-84F)

VariantsRepublic F-84F Thunderstreak

Republic XF-84H Thunderscreech

Republic XF-91 Thunderceptor

The Republic F-84 Thunderjet was an American turbojet fighter-bomber aircraft. Originating as a 1944 United States Army Air Forces (USAAF) proposal for a "day fighter", the F-84 first flew in 1946. Although it entered service in 1947, the Thunderjet was plagued by so many structural and engine problems that a 1948 U.S. Air Force review declared it unable to execute any aspect of its intended mission and considered canceling the program. The aircraft was not considered fully operational until the 1949 F-84D model and the design matured only with the definitive F-84G introduced in 1951. In 1954, the straight-wing Thunderjet was joined by the swept-wing F-84F Thunderstreak fighter and RF-84F Thunderflash photo reconnaissance aircraft.

 

The Thunderjet became the USAF's primary strike aircraft during the Korean War, flying 86,408 sorties and destroying 60% of all ground targets in the war as well as eight Soviet-built MiG fighters. Over half of the 7,524 F-84s produced served with NATO nations, and it was the first aircraft to fly with the U.S. Air Force Thunderbirds demonstration team. The USAF Strategic Air Command had F-84 Thunderjets in service from 1948 through 1957.

 

The F-84 was the first production fighter aircraft to utilize inflight refueling and the first fighter capable of carrying a nuclear weapon, the Mark 7 nuclear bomb. Modified F-84s were used in several unusual projects, including the FICON and Tom-Tom dockings to the B-29 Superfortress and B-36 bomber motherships, and the experimental XF-84H Thunderscreech turboprop.

 

The F-84 nomenclature can be somewhat confusing. The straight-wing F-84A to F-84E and F-84G models were called the Thunderjet. The F-84F Thunderstreak and RF-84F Thunderflash were different airplanes with swept wings. The XF-84H Thunderscreech (not its official name) was an experimental turboprop version of the F-84F. The F-84F swept wing version was intended to be a small variation of the normal Thunderjet with only a few different parts, so it kept the basic F-84 number. Production delays on the F-84F resulted in another order of the straight-wing version; this was the F-84G.

 

Design and development

 

An F-84G at Chaumont-Semoutiers Air Base, France, in 1953

In 1944, Republic Aviation's chief designer, Alexander Kartveli, began working on a turbojet-powered replacement for the P-47 Thunderbolt piston-engined fighter. The initial attempts to redesign the P-47 to accommodate a jet engine proved futile due to the large cross-section of the early centrifugal compressor turbojets. Instead, Kartveli and his team designed a new aircraft with a streamlined fuselage largely occupied by an axial compressor turbojet engine and fuel stored in rather thick unswept wings.[1]

 

On 11 September 1944, the USAAF released General Operational Requirements for a day fighter with a top speed of 600 mph (521 kn, 966 km/h), combat radius of 705 miles (612 nmi, 1,135 km), and armament of either six 0.50 in (12.7 mm) or four 0.60 in (15.2 mm) machine guns. In addition, the new aircraft had to use the General Electric TG-180 axial turbojet which entered production as the Allison J35.

 

On 11 November 1944, Republic received an order for three prototypes of the new XP-84—Model AP-23.[1] Since the design promised superior performance to the Lockheed-built P-80 Shooting Star and Republic had extensive experience in building single-seat fighters, no competition was held for the contract. The name Thunderjet was chosen to continue the Republic Aviation tradition started with the P-47 Thunderbolt while emphasizing the new method of propulsion. On 4 January 1945, even before the aircraft took to the air, the USAAF expanded its order to 25 service test YP-84As and 75 production P-84Bs (later modified to 15 YP-84A and 85 P-84B).

 

Meanwhile, wind tunnel testing by the National Advisory Committee for Aeronautics revealed longitudinal instability and stabilizer skin buckling at high speeds.[1] The weight of the aircraft, a great concern given the low thrust of early turbojets, was growing so quickly that the USAAF had to set a gross weight limit of 13,400 lb (6,080 kg). The results of this preliminary testing were incorporated into the third prototype, designated XP-84A, which was also fitted with a more powerful J35-GE-15 engine with 4,000 lbf (17.79 kN) of thrust.[1]

 

The first prototype XP-84 was transferred to Muroc Army Air Field (present-day Edwards Air Force Base) where it flew for the first time on 28 February 1946 with Major Wallace A. "Wally" Lien at the controls. It was joined by the second prototype in August, both aircraft flying with J35-GE-7 engines producing 3,745 lbf (16.66 kN). The 15 YP-84As delivered to Patterson Field (present-day Wright-Patterson Air Force Base) for service tests differed from XP-84s by having an upgraded J35-A-15 engine, carrying six 0.50 in (12.7 mm) M2 Browning machine guns (four in the nose and one in each wing root), and having the provision for wingtip fuel tanks holding 226 U.S. gal (856 L) each.

 

Due to delays with delivery of jet engines and production of the XP-84A, the Thunderjet had undergone only limited flight testing by the time production P-84Bs began to roll out of the factory in 1947. In particular, the impact of wingtip tanks on aircraft handling was not thoroughly studied. This proved problematic later.[1]

 

After the creation of the United States Air Force by the National Security Act of 1947, the Pursuit designation was replaced with Fighter, and the P-84 became the F-84.

 

F-84s were assigned to the 27th Fighter Wing, 27th Fighter Escort Wing, 27th Strategic Fighter Wing, 31st Fighter Escort Wing, 127th Fighter Day Wing, 127th Fighter Escort Wing, 127th Strategic Fighter Wing, 407th Strategic Fighter Wing and the 506th Strategic Fighter Wing of the Strategic Air Command from 1947 through 1958.[2]

 

Operational history

The F-84B, which differed from YP-84A only in having faster-firing M3 machine guns, became operational with 14th Fighter Group at Dow Field, Bangor, Maine in December 1947. Flight restrictions followed immediately, limiting maximum speed to Mach 0.8 due to control reversal, and limiting maximum acceleration to 5.5 g (54 m/s²) due to wrinkling of the fuselage skin. To compound the problem, parts shortages and maintenance difficulties earned the aircraft the nickname, "Mechanic's Nightmare".[1] On 24 May 1948, the entire F-84B fleet was grounded due to structural failures.

  

P-84Bs of the 48th Fighter Squadron, 14th Fighter Group, 1948.

A 1948 review of the entire F-84 program discovered that none of the F-84B or F-84C aircraft could be considered operational or capable of executing any aspect of their intended mission. The program was saved from cancellation because the F-84D, whose production was well underway, had satisfactorily addressed the major faults. A fly-off against the F-80 revealed that while the Shooting Star had a shorter takeoff roll, better low altitude climb rate and superior maneuverability, the F-84 could carry a greater bomb load, was faster, had better high altitude performance and greater range.[1] As a temporizing measure, the USAF in 1949 committed US$8 million to implement over 100 upgrades to all F-84Bs, most notably reinforcing the wings. Despite the resultant improvements, the F-84B was withdrawn from active duty by 1952.[1]

 

The F-84C featured a somewhat more reliable J35-A-13 engine and had some engineering refinements. Being virtually identical to the F-84B, the C model suffered from all of the same defects and underwent a similar structural upgrade program in 1949. All F-84Cs were withdrawn from active service by 1952.[1]

 

The structural improvements were factory-implemented in the F-84D, which entered service in 1949. Wings were covered with thicker aluminum skin, the fuel system was winterized and capable of using JP-4 fuel, and a more powerful J35-A-17D engine with 5,000 lbf (22.24 kN) was fitted. It was discovered that the untested wingtip fuel tanks contributed to wing structural failures by inducing excessive twisting during high-"g" maneuvers.[1] To correct this, small triangular fins were added to the outside of the tanks. The F-84D was phased out of USAF service in 1952 and left Air National Guard (ANG) service in 1957.[1]

 

The first effective and fully capable Thunderjet was the F-84E model which entered service in 1949. The aircraft featured the J35-A-17 engine, further wing reinforcement, a 12 in (305 mm) fuselage extension in front of the wings and 3 in (76 mm) extension aft of the wings to enlarge the cockpit and the avionics bay, an A-1C gunsight with APG-30 radar, and provision for an additional pair of 230 gal (870 L) fuel tanks to be carried on underwing pylons.[1] The latter increased the combat radius from 850 to 1,000 miles (740 to 870 nmi; 1,370 to 1,610 km).

 

One improvement to the original F-84 design was rocket racks that folded flush with the wing after the 5-inch HVAR rockets were fired, which reduced drag over the older fixed mounting racks. This innovation was adopted by other U.S. jet fighter-bombers.[3]

  

A Portuguese F-84 being loaded with ordnance in the 1960s, at Luanda Air Base, during the Portuguese Colonial War.

Despite the improvements, the in-service rates for the F-84E remained poor with less than half of the aircraft operational at any given time.[1] This was primarily due to a severe shortage of spares for the Allison engines. The expectation was that F-84Es would fly 25 hours per month, accumulating 100 hours between engine overhauls. The actual flight hours for Korean War and NATO deployments rapidly outpaced the supply and Allison's ability to manufacture new engines.[1] The F-84E was withdrawn from USAF service in 1956, lingering with ANG units until 1959.

 

The definitive straight-wing F-84 was the F-84G which entered service in 1951. The aircraft introduced a refueling boom receptacle in the left wing,[4] autopilot, Instrument Landing System, J35-A-29 engine with 5,560 lbf (24.73 kN) of thrust, a distinctive framed canopy (also retrofitted to earlier types), and the ability to carry a single Mark 7 nuclear bomb.[1] The F-84G was retired from USAF in the mid-1960s.

 

Starting in the early 1960s, the aircraft was deployed by the Força Aérea Portuguesa (FAP) during the Portuguese Colonial War in Africa. By 1972, all four operating F-84 aircraft were supplementing the FAP in Angola.[5]

 

Flying the Thunderjet

Typical of most early jets, the Thunderjet's takeoff performance left much to be desired. In hot Korean summers with a full combat load, the aircraft routinely required 10,000 ft (3,000 m) of runway for takeoff even with the help of RATO bottles (two or four of these were carried, each producing 1,000 lbf (4.4 kN) of thrust for 14 seconds).[1] All but the lead aircraft had their visibility obscured by the thick smoke from the rockets. Early F-84s had to be pulled off the ground at 160 mph (140 kn, 260 km/h) with the control stick held all the way back. Landings were made at a similar speed, for comparison the North American P-51 Mustang landed at approximately 120 mph (100 kn, 190 km/h). Despite the "hot" landing speeds, the Thunderjet was easy to fly on instruments and crosswinds did not present much of a problem.[6]

  

An F-84E launching rockets.

Thanks to the thick straight wing the Thunderjet rapidly reached its Mach 0.82 limitation at full throttle and low altitude. The aircraft had sufficient power to fly faster, but exceeding the Mach limit at low altitudes resulted in a violent pitch-up and structural failure causing the wings to break off.[6] Above 15,000 ft (4,600 m), the F-84 could be flown faster but at the expense of severe buffeting. However, the airspeed was sufficiently easy to control to make safe dive bombing from 10,000 ft (3,000 m) possible.[6] The top speed limitation proved troublesome against Soviet Mikoyan-Gurevich MiG-15s in Korea. Slower than the MiG, the F-84 was also unable to turn tightly with a maximum instantaneous-turn load of only 3 Gs followed by rapid loss of airspeed. One F-84E pilot credited with two MiG kills achieved his second victory by intentionally flying his aircraft into pitch-up.[6] The MiGs chasing him were unable to follow the violent maneuver and one crashed into the ground. Luckily for the F-84E pilot, the aircraft did not disintegrate but the airframe did suffer heavy warping. The F-84 was a stable gun platform and the computing gunsight aided in accurate gunnery and bombing. Pilots praised the aircraft for Republic's legendary ruggedness.[6]

 

Pilots nicknamed the Thunderjet "The Lead Sled".[2] It was also called "The Iron Crowbar", "a hole sucking air", "The Hog" ("The Groundhog"), and "The World's Fastest Tricycle", "Ground Loving Whore" as a testament to its long takeoff rolls.[2] F-84 lore stated that all aircraft were equipped with a "sniffer" device that, upon passing V2, would look for the dirt at the end of the runway. As soon as the device could smell the dirt, the controls would turn on and let the pilot fly off the ground. In the same vein, it was suggested a bag of dirt should be carried in the front landing gear well. Upon reaching V2, the pilot would dump the dirt under the wheels, fooling the sniffer device.[2]

 

Korean War

The Thunderjet had a distinguished record during the Korean War. Although the F-84B and F-84C could not be deployed because their J35 engines had a service life of only 40 hours, the F-84D and F-84E entered combat with 27th Fighter Escort Group on 7 December 1950.[1] The aircraft were initially tasked with escorting the B-29 Superfortress bombers. The first Thunderjet air-to-air victory was scored on 21 January 1951 at the cost of two F-84s.[2] The F-84 was a generation behind the swept-wing Soviet Mikoyan-Gurevich MiG-15 and outmatched, especially when the MiGs were flown by more-experienced pilots, and the MiG counter-air mission was soon given to the F-86 Sabre. Like its famous predecessor, the P-47, the F-84 switched to the low-level interdiction role at which it excelled.

  

A KB-29M tanker refueling an F-84E over Korea. F-84Es could only refuel the wingtip tanks separately.

 

F-84G-26-RE Thunderjet 51-16719 while assigned to the 3600th Air Demonstration Team (USAF Thunderbirds), 1954.

The F-84 flew a total of 86,408 missions, dropping 55,586 tons (50,427 metric tons) of bombs and 6,129 tons (5,560 metric tons) of napalm.[2] The USAF claimed F-84s were responsible for 60% of all ground targets destroyed in the war. Notable F-84 operations included the 1952 attack on the Sui-ho Dam. During the war, the F-84 became the first USAF fighter to utilize aerial refueling. In aerial combat, F-84 pilots were credited with eight MiG-15 kills against a Soviet-claimed loss of 64 aircraft. The total losses were 335 F-84D, E and G models.[2]

 

Portuguese Overseas War

In 1961, the Portuguese Air Force sent 25 of their remaining F-84G to Angola. There they formed the Esquadra 91 (91st Squadron), based at Luanda Air Base. From then on, the F-84s were engaged in the Angolan Theater of the Portuguese Overseas War, being mainly employed in air strike missions against the separatist guerrillas.

 

The last F-84 were kept operational in Angola until 1974.

 

Notable achievements

The F-84 was the first aircraft flown by the U.S. Air Force Thunderbirds, which operated F-84G Thunderjets from 1953 to 1955 and F-84F Thunderstreaks from 1955 to 1956. The F-84E was also flown by the Skyblazers team of United States Air Forces Europe (USAFE) from 1950 to 1955.[1]

On 7 September 1946, the second XP-84 prototype set a national speed record of 607.2 mph (527.6 kn, 977.2 km/h), slightly slower than the world record 612.2 mph (532.0 kn, 985.2 km/h) held by the British Gloster Meteor.[1]

On 22 September 1950, two EF-84Es, flown by David C. Schilling and Col. William Ritchie, flew across the North Atlantic from Great Britain to the United States. Ritchie's aircraft ran out of fuel over Newfoundland but the other successfully made the crossing which took ten hours two minutes and three aerial refuelings. The flight demonstrated that large numbers of fighters could be rapidly moved across the Atlantic.[1]

F-84G was the first fighter with built-in aerial refueling capability and the first single-seat aircraft capable of carrying a nuclear bomb.[1]

On 20 August 1953, 17 F-84Gs using aerial refueling flew from the United States to the United Kingdom. The 4,485-mile (3,900 nmi, 7,220 km) journey was the longest-ever nonstop flight by jet fighters.[1]

In 1955, an F-84G became the first aircraft to be zero-length launched from a trailer.[7]

By the mid-1960s, the F-84/F-84F was replaced by the F-100 Super Sabre and the RF-84F by the RF-101 Voodoo in USAF units, being relegated to duty in the Air National Guard. The last F-84F Thunderflash retired from the ANG in 1971. Three Hellenic Air Force RF-84Fs that were retired in 1991 were the last operational F-84s.

 

Costs

F-84BF-84CF-84DF-84EF-84GF-84FRF-84F

Airframe139,863139,863150,846562,715482,821

Engine41,65441,65441,488146,02795,320

Electronics7,1657,1654,7619,62321,576

Armament23,55923,55937,43341,71363,632

Ordnance2,7199,2524,529

Flyaway cost286,407 for the first 100

163,994 for the next 141147,699212,241212,241237,247769,300667,608

Cost per flying hour390

Maintenance cost per flying hour185185

Notes: The costs are in approximately 1950 United States dollars and have not been adjusted for inflation.[1]

 

Variants

Straight-wing variants

 

The XP-84A (foreground) and YP-84As

XP-84

The first two prototypes.

XP-84A

The third prototype with a more powerful J35-GE-15 engine. This airframe was subsequently modified with a pointed fairing over the intake and lateral NACA intakes were installed into the intake trunks.

YP-84A

Service test aircraft; 15 built.

P-84B (F-84B)

First production version, J35-A-15 engine; 226 built.

F-84C

Reverted to the more reliable J35-A-13 engine, improved fuel, hydraulic and electrical systems; 191 built.

F-84D

J35-A-17 engine, various structural improvements. The pitot tube was moved from the tail fin to the splitter in the air intake with fins added to the wingtip fuel tanks; 154 built.

 

F84 E&G Thunderjet French Air Force 1951–1955

EF-84D

Two F-84Ds, EF-84D 48-641 and EF-84D 48-661 were modified with coupling devices; 641 starboard wing, 661 port wing for "Tip-Tow Project MX106 Wing Coupling Experiments." An EB-29A 44-62093 was modified with coupling devices on both wings. Because of the difference in landing gear lengths, the three aircraft took off separately and couple/uncoupled in flight. The pilot of 641 was Major John M. Davis and the pilot of 661 was Major C.E. "Bud" Anderson.

"One of the more interesting experiments undertaken to extend the range of the early jets in order to give fighter protection to the piston-engine bombers, was the provision for inflight attachment/detachment of fighter to bomber via wingtip connections. One of the several programs during these experiments was done with a B-29 mother ship and two F-84D 'children', and was code named 'Tip Tow'. A number of flights were undertaken, with several successful cycles of attachment and detachment, using, first one, and then two F-84s. The pilots of the F-84s maintained manual control when attached, with roll axis maintained by elevator movement rather than aileron movement. Engines on the F-84s were shut down in order to save fuel during the 'tow' by the mother ship, and inflight engine restarts were successfully accomplished. The experiment ended in disaster during the first attempt to provide automatic flight control of the F-84s, when the electronics apparently malfunctioned. The left hand F-84 rolled onto the wing of the B-29, and the connected aircraft both crashed with loss of all on board personnel (Anderson had uncoupled so did not crash with the other two aircraft)."[8]

F-84E

J35-A-17D engine, Sperry AN/APG-30 radar-ranging gunsight, retractable attachments for RATO bottles, inboard wing hardpoints made "wet" to permit carrying an additional pair of 230 U.S. gal (870 L) fuel tanks. Most aircraft were retrofitted with F-84G-style reinforced canopies. The fuselage was stretched 15"; the canopy was lengthened 8", the canopy frame was lengthened 12" (accounting for another 4"), and a 3" splice panel was added aft of the canopy. The stretch was not done to enlarge the cockpit but rather to enable a larger fuel tank, provide additional space for equipment under the canopy behind the pilot's seat, and to improve aerodynamics. This can be distinguished from earlier models by the presence of two fuel vents on ventral rear fuselage, the added radar in the nose splitter, and the pitot tube was moved downward from mid-height in the splitter (as on the F-84D) to clear the radar installation. 843 built. F-84E 49-2031 was a test aircraft for air-to-air missiles. F-84E 50-1115 was a test aircraft for the FICON project.

EF-84E

Two F-84Es were converted into test prototypes, to test various methods of air-to-air refueling. EF-84E 49-2091 was used as a probe-and-drogue test aircraft. The probe was mid-span on the port wing. Production aircraft with probes (removable) had the probe fitted to the auxiliary wing tanks. EF-84E 49-2115 was used as a FICON test aircraft with a B-36 host. EF-84E 49-1225 and EF-84E 51-634 were test aircraft for the ZELMAL (Zero-length launch, Mat landing) experiments version for point defense, used the booster rocket from MGM-1 Matador cruise missile.

F-84G

Single-seat fighter-bomber capable of delivering the Mark 7 nuclear bomb using the LABS, J35-A-29 engine, autopilot, capable of inflight refueling using both the boom (receptacle in left wing leading edge) and drogue (probe fitted to wingtip fuel tanks), introduced the multi-framed canopy which was later retrofitted to earlier straight-winged F-84s. A total of 3,025 were built (1,936 for NATO under MDAP). The larger engine had a higher airflow at its take-off thrust than the intake had been designed for. This caused higher flow velocities, increased pressure losses and thrust loss. Commencing with block 20, auxiliary "suck-in" doors were added ahead of the wing leading edge to regain some of the thrust loss. At high engine rpm and low aircraft speeds, such as take-off, the spring-loaded doors were sucked open by the partial vacuum created in the duct. When the aircraft reached sufficient airspeed the ram pressure rise in the duct closed the auxiliary doors.[9] F-84G 51-1343 was modified with a periscope system to test the periscope installation proposed for the Republic XF-103.

F-84KX

Eighty ex-USAF F-84Bs converted into target drones for the United States Navy.

RF-84G

F-84G Thunderjets converted by France and Yugoslavia for recon duty with cameras in the ventral fuselage and modified auxiliary wing tanks.

YF-96A aka YF-84F aka YRF-84K

F-84E 49-2430 converted to swept wing configuration. The "first prototype" for the F-84F Thunderstreak. Canopy and ventral speed brake carried over from Thunderjet. Originally with a V-windscreen, later reverted to the standard Thunderjet flat windscreen. Modified by adding a fixed hook at the weapons bay and anhedral horizontal tailplane to enable FICON tests (trapeze capture) with GRB-36D mother ship. The airframe was capable of higher speeds than the Thunderjet engine could deliver. The YF-84F was a follow on with a larger engine and deepened fuselage.

YF-84F

F-84G 51-1344 converted to swept wing configuration. The "second prototype" for the F-84F Thunderstreak. Fuselage deepened by 7 inches (180 mm) to accommodate larger engine. Canopy and ventral speed brake carried over from Thunderjet, tail configuration same as YF-96A.

YF-84F aka YRF-84F

F-84G 51-1345 converted to swept wing configuration with a pointed nose and lateral intakes. This was a test airframe to evaluate the effects of moving the intakes to the wing roots. Like 1344, the fuselage was deepened by 7 inches (180 mm) to accommodate larger engine. Canopy and ventral speed brake carried over from Thunderjet, tail configuration same as YF-96A. For the swept wing versions of the F-84 series, see Republic F-84F Thunderstreak

Tip-Tow

See EF-84D above, did not become operational. See FICON project

Tom-Tom

Two RF-84K and B-36 wingtip coupling experiment, did not become operational. See FICON project

FICON

F-84E and GRB-36D trapeze system, became operational. See FICON project

Swept-wing variants

Main articles: Republic F-84F Thunderstreak and Republic XF-84H

YF-84F

Two swept-wing prototypes of the F-84F, initially designated YF-96A.

F-84F Thunderstreak

Swept wing version with Wright J65 engine.

RF-84F Thunderflash

Reconnaissance version of the F-84F, 715 built.

RF-84K FICON project

Reconnaissance version of the F model, 25 built to hang from the Consolidated B-36 Peacemaker.

XF-84H Thunderscreech

Experimental supersonic-turboprop version.

YF-84J

Two conversions with the General Electric J73 engine.

Operators

 

Republic F-84 Thunderjet in the Royal Military Museum at the Jubelpark, Brussels.

 

Imperial Iranian Air Force F-84G of the Golden Crown aerobatic team.

 

Republic F-84 Thunderjet at the en:Italian Air Force Museum, Vigna di Valle in 2012.

 

Royal Norwegian Air Force Republic F-84G Thunderjet.

 

Portuguese Air Force F-84 Thunderjet.

Belgium

Belgian Air Force operated 213 Republic F-84G from March 1952 until September 1957 and 21 Republic RF-84E

Denmark

Danish Air Force operated 240 Republic F-84G fromApril 1952 until January 1962 and 6 Republic F-84E[10]

France

French Air Force operated 335 F-84G from April 1952 until November 1956 and 46 Republic F-84E

Greece

Hellenic Air Force operated 234 Republic F-84G from March 1952 until June 1960. They equipped the 335, 336, 337, 338, 339 and 340 Squadrons (Μοίρα Δίωξης)

Iran Iran

Imperial Iranian Air Force operated 69 Republic F-84G from May 1957 until September 1961

Italy

Italian Air Force operated 256 Republic F-84G from March 1952 until May 1957[11][12]

Netherlands

Netherlands Air Force operated 166 Republic F-84G from April 1952 until December 1957 and 21 Republic RF-84E

Norway

Norwegian Air Force operated 208 Republic F-84G from June 1952 until Jun 1960 and 6 Republic F-84E from 1951 until 1956 and 35 Republic RF-84F from 1956 until 1970

Portugal

Portuguese Air Force operated 125 Republic F-84G from January 1953 until July 1974

Taiwan (Republic of China)

Republic of China Air Force operated 246 Republic F-84G from June 1953 until April 1964

Thailand

Royal Thai Air Force operated 31 Republic F-84G from November 1956 until 1963

Turkey

Turkish Air Force operated 489 Republic F-84G from March 1952 until June 1966

United States

United States Air Force operated 226 Republic F-84B, 191 Republic F-84C, 154 Republic F-84D, 743 Republic F-84E, 789 Republic F-84G

Yugoslavia

Yugoslavian Air Force operated 231 Republic (R)F-84G from June 1953 until July 1974

Major USAF operational F-84 units

 

Republic F-84E-15-RE Thunderjet Serial 49-2338 of the 136th Fighter-Bomber Wing, Korea

10th Tactical Reconnaissance Wing: RF-84F (1955–1958)

12th Fighter Escort Wing/Group: F-84E/G/F (1950–1957;1962–1964)

14th Fighter Wing/Group: P/F-84B (1947–1949)

15th Tactical Fighter Wing: F-84F (1962–1964)

20th Fighter Bomber Wing/Group: F-84B/C/D/E/F/G (1958–1959)

27th Fighter Escort Wing/Group: F-84E/G/F (1950–1958)

31st Fighter Escort Wing/Group: F-84C/E/F (1948–1950; 1951–1957)

49th Fighter Bomber Wing/Group: F-84E/G (1951–1953)

58th Fighter Bomber Group: F-84E/G (1952–1954)

66th Tactical Reconnaissance Wing: RF-84F (1955–1959)

67th Tactical Reconnaissance Wing: (15th & 45th TRS5) RF-84F/K (1955–1958)

71st Strategic Reconnaissance Wing: RF-84F/K (1955–1956)

81st Fighter Bomber Wing/Group: F-84F (1954–1959)

136th Fighter Bomber Wing/Group F-84E (1951–1952) @ K2, also J-13

312th Fighter Bomber Group: F-84E/G (1954–1955)

363rd Tactical Reconnaissance Wing: RF-84F (1954–1958)

366th Fighter Bomber Wing/Tactical Fighter Wing: F-84E,F (1954–1958;1962–1965)

401st Fighter Bomber Wing/Tactical Fighter Wing: F-84F (1957)

405th Fighter Bomber Wing/Tactical Fighter Wing: F-84F (1953–1956)

407th Strategic Fighter Wing: F-84F (1954–1957)

474th Fighter Bomber Wing: F-84D/E/G (1952–1953)

506th Strategic Fighter Wing: F-84F (1953–1957)

508th Strategic Fighter Wing: F-84F (1952–1956)

3540th Combat Crew Training Wing: F-84E (1952–1953)

3600th Combat Crew Training Wing: F-84D/E/G/F (1952–1957)

Redesignated 4510th CCTW with F-84D/F (1958)

3645th Combat Crew Training Wing: F-84E/G (1953–1957)

4925th Test Group (Atomic): F-84E/F/G (1950–1963)

Royal Netherlands Air Force operational F-84 units

JVS-2 (Jacht Vlieger School): RF-84E (1953)

306 Squadron: F-84G (1953–1954) / RF-84E (1954-1957)

311 Squadron: RF-84E (1951-1952) / F-84G (1952-1956)

312 Squadron: RF-84E (1951-1954) / F-84G (1952-1956)

313 Squadron: RF-84E (1953-1954) / F-84G (1953-1956)

314 Squadron: F-84G (1952-1956)

315 Squadron: F-84G (1952-1956)

Aircraft on display

 

A F-84 during Zero-length launch testing

Croatia

F-84G

10676 Ex-USAF – Rijeka Airport, Omišalj.[13]

Denmark

F-84G

51-9966/KR-A – Aalborg Defence and Garrison Museum, Aalborg[14]

51-10622/KU-U – Aalborg Defence and Garrison Museum[14]

A-777/SY-H – Danmarks Tekniske Museum, Helsingør[15]

KP-X – Danish Collection of Vintage Aircraft, Skjern[16]

RF-84F

C-581 – Flyvestation Karup Historiske Forening Museet, Karup[17]

C-264 – Danish Collection of Vintage Aircraft, Skjern[16]

Netherlands

F-84G

K-171 – Nationaal Militair Museum, Soesterberg.[18]

Norway

F-84G

51-10161 – Flyhistorisk Museum, Sola, Stavanger Airport, Sola, near Stavanger.[19]

51-11209 – Forsvarets flysamling Gardermoen, Oslo Airport, Gardermoen near Oslo.[20]

52-2912 - Ørland Main Air Station

52-8465 – Royal Norwegian Air Force Museum, Bodø[21]

 

Portugal

F-84G

5131 – Museu do Ar, Sintra Air Base, Sintra.[22]

5201 - Military and Technical Training Center of the Air Force, Ota (Alenquer).[23]

 

Serbia

F-84G

10501 – Ex-USAF 52-2936, c/n 3050-1855B Museum of Aviation, Nikola Tesla Airport, Belgrade.[24][verification needed]

10525 – Ex-USAF 52-2939, c/n 3050-1858B Museum of Aviation, Nikola Tesla Airport, Belgrade.[25][verification needed]

10530 – Ex-USAF 52-8435, c/n 3250-2260B Museum of Aviation, Nikola Tesla Airport, Belgrade.[26][verification needed]

Slovenia

F-84G

10642 Ex-USAF 52-2910, c/n 3050-1829B – Pivka Military History Park, Pivka.[27]

Thailand

 

F-84G at the Royal Thai Air Force Museum

F-84G

51-10582 Ex-USAF and retired Royal Thai Air Force fighter in Royal Thai Air Force Museum

Turkey

 

110572 F-84G at Atatürk Airport.

F-84G

10572 – Istanbul Aviation Museum.

19953 – Atatürk Airport, İstanbul.

RF-84F

1901 – Istanbul Aviation Museum.

1917 – Istanbul Aviation Museum.

United States

YP-84A

45-59494 – Discovery Park of America, Union City, Tennessee. Formerly at Octave Chanute Aerospace Museum at the former Chanute Air Force Base in Rantoul, Illinois.[28][29]

F-84B

45-59504 – Cradle of Aviation Museum in Garden City, New York.[30]

45-59556 – Planes of Fame Museum in Chino, California.[31]

46-0666 – Mid-Atlantic Air Museum in Reading, Pennsylvania.[32]

F-84C

47-1433 – Pima Air and Space Museum, adjacent to Davis-Monthan Air Force Base in Tucson, Arizona.[33]

47-1486 – Goldwater Air National Guard Base, Sky Harbor International Airport in Phoenix, Arizona.[34]

47-1498 – EAA Airventure Museum in Oshkosh, Wisconsin.[35]

47-1513 – Kansas Aviation Museum at McConnell Air Force Base in Wichita, Kansas.[36]

47-1530 – Cannon Air Force Base, New Mexico.[37]

47-1562 – Pueblo Weisbrod Aircraft Museum in Pueblo, Colorado.[38]

47-1595 – March Field Air Museum at March Air Reserve Base (former March Air Force Base) in Riverside, California.[39]

F-84E

 

F-84E at the USAF Museum

49-2155 – Yanks Air Museum in Chino, California.[40]

49-2285 – Texas Military Forces Museum in Austin, Texas.[41]

49-2348 – American Airpower Museum in East Farmingdale, New York.[42]

50-1143 – National Museum of the United States Air Force at Wright-Patterson Air Force Base in Dayton, Ohio. It was obtained from Robins Air Force Base, Georgia, in October 1963.[43]

51-0604 – Museum of Aviation at Robins Air Force Base, Georgia.[44]

F-84G

51-0791 – Springfield Air National Guard Base, Springfield, Ohio.[45]

51-11126 - under restoration to airworthiness by a Vulcan Warbirds Inc. for the Flying Heritage Collection in Seattle, Washington.[46][47]

52-3242 – Hill Aerospace Museum, Hill Air Force Base, Utah.[48]

52-8365 - under restoration to airworthiness by a private owner in Edmonds, Washington.[49][50]

Specifications (F-84G Thunderjet)

 

Line drawing of F-84C

Data from Encyclopedia of US Air Force Aircraft and Missile Systems[1]

 

General characteristics

 

Crew: one

Length: 38 ft 1 in (11.60 m)

Wingspan: 36 ft 5 in (11.10 m)

Height: 12 ft 7 in (3.84 m)

Wing area: 260 ft² (24 m²)

Empty weight: 11,470 lb (5,200 kg)

Loaded weight: 18,080 lb (8,200 kg)

Max. takeoff weight: 23,340 lb (10,590 kg)

Powerplant: 1 × Allison J35-A-29 turbojet, 5,560 lbf (24.7 kN)

Performance

 

Maximum speed: 622 mph (540 kn, 1,000 km/h,Mach .81)

Cruise speed: 475 mph (413 kn, 770 km/h)

Range: 1,000 mi (870 nmi, 1,600 km) combat

Ferry range: 2,000 mi (1,700 nmi, 3,200 km) with external tanks

Service ceiling: 40,500 ft (12,350 m)

Rate of climb: 3,765 ft/min (19.1 m/s)

Wing loading: 70 lb/ft² (342 kg/m²)

Thrust/weight: 0.31 lbf/lb

Armament

6 × .50 in (12.7 mm) M3 Browning machine guns, 300 rpg

Up to 4,450 lb (2,020 kg) of rockets and bombs, including 1 × Mark 7 nuclear bomb

Avionics

A-1CM or A-4 gunsight with APG-30 or MK-18 ranging radar

 

F-84F Thunderstreak

Republic XF-91 Thunderceptor

XF-84H Thunderscreech

Aircraft of comparable role, configuration and era

 

Dassault Ouragan

de Havilland Venom

Gloster Meteor

Grumman F9F Cougar

Grumman F9F Panther

McDonnell XF-85 Goblin

Bus Operator: Victory Liner, Inc.

Fleet Number: 834

Area of Operation: Provincial Operation

Seating Configuration: 2x2

Seating Capacity: 49

 

Bus Manufacturer: Nissan Diesel Philippines Corp.

Model: NDPC Euro

Chassis: Nissan Diesel JA430SAN

Engine: Nissan Diesel PE6-T

Suspension: Air Suspension

 

Taken at: Km. 147, McArthur Highway, Paniqui, Tarlac, Philippines

 

*Specifications are subjected for verification and may be changed without prior notice.

 

*note: ---

Street art is visual art created in public locations, usually unsanctioned artwork executed outside of the context of traditional art venues. The term gained popularity during the graffiti art boom of the early 1980s and continues to be applied to subsequent incarnations. Stencil graffiti, wheatpasted poster art or sticker art, and street installation or sculpture are common forms of modern street art. Video projection, yarn bombing and Lock On sculpture became popularized at the turn of the 21st century.

The terms "urban art", "guerrilla art", "post-graffiti" and "neo-graffiti" are also sometimes used when referring to artwork created in these contexts.[1] Traditional spray-painted graffiti artwork itself is often included in this category, excluding territorial graffiti or pure vandalism.

Street art is often motivated by a preference on the part of the artist to communicate directly with the public at large, free from perceived confines of the formal art world.[2] Street artists sometimes present socially relevant content infused with esthetic value, to attract attention to a cause or as a form of "art provocation".[3]

Street artists often travel between countries to spread their designs. Some artists have gained cult-followings, media and art world attention, and have gone on to work commercially in the styles which made their work known on the streets.

This is the first panorama I've ever done and it was surprisingly easy to execute. This is an old abandoned farmhouse in Floyd County, Virginia. I took this from the end of it's driveway.

 

I did the panorama from 4 handheld shots. I processed each raw image in Camera Raw and used the same ACR settings on each. I used the lens adjustment, took the sharpening to zero and added some vibrance and clarity. I changed the exposures in ACR, producing a -1/0/+1 image for each of the 4 raw files.

 

I processed each set of 3 exposures in Photomatix Pro 4.2 to produce a pseudo HDR image with the most natural looking output I could get. This was to bring out as much detail as I could in each image. At this point I had 4 TIF files ready to stitch.

 

I used Photoshop's Photomerge tool to stitch the shots and it worked very well. It took about a minute and built a really well matched panoramic image for me to then mess with. The rest of the processing was done with Topaz Adjust to pop the image, Topaz Detail to add microcontrast detail to everyplace but the sky, Nik Color Efex Pro 4 to get the color palette that I wanted and finally a blend of a Topaz Simplify layer to take out the business in some areas.

 

Hit the "L" key to see it a little larger... :D

This Mannerist triumphal arch is executed in a rustic style with real and fake rocks. Milanese architect Vermondo Resta renovated and designed this part of the wall between 1612 and 1621. The niches on the lower level were once filled with mythological paintings which have since been retouched and repainted