View allAll Photos Tagged LEGENDARY
Edinburgh Castle is a historic fortress which dominates the skyline of the city of Edinburgh, Scotland from its position on the Castle Rock. Archaeologists have established human occupation of the rock since at least the Iron Age (2nd century AD), although the nature of the early settlement is unclear. There has been a royal castle on the rock since at least the reign of David I in the 12th century, and the site continued to be a royal residence until the Union of the Crowns in 1603. From the 15th century the castle's residential role declined, and by the 17th century it was principally used as military barracks with a large garrison. Its importance as a part of Scotland's national heritage was recognised increasingly from the early 19th century onwards, and various restoration programmes have been carried out over the past century and a half. As one of the most important strongholds in the Kingdom of Scotland, Edinburgh Castle was involved in many historical conflicts from the Wars of Scottish Independence in the 14th century to the Jacobite Rising of 1745. Research undertaken in 2014 identified 26 sieges in its 1100 year-old history, giving it a claim to having been "the most besieged place in Great Britain and one of the most attacked in the world".
Archaeological investigation has yet to establish when the Castle Rock was first used as a place of human habitation. There is no record of any Roman interest in the location during General Agricola's invasion of northern Britain near the end of the 1st century AD. Ptolemy's map of the 2nd century AD shows a settlement in the territory of the Votadini named "Alauna", meaning "rock place", making this possibly the earliest known name for the Castle Rock.This could, however, refer to another of the tribe's hill forts in the area. The Orygynale Cronykil of Andrew of Wyntoun (c. 1350 – c. 1423), an early source for Scottish history, names "Ebrawce" (Ebraucus), a legendary King of the Britons, as having "byggyd [built] Edynburgh". According to the earlier chronicler, Geoffrey of Monmouth (c. 1100 – c. 1155), Ebraucus had fifty children by his twenty wives, and was the founder of "Kaerebrauc" (York), "Alclud" (Dumbarton) and the "Maidens' Castle". The 16th-century English writer John Stow (c. 1525 – 1605), credited Ebraucus with building "the Castell of Maidens called Edenbrough" in 989 BC. The name "Maidens' Castle" (Latin: Castra or Castellum Puellarum) occurs frequently up until the 16th century.
In Greek mythology, Medusa (Greek: Μέδουσα (Médousa), "guardian, protectress") was a gorgon, a chthonic female monster; gazing upon her would turn onlookers to stone. She was beheaded by the hero Perseus, who thereafter used her head as a weapon until giving it to the goddess Athena to place on her shield. In classical antiquity and today, the image of the head of Medusa finds expression in the evil-averting device known as the Gorgoneion. She also has two gorgon sisters.
Legendary GCR driver Bill Gwilt (ex-BR Bedford and Camden sheds) chats to our guard after running round at Leicester North on British Railways Standard 9F 2-10-0 92214.
Camera: Canon EOS 450D
Lens: Canon 70-200mm f/4
f/stop: f/4
Focal Length: 104mm
Shutter Speed: 1/500sec.
ISO: ISO 400
The legendary man Abdul Sobhan is a dock yard labour. Around 55 years old & about 15 years workinging in dock yard. Every morning 7am began his work & 6pm closing. Only 250 to 300 taka daily wages.
Dhaka_Bangladesh
Legendary Edwardian Actress Gabrielle Ray (28 April 1883 - 21 May 1973), once died and return with a new life
Printed on Cotman Water Colour Paper F2 Medium / exposed for 5hrs
Jacquard cyanotype kit (Potassium Ferricyanide & Ferric Ammonium Citrate)
Toning: Jasmine tea (varnished)
Enlarger: Lucky II-C (Nikon EL-NIKKOR/1：4/f=50mm)
Film carrier: Glass plates
Negative film: 35mm (135) film (Fuji Acros 100) transferred from digital image (taken from an antique collotype postcard) with film recorder (Polaroid Digital Palette CI 5000S)
Light source: High power (50w) UV LED unit (SMD=surface mounted LED modules)
ps.
This is closer to the actual color than the image read by the scanner.
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Chassis No V2 (the second of three prototypes).
Official designations:- Sd Kfz 182 Panzerkampfwagen VI Ausf B, VK45.03(H).
Built January 1944 by Henschel & Sohn.
The Tiger II was developed from the legendary Tiger I and combine thick armour with the Panzer style sloping hull design. Production began in 1944 and 492 had been built by the end of the war.
The type was informally known ‘Königstiger’ which is German for ‘Bengal Tiger’. The literal translation, however, is ‘Royal Tiger’ which led to it being known to Allied troops as the ‘King Tiger’ (which seems somehow appropriate!).
The type saw significant use in several major battles in the last year of WW2, including in Normandy in July 1944 as well as Operation Panzerfaust (the taking of Budapest) in October 1944, the Ardennes Offensive (The Battle of the Bulge) in December 1944 and the Battle of Berlin leading up to the final days of the war.
At least eight are known to survive of which two are at Bovington.
This is the second prototype of the production design. It was retained by Henschel for trials, eventually being captured at the Henschel testing ground at Haustenbeck. It is fitted with the Krupp turret originally designed for both the Henschel or Porsche prototype designs, the VK45.01(H) and VK45.02(P). After unsuccessful trials these two types were abandoned in favour of a third design, the VK45.03(H), which became production Tiger II. Several Krupp turrets had already been manufactured so the first fifty Tiger IIs were fitted with these left-over Krupp turrets, the remaining Tiger II production having the standard turret.
Along with a late production Tiger II, this rare prototype is on display at The Tank Museum, Bovington, Dorset, UK.
26th July 2016
The following info is partly from the excellent Tank Museum website:-
“Known variously as the Tiger Ausf. B, Tiger II or Königstiger (the British also referred to it as the `Royal Tiger’), 489 Tiger IIs, were produced at the Henschel assembly plant, between January 1944 and March 1945. However, despite lacking in numbers, and being prone to mechanical and mobility issues based on its size and weight, the Tiger IIs combination of devastating firepower, and thick sloped armour plate, made it a formidable adversary for Allied forces on the rare occasions it was encountered on the battlefield.
In May 1942 the German Ordnance Department Waffenprüfamt 6 (weapons Proving Office) identified the key characteristics of the tank design which was intended to replace the Tiger I. It was identified as having a gun capable of defeating 100mm of rolled homogenous armour at 1,500m, armour protection of 150mm front, and 80mm side and rear, and the mobility to move at 40kph.
Both the Henschel and Porsche designs teams were tasked with working on this project and they developed two different prototypes VK45.01(H) and VK45.02(P) respectively (VK refers to Volketten – fully tracked). Flaws in these two designs; VK45.01(H) a 45 tonne design mounting a tapered bored gun which used increasingly rare tungsten ammunition was cancelled, and the Porsche design; VK45.02(P) was based on the earlier rejected design for the Tiger I with enhanced armament, Rheinmetall-Borisg’s 8.8cm Flak 41 L/74 gun. The Porsche design was also rejected due to issues over mechanical reliability, its electric drive train, and the use of scarce materials. Improving on their original design, and hitting the design criteria, Henschel’s VK45.03 (H) design was subsequently chosen incorporating the new 8.8cm KwK 43 L/71 gun.
Construction of turrets and hulls were undertaken by Krupp, with Dortmund Hörder Hutten Verein and Skoda Works of Czechoslovakia producing armour components. Turrets were assembled at Wegmann and Company before arrival at Henschel’s assembly plant for marrying up with the hulls. Although an order for 1,500 Tiger IIs was tendered the impact of RAF bombing from October 1943 onwards had a severe impact on Henschel’s facilities and production was limited to less than a third of this figure.
Designed and produced by Krupp, the Tiger IIs longer more powerful 8.8cm KwK 43 L/71 gun had been developed to increase its armour piercing effectiveness at longer ranges over that of the original 8.8cm KwK 36 L/56 gun fitted to the Tiger I. Using a sectional Monobloc design, which simplified manufacturing and improved barrel wear, the KwK 43 gun had been redesigned to fit inside the tank turret and featured improvements to its recoil system, fume evacuation and breech.
Firing at a higher velocity, and on a flatter trajectory, the penetration figures for the Tiger IIs gun show that using Pzgr. 39/43 armour piercing ammunition the 8.8cm KwK 43 L/71 gun was capable of penetrating the frontal armour of a Sherman, Cromwell, Churchill and T-34-85 tank at ranges out to at least 2,600 metres.
The first fifty Tiger IIs were fitted with the Porsche and Krupp designed turrets from the abandoned VK 45.02 (P) project, following that a new, simpler production design was introduced to enable mass production. This turret, frequently, and incorrectly named, the ‘Henschel’ turret, was much easier to build as it eliminated many of the complicated curved forgings and extensive machining which the original turret had demanded. The slightly sloped front plate of this new turret also eliminated the shot trap which had existed on the old design and had the benefit of providing greater internal turret room space allowing 86 rounds of ammunition to the Porsche designed turret’s 80.
Complementing the Tiger IIs formidable gun was the use of 150mm thick sloped armour plates for the glacis plate (including a cut-out in the plate for the driver’s periscope), as well as 180mm of armour for the turret, factoring in the angled plate and the increased chance of ricochets, the Tiger IIs armour was thick enough to make it effectively invulnerable to frontal penetration (although theoretically the 17-pdr firing APDS could penetrate it). Consequently, Allied forces had to target the weaker side and rear armour plates, which were 80mm thick, if they were to stand a chance of overmatching the Tiger IIs armour protection.
Modifications to the Tiger during its production run included the application of Zimmeritt paste, a turret ring guard, hangers for spare track links, and a monocular TZF 9d Telescopic Sight.
Unfortunately, the enhanced armour protection afforded to the Tiger II had helped to increase in size and the (combat) weight of the design to 69.8 tonnes. This had a detrimental effect on the Tiger II in terms of its strategic mobility; that is its ability to cross obstacles such as bridges, and transportation to the battlefield. Moreover once on the battlefield the Tiger IIs weight size meant that manoeuvrability through unsuitable country, such as close and boggy terrain, tended to slow or hamper the Tiger IIs battlefield mobility, a situation which was compounded by mechanical problems, and the lack of a suitable armoured recovery vehicle to assist in recovery, which either meant trying to recover the vehicle with another Tiger II or destroying the vehicle.
Tiger IIs were issued to existing independent heavy tank battalions (Schwere Panzer-Abteilung) of the Army and Waffen SS and in small numbers to the Panzer Lehr trials unit and the Feldherrnhalle Division. Ideally these independent heavy tank battalions would be organised with 45 Tiger IIs in three companies of 14 Tiger IIs each with the remaining 3 Tiger IIs making up the headquarters. The first Tiger II heavy tank battalion to engage in combat was the Army’s 503rd Schwere Panzer-Abteilung in Normandy on the 11th July 1944 with the 501st Schwere Panzer-Abteilung being the first to employ Tiger IIs on the Eastern Front. No Tiger IIs were deployed to the fighting in Italy.
This Tiger II was the second prototype of three built by Henschel, with the Chassis Number V2 (Versuchs-Fahrgestell No. V2 (Trial Chassis V2)), and completed in January 1944. It was not issued to a combat unit, remaining with Henschel were it was used for various trials. It was later captured by the British at the Henschel testing area in Haustenbeck, Germany at the end of the War. It is still fitted with a modified exhaust pipe that Henschel were using to test exhaust pressure.
The turret rear was designed to be removable to allow the removal and refitting of the 8.8 cm KwK 43 gun. On our example the rear wall was removed and lost at some time Post-War and it has been replaced with a wooden panel. Also lost, presumably at the same time, was the commander’s cupola.
After its capture the vehicle had its original tracks replaced with a set of Kgs 73/800/152 single link cross-country tracks removed from a second Tiger Ausf. B (Chassis Number 280009 or 280012) that was also on site at Haustenbeck. These tracks had only been introduced in March 1945.”
James Hunt was notorious for his unconventional behaviour on and off the track, which earned him a reputation for cavalier indulgence in both alcohol and sex. Having been part of Formula One when the series was consolidating its global popularity, Hunt's image was the epitome of the unruly, playboy driver, with a touch of English eccentricity (which included dining with his pet German Shepherd, Oscar, at expensive Mayfair restaurants).
Early in their careers Hunt and Niki Lauda were friends off the track. Lauda occasionally stayed at Hunt's flat when he had nowhere to sleep for the night. In his autobiography To Hell and Back, Lauda described Hunt as an "open, honest to God pal." Lauda admired Hunt's burst of speed while Hunt envied Lauda's capacity for analysis and rigour. In the spring of 1974, Hunt moved to Spain on the advice of the International Management Group. Whilst living there as a tax exile, Hunt was the neighbour of Jody Scheckter, and they also came to be very good friends, with Hunt giving Scheckter the nickname Fletcher after the crash-prone bird in the book Jonathan Livingston Seagull. Another close friend was Ronnie Peterson. Peterson was a quiet and shy man, whilst Hunt was exactly the opposite, but their contrasting personalities made them very close off the track. It was Hunt who discovered Gilles Villeneuve, whom he met after being soundly beaten by him in a Formula Atlantic race in 1976. Hunt then arranged for the young Canadian to make his Grand Prix debut with McLaren in 1977.
Source: Wikipedia
Classic Jeep advertisement celebrating the CJ-5 Laredo. It's no wonder the Jeep brand has stayed on track for over seven decades - the capability theme has never changed. Read the copy from 1980 with it's strong style and resale value story and it could be substituted for a JK of today.
Copy:
The legendary Jeep vehicles have been protecting forests, transporting troops, delivering mail, plowing snow, winning races and weathering storms for more than a quarter of a century. Longer than a lot of vehicles have even existed.
They've given American drivers more outward mobility, rugged performance and pure fun than any single car in history. And they've held onto their value like they've held onto their legendary design, transcending passing styles season after season, year after year.
But today's Jeep CJ is more than its famous four wheels driving into the sunset. It's the option of contoured buckets, room for four, carpeting, air conditioning, stereo ... hardtop. soft top, no top at all. And something you'll appreciate every time you drive: more miles per gallon than any 4-wheeler made in America. No other vehicle can meet your demands and desires in quite the same way.
Jeep CJ wasn't born a legend. It had to earn the respect of the world's toughest drivers, and keeps on earning it every day. On wilderness trails and unplowed streets. On the job and out on the town. That's why the legend lives on.
spotted this immaculate rare to see Classic Datsun 240Z. Its from a dry state in North America and the body work is rust free.
Xerneas Legendary Pokemon
Gijinka Cosplay
Cosplayer Kamui Kate of 775 Cosplay
Manny Llanura Photography
Legendary Edwardian Actress Gabrielle Ray (28 April 1883 - 21 May 1973)
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Printed on a plaster plate (φ100mm) / exposed for 10 min
Sensitizer: VanDyke Brown print solution / The photosensitizer was made into a viscous emulsion (allows the sensitizer to be uniformly dispersed) by adding professional white or clear medium and applied to the plaster plate with a brush.
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Fixing agent: Citric acid solution & sodium thiosulfate solution
Toning: none
Enlarger: Lucky Attache-35 (EL-Nikkor 1:2.8 f=50mm)
Film carrier: 35mm carrier
Negative film: 35mm (135) film (Fuji Acros 100) transferred from a digital image (taken from an antique collotype postcard) with a film recorder (Polaroid Digital Palette HR 6000)
Light source: High power (50w) UV LED unit (SMD=surface mounted LED modules)
New group was created. If you like, please join.
Stunning TKD WAP-7 #30334 storming through Misrod @ MPS charging "Legendary" 12622 NDLS-MAS Tamil Nadu SF Express.
Modeled after the legendary Millennium Falcon and designed by a brilliant engineer and pilot, this ship is the latest of his creations that portray the heroic characteristics of the famous smuggler, Han Solo. By integrating his own sleek tastes, however, the pilot accidentally ushered in his own ship's legacy...
This model was entered into the Rebrick "Freighter Wars" contest, held in 2017.
It seems hard to imagine that an artform as recent as iPhoneography would have it's legends already.
Nacho Cordova, a long time traditional photographer who became well known for his contributions towards advancing iPhoneography was killed in an accident last weekend.
He was an early joiner of the Amazing iPhoneography group, someone I just recently met here on Flickr and would like to have had more time to get to know him better.
There is most certainly controversy over what iPhoneography actually is. Whether is it's purely 100% done with an iPhone or using an iPad or iPod Touch to process a shot taken with something else. I see it as a whole emerging genre with an identity much like when you order a 'Coke' at a restaurant. Not that an iPhone or Coke could ever be considered generic, but they are the leaders. When I did my research to start the group, I looked at all these factors. iPhoneography had the most passion and life to it compared to other specific types of cameraphone photography.
See Nacho's perspective on iPhoneography here and I tend to agree. And here is just one example of what Nacho gave to the iPhoneography community.
Links to the news article and to Nacho's blog, Foto-Rhetoric are in this article from Life In LoFi.
He was a legend indeed.
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Apps used: Lo-Mob, LensFlareHD and MontagePro
Please!! NO Awards or Large Graphics...Group Buddy Icons are OK. Also, please do not insert your own pictures in your comments on my stream unless specifically requested. Thank You!
© CPMcGann. All rights reserved. If you are interested in using my images, please contact me first.
Legendary Edwardian Actress Gabrielle Ray (28 April 1883 - 21 May 1973)
Printed on Cotman Water Colour Paper B5 Fine / exposed for 4hrs
Jacquard cyanotype kit (Potassium Ferricyanide & Ferric Ammonium Citrate)
Toning: jasmine tea (thick) & slightly bleached
Enlarger: Lucky Attache-35 (EL-Nikkor 1:2.8 f=50mm)
Film carrier: 35mm carrier
Negative film: 35mm (135) film (Fuji Acros 100) transferred from a digital image (taken from an antique collotype postcard) with a film recorder (Polaroid Digital Palette HR 6000)
Light source: High power (50w) UV LED unit (SMD=surface mounted LED modules)
New group was created. If you like, please join.
Led by its customary ET ALCo twins , the legendary Karnataka express skips TDV at around 15 kmph due to a TSR for the on going electrification work !!
Resting Buddha...inspired by Serena's statue in Australia....and reinterpreted here as the Illustration Friday challenge: "Legendary."
See Serena's Blog here:
...See the actual photo here:
artbyserena.blogspot.com/2009/01/sacred-life-sunday-photo...
“Look famous.
Be legendary.
Appear Complex. Act easy.
Radiate presence.
Travel light.
Seem a dream. Prove real.”
~Author Unknown
Chassis n° A5/537/U
Third Series - 1½ litre
24 Hrs du Mans - 1935
'Based on the MkII chassis, the Ulster was the apotheosis of the pre-war sporting Aston Martin. A replica of the 1934 team cars which had finished 3rd, 6th, and 7th in the Ulster TT race, it was made available to amateur racers for just £ 750.' – Michael Bowler, 'Aston Martin – The Legend'.
Of the 31 Aston Martin Ulsters built, including 10 team cars, 28 survive and the whereabouts of all are well known. No doubt the car's legendary robustness played a part in this quite exceptional survival rate. The example offered here - chassis number 'A5/537/U', registered 'CML 719' - was delivered on 11th June 1935 to Gordon Watney Ltd of Brook Street, London W1 for their client, Mr C Trehorne Thomas, who was to drive it in that year's Le Mans 24 Hours Race. 'CML 719' is depicted in the famous photograph of the seven-car line-up of Aston Martins at the '35 Le Mans, which shows that it had a high radiator when delivered. The low radiator was introduced later in the year (after chassis number '555') and 'CML 719' has had one since at least 1950. It is worth noting that the registration number is in sequence with the team cars 'CML 720', 'CML 721' and 'CML 722'.
Thomas's co-driver at Le Mans was Michael Kenyon, and their Ulster carried competitor number '32'. The pair had a good race, finishing 10th overall and 5th in class, and tying for 7th place in the Rudge Cup with the race-winning 4½-litre Lagonda of Hindmarsh/Fontes. This is Thomas's only known outing with 'CML 719', suggesting that the car was, in fact, on loan to him.
After its successful Le Mans outing, 'CML 719' was placed in storage at the Feltham factory. Dated 24th January 1936, the first entry on the service record card states: 'Batteries charged. Plugs cleaned & car stored from 22.8.35 till 24.1.36'. In February 1936, 'CML 719' was advertised for sale in The Autocar by H R Owen of Berkeley Street, London W1 as a '1935 Aston Martin Special Racing Le Mans 2-seater, only driven in Le Mans 24 hour race; part exchange, deferred terms'.
It took some time to find a buyer, and in May the description was expanded to include the chassis number, 'A5/537/U': 'specially prepared for the 1935 Le Mans Twenty-Four Hour Race, and only driven in this; since then it has been checked by Messrs. Aston Martin and is passed by them as being in 100 % condition; £ 485; part exchange, deferred terms'. Later in 1936, the Ulster was purchased by one E C W Stapleton of Margate, Kent, who at some time had the front axle, steering arms, and exhaust chromium plated.
The quintessential Aston Martin owner, Mr Stapleton was soon competing with his newly purchased Ulster, and at the BOC Lewes Speed Trials on 21st August 1936, finished 2nd in the 1,500cc class, 1st in the Novices' race, and won the Novice's Cup. Competitor number '310', Stapleton started from London in the January 1937 MCC Exeter Trial, winning a Bronze Medal. He continued competing with the Ulster throughout 1937, taking part in the RAC Hastings Rally (finished), the MCC London to Land's End Trial (number '105'), and the Derby & District Motor Club 12 Hour Sports Car Race at Donington in July. Partnered in the latter event by one Morris-Goodall, Stapleton finished 15th overall and 10th in class. He rounded off the season at the MCC Members' Day at Brooklands on 25th September 1937, finishing 1st in a two-lap handicap.
In January 1938, Stapleton and 'CML 719' (number '316') won another Bronze Medal in the MCC Exeter Trial but were forced to retire from the MCC Edinburgh Trial in June. The only British entry, the Ulster retired early from the 24-Hour Sports Car Grand Prix at Spa Francorchamps in July, Stapleton's co-driver at that event being one T M Gay. In September, Stapleton and the Ulster were back at Brooklands for the MCC's meeting, winning a Premier Award in the One-Hour Speed Trial, finishing 1st in the two-lap handicap, and setting the fastest flying lap in class at 80.98 mph (130.32 km/h). Stapleton was less active the following year, entering but failing to start the MCC's Land's End Trial and being un-placed at the JCC Members Day at Brooklands, these being his only known outings with the Ulster.
Almost certainly laid up for the war years, 'CML 719' was mechanically overhauled in 1948 and may well have been the Ulster advertised for sale in The Autocar during September and October of that year. Friary Motors' advertisement stated that the car had been 'recently completely reconditioned... body re-sprayed, chromium plated front axle; offered at £645, including spare differential assemblies, wheels and tyres'. It is believed that the lower radiator was fitted at this time.
In 1949, Stapleton sold 'CML 719', its next recorded owner, from 1949 or 1950, being Commander G M Hallett, RN of Camberley, Surrey. Entered by Cmdr Hallett in the AMOC Rally at Chateau Impney on 14th May 1950, the Ulster finished 1st in the Driving Tests. Later that same year, in December, the car was treated to a major overhaul; the engine was rebuilt with new-type con-rods, new camshaft, special lipped cylinder liners, timing chain, and rocker cover, while in addition a new hood and tonneau cover were fitted, and the seats repaired, etc.
In 1951, 'CML 719' was bought by Peter Stewart of East Ewell, Surrey, and prepared for that year's Bol d'Or where it would form part of a three-car team of Ulsters together with 'L4/525/U' and 'B5/555/U'. Despite two unscheduled pit stops to fix a detached dashboard, which had caused the starter cable to short out, Stewart brought his Ulster home in 7th place overall and 4th in class. On 27th October 1951, he took part in the first meeting held at the new Snetterton circuit in Norfolk (number '9').
Following another engine rebuild, 'CML 719' passed to Peter Stewart's brother, A B 'Bow' Stewart, in 1952. For the next three years, Bow Stewart and the Ulster were regular competitors at AMOC and other events, racing at Snetterton, Silverstone, and Goodwood. Noteworthy results include 2nd place in the five-lap handicap race for 1½-litre Aston Martins at Snetterton on 24th April 1954 (number '77'), and a 1st Class Award in the Half-Hour Regularity Trial at the St John Horsfall Meeting, Silverstone on 24th July '54 (number '92'). The following day at the AMOC Thame Concours, 'CML 719' was judged the most sporting entry (number '21'). In 1953, Bow Stewart had written that on test the engine was giving up to 78bhp, that the 'correct' compression ratio was 9.7:1 and that he had his 'up to 10.5:1 without trouble (and without any advantage)'. In August 1954 the engine was once again dismantled and overhauled.
Sold by Bow Stewart in 1956, the Ulster was next owned by one T R T Van Sickle of Winchester, Hampshire, who competed with it in a Regularity Trial and the Elwell Smith and St John Horsfall Trophy races at the AMOC St John Horsfall Meeting, Silverstone on 13th July 1957 (number '174'). Still in Mr Van Sickle's possession in 1959, 'CML 719' was owned briefly in 1967 by Peter J Satchell of Buntingford, Hertfordshire but had been sold by November 1968.
In November 1972, the Aston was owned by one N N Robson of Palm Beach, Florida, who kept it until at least November 1974. Advertised in Hemmings Motor News in 1975, 'CML 719' was bought by Richard Gross of Newtown Square, Pennsylvania. Between 1975 and 1986, Richard Gross competed in track and concours events run by AMOC USA, the Southern Vintage Racing Association, and the VSCCA, frequently achieving podium places - often 1st - in class.
In May 1996, the Ulster was purchased from Mr Gross by Robert J Burt of Princeton, New Jersey, who raced it at AMOC, VSCCA Lime Rock, Nassau Classic Car, and Monterey Historic Motor Sport Association meetings. 'CML 719' was the overall winner at the Louis Vuitton concours at Parliament Square, Nassau in 1997; qualified at Pebble Beach in 1997; and won the Gordon Glenn Trophy in 1996, '97, and '98, awarded by AMOC to members participating in overseas events.
Sold to the current owner in 2003, the Ulster has since then participated in the Historic Mille Miglia (2004, 2005, and 2006) and entered the most of the many prestigious regularity races, meetings, and concours events in Italy and throughout the rest of Europe.
The car comes with an indoor cover and a racing exhaust system, while accompanying documentation consists of FIA, FIVA UK, and FIVA Italy papers, and an ASI Identity Certificate. Also included in the sale is its AMOC-produced, individually chassis-numbered Owners' Edition of 'Aston Martin Ulster', leather bound and featuring an aluminium plate on the cover etched with the car's photograph. Only 31 copies of the Owners' Edition were printed. Representing a once-in-lifetime opportunity to acquire a well-documented example of Aston Martin's finest sports car of the pre-war era, 'CML 719' is eligible for all the most important historic motor sports events including Le Mans and the Mille Miglia.
Les Grandes Marques du Monde au Grand Palais
Bonhams
Sold for € 2.012.500
Estimated : € 1.600.000 - 1.800.000
Parijs - Paris
Frankrijk - France
February 2017