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“Lineage, personality, and environment may shape you, but they do not define your full potential.”
― Mollie Marti
Montgomery, AL
The Bell AH-1 Cobra helicopter has struck fear in the hearts of the enemy for more than 30 years. Armed helicopters first came into widespread use in Vietnam in the early Sixties. Limitations of the modified armed utility helicopters initially used led to the specially configured attack helicopter. The later models of the AH-1 Cobra, with its proven firepower and maneuverability, went on to fight in every major US military operation since Vietnam. The Cobra continued its service with the US Marines as of 2008, as well as eight other foreign nations.
The Cobra traces its lineage from the UH-1 Huey and was originally developed for the US Army in the mid-sixties. The Cobra's designation shows this heritage, being treated as a subvariant of the H-1 pattern, and with the exception of certain US Army models, does not overlap with other UH-1 subvariants. The original Cobra retained the Huey's engine, transmission, and other major parts, but replaced the Huey's bulky fuselage with a thin profile fuselage with tandem seating. The Marine Corps later adopted a twin engine variant of the airframe to perform troop helicopter escort and provide autonomous tank killing capability. Through the years, the Cobra went through extensive modernization. The Marine Corps AH-1W Super Cobra boasts an advanced Night Targeting System (NTS) and a full suite of survivability equipment and the planned AH-1Z Viper boasts even further improved capabilities.
The primary missions of the Cobra have been helicopter Close Air Support (CAS), escort of transport helicopters and ground convoys, armed reconnaissance, helicopter air-to-air attack, anti-shipping operations, and coordination and terminal control of fixed wing CAS, artillery, mortars, and naval gunfire. It was the only western attack helicopter with a proven air-to-air and anti-radar missile capability for many years. The rear seat pilot is primarily responsible for maneuvering the aircraft. The front pilot controls the aircraft's weapons systems, but he also has a full set aircraft controls.
The development of the Bell AH-1 "Huey" Cobra dates back to the 1960's when the need was recognized for a light fast armed escort helicopter designed specifically to carry weapons and be able to target them very accurately. Bell Helicopter (now Bell Helicopter Textron) had already evolved the first dedicated attack helicopter design, based on the use of UH-1 Huey dynamics (rotors, drives, engine) with a new fuselage. Bell also built a company-sponsored, scaled-down prototype using H-13/Model 47 series components, its Model 207 Sioux Scout.
The Lockheed AH-56A Cheyenne had been designed to meet the US Army's requirement for the Advance Aerial Fire Support System (AAFSS), a program which began in 1964. Lockheed rolled-out the first prototype on 3 May 1967. While the Army went forward with its sophisticated AAFSS program to provide an attack helicopter, Bell proceeded with another company-sponsored prototype, Model 209, using the Huey dynamics and an airframe similar to the initial design. Bell Helicopter-Textron began design of the model 209 AH-1 "Huey" Cobra in 1965 as a successor to it's UH-1B/UH-1C "Huey" in the gun ship role. The result, incorporating the best features from the UH-1C "Huey", and many parts in common with the UH-1D, was the World's first dedicated attack helicopter. The 209 first flew in September 1965.
The Army wanted a small agile Advanced Attack Helicopter (AAH) with a less complicated fire control and navigation system than the AH-56A Cheyenne. The urgent need for greater armed helicopter performance in Vietnam and the success of the 209 led to Army orders for prototypes and production models of the 209 as interim attack helicopters, pending production of the AAFSS (which, ultimately, was never to occur). Carried over from the 209 were the slim fuselage with tandem cockpits (gunner in front of pilot), the Lycoming T-53 engine, stub wings with store stations and the under nose turret. Its retractable skid landing gear was replaced by a fixed gear. The Bell (model 209) AH-1G Cobra featured the new "540" wide-bladed rotor, and a slim fuselage, that gave it twice the speed of the UH-1B Huey. It could could loiter over the target area three times as long, and had an improved armament system over previous gun ships.
The decision to buy the Cobra, which was built primarily of Huey parts and thus a quick and relatively cheap development for Bell, created strong conflict within the Army between operators and material developers. At the time the material developers had spent years and huge amounts of money developing the advanced AH-56 Cheyenne attack and reconnaissance helicopter. After several months of discussion, the Chief of Staff of the Army called the director of Army Aviation and the Vice Chief of Staff of the Army into his office to settle the issue. He asked the director of Army Aviation Colonel George P. Seneff what the soldiers in Vietnam needed. Colonel Seneff told Chief of Staff General Harold K. Johnson and Vice Chief of Staff General Creighton Abrams that the soldiers were dying now, not in the future. They needed the Cobra. Partly based on their suggestion, General Johnson made the decision to buy the Cobra.
San Pedro de Caserras (Sant Pere de Casserres in Catalan) is a former Benedictine monastery in the municipality of Masías de Roda, in the Catalan region of Osona (Spain). It is located in the inner part of a very steep meander of the river Ter, at the moment half surrounded by the reservoir of Sau.
History
It is said that in 1006, Viscountess Ermetruit of Osona-Cardona, together with her daughter-in-law, raised money for the foundation of the monastery they wanted to convert into the family monastery. Finally, it was Osona-Cardona's Enchantment who was able to see the consecration of the abbey in 1053, although a Benedictine community had already been established since a few years before. It was burial place of this lineage and other noble families of the region, main benefactors of the community. It was also a place of retreat for some single women who came to die at San Pedro. They left their estate in inheritance in exchange for being accompanied at the time of his death.
In 1079, the Viscounts of Cardona joined the monastery to the Benedictine abbey of Cluny, becoming the administrative center of the possessions of this monastery in Catalonia, among them the monastery of San Ponce de Corbera. The bad relations with the bishopric of Vich, the earthquakes and the depopulation made that it entered in decadence.
His prior Pere de Mataró was imprisoned in the episcopal palace of Vich while a group of men looted the monastery. From then on he began to have priors commendatarios. The first of them was Pero de Luna, future pope of Avignon and Peñíscola, Benedict XIII in 1376.
In 1573, Philip II, before the death of his last prior, joined him to the Jesuit College of Bethlehem in Barcelona, until Charles III in 1767 decreed the expulsion of the Society of Jesus. From then on, the monastery remained in the hands of individuals until the year 1991 when the County Council of Osona acquired the building. Between 1994 and 1998 the Consell Comarcal together with the Generalitat of Catalonia carried out a complete reform, respecting the structure and the original construction system.
It was declared Historical Artistic Monument in the year 1931.
Building
The church of San Pedro is of quadrangular plan, something broader than long, with three naves separated by two cruciform pillars that support the arches torales. The three naves are covered by barrel vaults and finished each with a semicircular apse, covered with quarter of a sphere vault. They were decorated with wall paintings, which still can see some fragments in place.
In the exterior the apses are decorated in the Lombard style, with a frieze of blind arcuaciones and lesenas. The central apse instead of arcuations has windows and a sawtooth frieze.
The bell tower is square tower and only two floors. On the upper floor there are two half-point windows on each side. Its roof is four slopes.
Cloister.
The cloister is of rectangular plant. The north and west galleries are made up of semicircular arches resting on simple columns, whose capitals (with little elaborate vegetal and geometric ornamentation) are replica of the originals that were transferred to the Episcopal Museum of Vich. Only the one at the northeast corner was left as a sample. The columns do not rest on a running perpendicular (as in most of the Catalan cloisters) but on a platform that protrudes low on the patio floor. Another exception is the simple columns of the angles, when the most common is that you find pillars or sheaves of shafts.
The east and south galleries are composed of square and architrave pillars. Leaving these two different models in the pandas allowed to demonstrate the two historical phases of its construction: the phase of its foundation and that which took place after the earthquake of 1428.
The panda is the oldest in the building. Along this space are the following dependencies:
Desk-library, which has two floors; In the top there are remains of paintings.
Chapter room of reduced dimensions.
Vaulted and two-door dormitory, one to the east and one to the south that communicated with the latrines (now disappeared). These doors are lined with a smooth eardrum.
The north wall of the cloister is attached to the south nave of the church. In the reconstruction were located here two funeral arcosolios. The southern panda houses the vault-covered refectory, plus the kitchen. In the west panda is the cilla and on this, on the second floor, the abbot's private cell. The cilla was acceded by a special vestibule abierto in the base of the bell tower.
San Pedro de Caserras (Sant Pere de Casserres en catalán) es un antiguo monasterio benedictino en el término municipal de Masías de Roda, en la comarca catalana de Osona (España). Se encuentra situado en la parte interior de un meandro muy pronunciado del río Ter, actualmente medio rodeado por el embalse de Sau.
Historia
Consta que en el año 1006, la vizcondesa Ermetruit de Osona-Cardona, junto con su nuera Engúncia, recaudaban dinero para la fundación del monasterio que querían convertir en el cenobio familiar. Finalmente fue Engúncia de Osona-Cardona quien pudo ver la consagración de la abadía en el año 1053, aunque ya estaba instalada una comunidad benedictina desde unos años antes. Fue lugar de enterramiento de este linaje y de otras familias nobles de la comarca, principales benefactores de la comunidad. Fue también lugar de retiro para algunas mujeres solas que venían a morir a San Pedro. Dejaban en herencia sus bienes a cambio de estar acompañadas en el momento de su fallecimiento.
En el año 1079, los vizcondes de Cardona unieron el monasterio a la abadía benedictina de Cluny, pasando a ser el centro administrativo de las posesiones de este monasterio en Cataluña, entre ellas el monasterio de San Ponce de Corbera. Las malas relaciones con el obispado de Vich, los terremotos y la despoblación hicieron que entrara en decadencia.
Su prior Pere de Mataró estuvo preso en el palacio episcopal de Vich mientras un grupo de hombres saqueaban el monasterio. A partir de entonces comenzó a tener priores comendatarios. El primero de ellos fue Pero de Luna, futuro papa de Aviñón y de Peñíscola, Benedicto XIII en 1376.
En 1573, Felipe II, ante la muerte de su último prior, lo unió al colegio de jesuitas de Belén de Barcelona, hasta que Carlos III en 1767 decretó la expulsión de la Compañía de Jesús. A partir de entonces, el cenobio quedó en manos de particulares hasta el año 1991 cuando el Consejo Comarcal de Osona adquirió el edificio. Entre 1994 y 1998 el Consell Comarcal junto con la Generalidad de Cataluña realizaron una reforma completa, respetando la estructura y el sistema de construcción original.
Fue declarado Monumento Histórico Artístico en el año 1931.
Edificio
La iglesia de San Pedro es de planta cuadrangular, algo más ancha que larga, con tres naves separadas por dos pilares cruciformes que soportan los arcos torales. Están cubiertas las tres naves por bóvedas de cañón y acabadas cada una de ellas con un ábside semicircular, cubiertos con bóveda de cuarto de esfera. Estaban decorados con pinturas murales, que aún se pueden ver algunos fragmentos en su lugar.
En el exterior los ábsides están decorados al estilo lombardo, con un friso de arcuaciones ciegas y lesenas. El ábside central en lugar de arcuaciones tiene ventanas y un friso de dientes de sierra.
El campanario es de torre cuadrada y solamente de dos pisos. En el piso superior tiene dos ventanas de medio punto en cada lado. Su tejado es a cuatro vertientes.
Claustro.
El claustro es de planta rectangular. Las galerías norte y oeste están formadas por arcos de medio punto que descansan en columnas simples, cuyos capiteles (con ornamentación vegetal y geométrica poco elaborada) son réplica de los originales que fueron trasladados al Museo Episcopal de Vich. Sólo se dejó como muestra el que se encuentra en el ángulo noreste. Las columnas no descansan sobre un antepecho corrido (como en la mayoría de los claustros catalanes) sino sobre una plataforma que sobresale a poca altura sobre el suelo del patio. Otra excepción son las columnas simples de los ángulos, cuando lo más común es que se encuentres pilares o gavillas de fustes.
Las galerías este y sur están compuestas por pilares cuadrados y arquitrabe. Al dejar estos dos modelos distintos en las pandas se permitió demostrar las dos fases históricas de su construcción: la fase de su fundación y la que tuvo lugar después del terremoto de 1428.
La panda este es la más antigua del edificio. A lo largo de este espacio se encuentran las siguientes dependencias:
Escritorio-biblioteca, que tiene dos pisos; en el de arriba hay restos de pinturas.
Sala capitular de dimensiones reducidas.
Dormitorio abovedado y con dos puertas, una al este y otra al sur que comunicaba con las letrinas (hoy desaparecidas). Estas puertas son adinteladas y con tímpano liso.
El muro norte del claustro está pegado a la nave sur de la iglesia. En la reconstrucción se ubicaron aquí dos arcosolios funerarios. La panda sur acoge el refectorio cubierto con bóveda, más la cocina. En la panda oeste está la cilla y sobre ésta, en el segundo piso, la celda privada del abad. Se accedía a la cilla por un vestíbulo especial abierto en la base de la torre campanario.
From L-R :
Maisto - SRT Viper GTS (VX 1)
Maisto - Dodge Viper SRT-10 (ZB 1)
Bburago - Dodge Viper RT/10 (SR 1); 1:18 scale
U33C 5724, a former Northern Pacific motor, negotiates the curves west of the crossing of Lake Pend Oreille. The train is westbound. Dave Stanley photo ©2023
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
The North American FJ-4 Fury was a swept-wing carrier-capable fighter-bomber, originally developed for the United States Navy and Marine Corps. It was the final development in a lineage that included the Air Force's F-86 Sabre. The FJ-4 shared its general layout and engine with the earlier FJ-3, but featured an entirely new wing design. And it was, as a kind of final embodiment with the FJ-4B, a very different aircraft from the F-86 .
The first FJ-4 flew on 28 October 1954 and delivery began in February 1955. Of the original order for 221 FJ-4 fighters, the last 71 were modified into the FJ-4B fighter-bomber version, of which the Netherlands received 16 aircraft under the designation FJ-4B from the USA in the course of NATO support. Even though the main roles of the MLD were maritime patrol, anti-submarine warfare and search and rescue, the FJ-4B was a dedicated fighter-bomber, and these aircraft were to be used with the Dutch Navy’s Colossus-Class carrier HNLMS Karel Doorman (R81).
Compared to the lighter FJ-4 interceptor, the FJ-4B had a stronger wing with six instead of four underwing stations, a stronger landing gear and additional aerodynamic brakes under the aft fuselage. The latter made landing safer by allowing pilots to use higher thrust settings, and were also useful for dive attacks. Compared to the FJ-4, external load was doubled, and the US FJ-4Bs were capable of carrying a nuclear weapon on the inboard port station, a feature the MLD Furies lacked. The MLD aircraft were still equipped with the corresponding LABS or Low-Altitude Bombing System for accurate delivery of ordnance.
The Dutch Furies were primarily intended for anti-ship missions (toting up to five of the newly developed ASM-N-7 missiles - renamed in AGM-12B Bullpup after 1962 - plus a guidance pod) and CAS duties against coastal targets, as well as for precision strikes. In a secondary role, the FJ-4B could carry Sidewinder AAMs for interception purposes.
The MLD's FJ-4B became operational in 1956, just in time to enhance the firepower of the Karel Doorman, which just had its 24 WW-II era propeller driven Fairey Firefly strike fighters and Hawker Sea Fury fighter/anti-ship aircraft backed up with 14 TBF Avenger ASW/torpedo bombers and 10 Hawker Sea Hawk fighters (the MLD owned 22 of these) for an ASW/Strike profile. The Furies joined the carrier in late 1957 and replaced the piston-engined attack aircraft.
In 1960, during the Dutch decolonization and planned independence of Western New Guinea, a territory which was also claimed by Indonesia, the Karel Doorman set sail along with two destroyers and a modified oil tanker to 'show the flag'. In order to avoid possible problems with Indonesia's ally Egypt at the Suez Canal, the carrier instead sailed around the horn of Africa. She arrived in Fremantle, Australia, where the local seamen's union struck in sympathy with Indonesia; the crew used the propeller thrust of aircraft chained down on deck to nudge the carrier into dock without tugs! In addition to her air wing, she was ferrying twelve Hawker Hunter fighters to bolster the local Dutch defense forces, which the Karel Doorman delivered when she arrived at Hollandia, New Guinea.
During the 1960 crisis, Indonesia prepared for a military action named Operation Trikora (in the Indonesian language, "Tri Komando Rakyat" means "The Three Commands of the People"). In addition to planning for an invasion, the TNI-AU (Indonesian Air Forces) hoped to sink the Karel Doorman with Soviet-supplied Tupolev Tu-16KS-1 Badger naval bombers using AS-1 Kennel/KS-1 Kometa anti-ship missiles. This bomber-launched missile strike mission was cancelled on short notice, though, because of the implementation of the cease-fire between Indonesia and the Netherlands. This led to a Dutch withdrawal and temporary UN peacekeeping administration, followed by occupation and annexation through Indonesia. While the Dutch aircraft served actively during this conflict, flying patrols and demonstrating presence, visibly armed and in alert condition, no 'hot' sortie or casualty occured, even though one aircraft, 10-18, was lost in a start accident. The pilot ejected safely.
The MLD FJ-4Bs only served on the carrier until its overhaul in 1964, after which the carrier-borne attack role was eliminated and all aircraft were transferred to land bases (Valkenburg) or in reserve storage. The Seahawks were retired from service by the end of the 1960s after the sale of the Karel Doorman to Argentina, and the FJ-4Bs were returned to the United States, where they were re-integrated into the USMC until the end of the 1960ies, when all FJ-4 aircraft were phased out.
General characteristics:
Crew: 1
Length: 36 ft 4 in (11.1 m)
Wingspan: 39 ft 1 in (11.9 m)
Height: 13 ft 11 in (4.2 m)
Wing area: 338.66 ft² (31.46 m²)
Empty weight: 13,210 lb (6,000 kg)
Loaded weight: 20,130 lb (9,200 kg)
Max. take-off weight: 23,700 lb (10,750 kg)
Powerplant: 1 × Wright J65-W-16A turbojet, 7,700 lbf (34 kN)
Performance:
Maximum speed: 680 mph (1,090 km/h) at 35,000 ft (10,670 m)
Range: 2,020 mi (3,250 km) with 2× 200 gal (760 l) drop tanks and 2× AIM-9 missiles
Service ceiling: 46,800 ft (14,300 m)
Rate of climb: 7,660 ft/min (38.9 m/s)
Wing loading: 69.9 lb/ft² (341.7 kg/m²)
Thrust/weight: .325
Armament:
4× 20 mm (0.787 in) cannon
6× pylons under the wings for 3,000 lb (1,400 kg) external ordnance, including up to 6× AIM-9 Sidewinder AAMs, bombs and guided/unguided ASM, e .g. ASM-N-7 (AGM-12B Bullpup) missiles.
The kit and its assembly
Originally, this model project was inspired by a (whiffy) Dutch F3H Demon profile, designed by fellow user Darth Panda at whatifmodelers.com. I found the idea of a foreign/NATO user of one of these early carrier-borne jet fighters very inspiring – not only because of the strange design of many of these aircraft, but also since the USN and USMC had been the only real world users of many of these types.
Initially, I planned to convert a F3H accordingly. But with limited storage/display space at home I decided to apply the MLD idea to another smaller, but maybe even more exotic, type: the North American FJ-4B Fury, which was in 1962 recoded into AF-1E.
I like the beefy Sabre cousin very much. It’s one of those aircraft that received little attention, even from model kit manufacturers. In fact, in 1:72 scale there are only vintage vacu kits or the very basic Emhar kit available. Th Emhar kit, which I used here and which is a kind donation of a fellow modeler (Thanks a lot, André!), a rather rough thing with raised panel lines and much room for improvements. As a side note, there's also a FJ-4B from Revell, but it's just a 1996 re-issue with no improvements, whatsoever.
Another facet of the model: When I did legwork concerning a possible background story, I was surprised to find out that the Netherlands actually operated aircraft carriers in the 1950s, including carrier-borne, fixed-wing aircraft, even jets in the form of Hawker Sea Hawks. The real life FJ-4Bs service introduction, the naissance of NATO and the Indonesian conflict as well as the corresponding intervention of the Karel Doorman carrier all fell into a very plausible time frame – and so there’s a very good and plausible story why the MLD could actually have used the Fury fighter bomber!
The Emhar kit was not modified structurally, but saw some changes in detail. These include a scratch-built cockpit with side walls, side consoles and a new ejection seat, plus a Matchbox pilot figure, a new front wheel (from a Kangnam Yak-38, I believe), plus a lot of added blade aerials and a finer pitot.
The flaps were lowered, for a more lively look- Another new feature is the opened air intake, which features a central splitter - in fact a vertically placed piece of a Vicker Wellesley bomb container from Matchbox. At the rear end, the exhaust pipe was opened and lengthened internally.
The six weapon hardpoints were taken from the original kit, but I did not use the four Sidewinder AAMs and the rather bulky drop tanks. So, all ordnance is new: the Bullpups come from the Hasegawa air-to-ground missile set, the drop tanks are leftover pieces from a Hobby Boss F-86. They are much more 'delicate', and make the Fury look less stout and cumbersome. The guidance pod for the Bullpups (a typical FJ-4B feature with these weapons) is a WWII drop tank, shaped with the help of benchmark pictures. Certainly not perfect, but, hey - it's just a MODEL!
Painting and markings
I used mid-1950ies MLD Sea Furys and Sea Hawks as a design benchmark, but this Fury is placed just into the time frame around 1960 when the MLD introduced a new 3-digit code system. Before that, a code "6-XX" with the XX somewhere in the 70 region would have been appropriate, and I actually painted the fuselage sides a bit darker so as if the old code had recently been painted over.
Dutch MLD aircraft tended to keep their former users’ liveries, but in the FJ-4B’s case I thought that a light grey and white aircraft (USN style) with Dutch roundels would look a bit odd. So I settled for early NATO style with Extra Dark Sea Grey upper sides (Humbrol 123) and Sky from below (Testors 2049 from their Authentic Line).
I also went for an early design style with a low waterline - early Hawker Sea Furies were painted this way, and a high waterline would probably be more typical. But in the face of potential seriosu action, who knows...? Things tend to be toned down quickly, just remember the RN Harriers during the Falkland conflict. I'll admit that the aircraft looks a bit simple and dull now, but this IMHO just adds to the plausible look of this whif. I prefer such subtleties to garish designs.
The surfaces were weathered with dry-brushed lighter shades of the basic tones (mostly Humbrol 79, but also some 140 and 67, and Humbrol 90 and 166 below), including overpainted old codes in a slightly darker tone of EDSG, done with Revell 77. A light wash with black ink emphasizes edges and some details - the machine was not to look worn.
The interior was painted in medium grey (Humbrol 140), the landing gear is white (Humbrol 130), and some details like the air intake rim, the edges of the landing gear covers, the flaps or the tips of the wing fences were painted in bright red (Humbrol 174), for some contrast to the overall grey upper sides.
The MLD markings were puzzled together. The roundels come from an Xtradecal sheet for various Hawker Sea Furies, the '202' code comes, among others, from a Grumman Bearcat aftermarket sheet. The 'KON. MARINE' line is hand-made, letter by letter, from a TL Modellbau aftremarket sheet.
Most stencils and warning sign decals come from the original decal sheet, as well as from a FJ-4 Xtradecal aftermarket sheet, from F-86 kits and the scrap box. I wanted these details to provide the color to the aircraft, so that it would not look too uniform, but still without flashy decorations and like a rather utilarian military item.
finally, the model received a coat of semi-matt varnish (Tamiya Acryllic), since MLD aircraft had a pretty glossy finish. No dirt or soot stains were added - the Dutch kept their (few) shipborne aircraft very clean and tidy!
So, all in all, a simple looking aircraft, but this Dutch Fury has IMHO a certain, subtle charm - probably also because it is a rather rare and unpopular aircraft, which in itself has a certain whiffy aura.
The ceaseless self-sprung vajra speech & activity. Garchen Rinpoche teaching the outer, inner & secret Guru yoga.
Documentary Trailer
Action Figure Exhibition @ Taipei Living Mall
Lineage II : Dark Elf Queen
Artist : (DAVYACE)PKking
DAVYACE Blog : blog.yam.com/DAVYACE
Former Western National Bristol VR No.1186 (FDV818V) is now in the hands of Chepstow Classic Buses and is seen here at Winkleigh.
Alongside, showing the heritage of the VR’s ECW bodywork, is what appears to be a Bristol LD with rear entrance. Not sure of its origins, the only distinguishing feature that was readily identifiable without trespass was an aluminium plate riveted to the chassis ahead of the front axle reading “230015”.
Judging by the paintwork revealed by the removal of the engine it would appear to have originated in a “Green” fleet. Western National can be discounted owing to the “T” type destination layout. Southern Vectis, perhaps?
Over to you…….
Embraer ERJ-190ECJ Lineage 1000 ( msn 19000571 ) International Jet Management .
Ex N28888 Premiair . Delivered 12.6.15 ( to Intl Jet Management ) .
"Lineage"
I lost three of my four grandparents before I graduated high school, so my remaining paternal grandfather became very special to me. When he retired, even before I was born, he and my grandmother traveled across the continental US catching the travel bug and shortly began traveling abroad. England quickly became their favorite to travel as they tracked our heritage all over the UK and into Ireland. So when I learned in January of 2014 that I had the opportunity to travel to the Netherlands for a Spring Break trip and then a possible year abroad in England he was the first person I called. Always the man with wise and fair advice we spoke in great length about all the places he had been in each country and all the things he recommended, but my favorite advice was “Be careful, be aware, but don’t distrust everyone.” That advice stuck with me and what I enjoy the most about traveling has become the people I meet along the way. Sadly my grandfather passed away while I was in the Netherlands. It was heartbreaking but I felt him that day when our group went to Kinderdijk and I walked down paths that he and my grandmother had taken many years ago. I also felt the connection in England as I struggled in a half foot of snow and mud while hiking along Hadrian’s Wall. When I finally made it to the top the sun was falling and the clouds were dispersing as the great view overtook my senses. Here I felt my grandfather wrapping me in the glow of his love and I stepped again in line with footsteps he had left twenty years prior.