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After removing the four obvious screws on the front you need to find the secret ones. The first is behind the little THX badge. I used a butter knife to pry around the logo until it popped off (a flat-head screwdriver would work but I was trying not to mar the shiny black bezel).
Martin-Baker Mk.7 = Rocket assisted, ejection seat.
Operating either the seat pan or face blind firing handles initiates aircraft canopy jettison, as the canopy clears an interlock is removed which allows the main gun located at the rear of the seat to fire, the main gun is a telescopic tube with two explosive charges that fire in sequence.
As the seat moves up its guide rails an emergency oxygen supply is activated and personal equipment tubing and communication leads are automatically disconnected, leg restraints also operate.
As the seat moves further up and out of the aircraft the rocket pack is fired by a lanyard attached to the cockpit floor. A steel rod, known as the drogue gun, is fired and extracts two small parachutes to stabilise the seat's descent path.
A barostatic mechanism prevents the main parachute from opening above an altitude of 10,000 ft (3,000 m). A time delay mechanism operates the main parachute below this altitude in conjunction with another device to prevent the parachute opening at high speed.
The seat then separates from the occupant for a normal parachute descent, a manual separation handle is provided should the automatic system fail.
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VF-14 (U.S. Navy)
The Strike Fighter Squadron 14 (VF-14) Tophatters; are a United States Navy fighter attack squadron based at Naval Air Station Lemoore.
On 10 August 1990, eight days after the Iraqi invasion of Kuwait, the John F. Kennedy was ordered to emergency deploy to the Red Sea aboard the Kennedy to take part in Operation Desert Shield. During the months leading up to the war, the Tophatters played an integral role in enforcing the Iraqi embargo flying Combat Air Patrol and standing alert duty continuously.
On the morning of 17 January 1991, the Tophatters once again flew into combat when they joined United Nations forces in the air assault on Iraq. VF-14 and VF-32 flew Combat Air Patrol and Fighter Escort missions for CVW-3 strike and support aircraft throughout Desert Storm operating in Western and Central Iraq initially and then conducting long range barrier CAP missions in eastern Iraq near the Iranian border.with other Tomcat squadrons from the Red Sea and the Persian Gulf that lasted an unprecedented 7–8 hours. After combat operations ended, the Kennedy remained briefly in the Red Sea stopping off the coast of Egypt for a port call before returning to NAS Oceana after eight months at sea.
In December 1991, VF-14 became one of the first squadrons to begin training for the Tomcat's new air-to-ground mission. After low altitude flight training and several strike-related schools, the Tophatters put their new skills to the test during Air Wing work-ups in Fallon, Nevada.
VF-14 F-14 tail markings
In October 1992, the Tophatters again headed east for a Mediterranean deployment. Once past the Rock of Gibraltar, VF-14 began flying air superiority and reconnaissance missions in the Adriatic Sea in support of UN policies in the former Yugoslavia. During this deployment, the Tophatters also participated in several highly successful exercises with Egypt, Morocco and Turkey, while continuing to support operations off the coast of the former Yugoslavia and Operation Provide Comfort in Iraq.
In 1995, the Tophatters were the test bed for the Tomcat air-to-ground rockets program. The Tophatters, which like to call themselves the Oldest and the Boldest; were awarded the Fighter Fling Banner Blaster award for their superior performance in the air-to-air gunnery arena.
In late 1995, the squadron was detached from CVW-3 when the Navy began reducing the number of Tomcat squadrons to carrier air wings from two to one and retaining the TARPS capable squadrons. As a non-TARPS squadron, VF-14 was originally slated for disestablishment and temporarily assigned to Fighter Wing One at NAS Oceana. The following year saw much uncertainty for many Tomcat squadrons, but a grassroots campaign to continue the lineage of the Navy's oldest squadron was successful in saving the Tophatters from extinction and the squadron was assigned to Carrier Air Wing 8, which was losing VF-84, with sister squadron VF-41.
In January 1996, the Tophatters once again rejoined the John F. Kennedy. In March, the squadron deployed on the John C. Stennis. June took the Tophatters on a 40-day cruise aboard the Kennedy to Ireland and England. Next, VF-14 visited the Mediterranean and other areas.
Airframe Info
Manufacturer: Grumman
Model: F-14A Tomcat
Year built: 0000
Construction Number (C/N): 208
Aircraft Type: Fixed wing multi engine
Number of Seats: 2
Number of Engines: 2
Engine Type: Turbofan
Engine Manufacturer and Model: Pratt & Whitney TF30-P-412A
Aircraft Registration Number: 159848
Alternative Code/Name: AJ-212
Current Status: Preserved Owner
Owner: Tillamook Air Museum
Address: Tillamook, Oregon, United States
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In January 1974, after four highly successful Mediterranean deployments, the squadron transitioned to the Navy's newest fighter, the Grumman F-14A Tomcat at NAS Miramar and was teamed with VF-32 as the first two Tomcat squadrons to arrive at NAS Oceana.
In June 1975 the Tophatters became the first Atlantic squadron to deploy with the F-14A alongside VF-32 aboard John F. Kennedy.
In October 1978, the Tophatter aircrew set an all-time F-14 flight hour record when they flew 977 hours in one month while deployed in the Mediterranean.
In 1976, VF-14 launched the 100th AIM-54 Phoenix missile against a simulated cruise missile at a range of 32 miles (51 km), killing it at a range of 65 miles (105 km) from John F. Kennedy. During the same cruise, VF-14 intercepted a Soviet Tu-95 on 21 July. VF-14 escorted the bomber for around 45 minutes, during which the Soviet bomber made two passes over the Kennedy.
SoulRider.222 / Eric Rider ©
VF-14 Tophatters AJ201
Fighter Squadron 14 (FITRON 14)
VF-14 ‘Tophatters’
F-14A Tomcat (VF-14 / CVW-3) USS John F. Kennedy (CV 67)
Grumman F-14A Tomcat (1974-2001)
Established as Pacific Fleet Air Detachment on September 1, 1919
redesignated Torped & Bombing Squadron VT-5 on September 7, 1920
redesignated Patrol Squadron VP-4-1 on September 7, 1921
redesignated Fighting Squadron VF-4 on September 23, 1921
redesignated VF-1 on July 1, 1922
redesignated VF-1B High Hatters on July 1, 1927
redesignated Bombing Squadron VB-2B on July 1, 1934
redesignated VB-3 on July 1, 1937
redesignated VB-4 on July 1, 1939
redesignated Scouting Squadron VS-41 on March 15, 1941
(renamed Tophatters in 1942)
redesignated VB-41 on March 1, 1943
redesignated VB-4 on August 4, 1943
redesignated Attack Squadron VA-1A on November 15, 1946
redesignated VA-14 on August 2, 1948
redesignated VF-14 on December 15, 1949
redesignated VFA-14 on December 1, 2001
Nickname: High Hatters (1927-42) / Tophatters (1942-2001)
Early years
The Tophatters began carrier operations on board the Navy's first aircraft carrier Langley in 1926. The squadron, then designated Fighter Plane Squadron One, set the record for carrier landings in a single day. Flying the TS-1, they logged 127 traps by the end of flight operations.
In 1929 the squadron was assigned to Saratoga, where it began as a fighter squadron and transitioned to a bomber squadron. Throughout the 1930s, the Tophatters flew the FB-5, F2B, F4B, F11C Goshawk, SBC Helldiver and the SB2U-1 Vindicator. In 1939, while flying the Vindicator, the Tophatters were transferred to the Atlantic Fleet and Ranger.
1940s
The Tophatters proved to be formidable foes during World War II. While on Ranger, the squadron provided air support for the invasion of North Africa in November 1942. During the four days of 8 November – November 11, the pilots destroyed 16 enemy aircraft. Flying the SBD Dauntless dive bomber, the squadron participated in the first American naval air strike against German forces in Norway's inner channel.
In November 1944, the squadron transferred to the Pacific Fleet, and participated in the Leyte Campaign while attached to Bunker Hill. After transferring to Essex, the squadron bombed fortifications on Formosa in January 1945, supported the assault on Iwo Jima in February, participated in the first naval carrier strike on Tokyo, and completed Pacific combat operations with strikes on Okinawa in early March 1945.
After the war's end VB-4 made four cruises aboard USS Tarawa (CV-40), including a world cruise between 28 September 1948 and 21 February 1949, after which the squadron was based on the U.S. East Coast. On 15 November 1946 VB-4 became Attack Squadron 1A (VA-1A), and in August 1948 the squadron was again redesignated Attack Squadron 14 (VA-14) and transitioned from the SB2C-5 to the Vought F4U-4 Corsair. In December 1949 VA-14 was redesignated Fighter Squadron 14 (VF-14).
1950s
In 1951 and 1952 VF-14 made two deployments to the Mediterranean Sea aboard the modernized USS Wasp (CV-18), still flying the F4U. In 1954 VF-14 took on the role of all-weather interceptor when they transitioned to the Douglas F3D-2 Skyknight, but only made a three-months deployment aboard USS Intrepid (CVA-11) in late 1954. As the F3D proved unsuitable for carrier operations, the squadron transitioned to the McDonnell F3H-2N Demon in 1955. VF-14 made two deployments aboard USS Forrestal (CVA-59) in 1957. The squadron was then re-equipped with F3H-2s. VF-14 and its parent CVG-1 were then re-assigned to the USS Franklin D. Roosevelt (CVA-42) and made eight deployments to the Mediterranean Sea up to 1969.
1960s
In May 1963, the Tophatters transitioned to the McDonnell F-4B Phantom II and on 23 January 1964 they became the first Phantom squadron to operate on board the FDR. In June 1966, after moving to NAS Oceana, the Tophatters deployed to the South China Sea to conduct air strikes and support missions against military targets in North Vietnam. During this combat deployment, the squadron flew 1,688 hours on 967 combat sorties and delivered 651,624 pounds of ordnance, in addition to flying its traditional combat air patrol and fighter escort missions. The squadron distinguished itself in Olongapo and stories are still told among jeepney drivers attesting to the group's prowess in downing Mojos and San Magoo. When the FDR entered the Norfolk Naval Shipyard for a modernization, CVW-1 and VF-14 were re-assigned to the USS John F. Kennedy (CVA-67) in 1969 and stayed with the JFK for nine deployments until 1982.
1970s
In January 1974, after four highly successful Mediterranean deployments, the squadron transitioned to the Navy's newest fighter, the Grumman F-14A Tomcat at NAS Miramar and was teamed with VF-32 as the first two Tomcat squadrons to arrive at NAS Oceana. In June 1975 the Tophatters became the first Atlantic squadron to deploy with the F-14A alongside VF-32 aboard John F. Kennedy. In October 1978, the Tophatter aircrew set an all-time F-14 flight hour record when they flew 977 hours in one month while deployed in the Mediterranean.
In 1976, VF-14 launched the 100th AIM-54 Phoenix missiles against a simulated cruise missile at a range of 32 miles (51 km), killing it at a range of 65 miles (105 km) from John F. Kennedy. During the same cruise, VF-14 intercepted a Soviet Tu-95 on 21 July. VF-14 escorted the bomber for around 45 minutes, during which the Soviet bomber made two passes over the Kennedy.
1980s
In August 1980, the Tophatters deployed to the Mediterranean Sea on the Kennedy. During this deployment, VF-14 won the Silver Anchor Award and the Battle "E" Award for combat readiness, for the second year in a row. The achievements that contributed to the awards included 3 missile firing exercises with a 100% kill ratio, first East Coast TCS installations and 26.500 accident free flying hours over the space of 8 years.
In June 1982 VF-14 was re-assigned to Carrier Air Wing 6 aboard the USS Independence (CV-62), and in July was named the "Best Fighter Squadron" for superb performance in the Fleet Fighter Air Combat Readiness Program (FFARP).
October and early November 1983 found the Tophatters logging more combat time in support of Operation Urgent Fury in Grenada. After playing an integral part in the liberation of Grenada from Cuban insurgents, VF-14 proceeded east to the Mediterranean to participate in contingency operations off the coast of Lebanon. In early December 1983, the Tophatters were again called upon to provide combat air support for the elements of the multi-national forces in Beirut.
On 1 April 1985, the Tophatters returned to the Kennedy, where they spent the rest of the year on a turnaround-training schedule, which included eleven detachments to various parts of the United States and Canada. Although again aboard the JFK, VF-14 was now assigned to Carrier Air Wing 3.
On 18 April 1986, the Tophatters departed for the Mediterranean once again and were extended on deployment due to the Lebanese hostage crisis. Upon their return to the United States, the Tophatters were again proclaimed the "Best Fighter Squadron" by winning the 1987 FFARP award.
In 1989, VF-14 was presented with the "Grand Slam" award in recognition of their perfect missile firing record. The squadron entered 1990 conducting workups for deployment and making portcalls in Portland, Mayport, New York City and Boston. During exercises off Puerto Rico, the Tophatters operated against French Super Etendard and F-8 Crusaders from the French Aircraft Carrier Foch (R 99).
1990s
On 10 August 1990, eight days after the Iraqi invasion of Kuwait, the John F. Kennedy was ordered to emergency deploy to the Red Sea aboard the Kennedy to take part in Operation Desert Shield. During the months leading up to the war, the Tophatters played an integral role in enforcing the Iraqi embargo flying Combat Air Patrol and standing alert duty continuously. On the morning of 17 January 1991, the Tophatters once again flew into combat when they joined United Nations forces in the air assault on Iraq. VF-14 and VF-32 flew Combat Air Patrol and Fighter Escort missions for CVW-3 strike and support aircraft throughout Desert Storm operating in Western and Central Iraq initially and then conducting long range barrier CAP missions in eastern Iraq near the Iranian border with other Tomcat squadrons from the Red Sea and the Persian Gulf that lasted an unprecedented 7–8 hours. After combat operations ended, the Kennedy remained briefly in the Red Sea stopping off the coast of Egypt for a portcall before returning to NAS Oceana after eight months at sea.
In December 1991, VF-14 became one of the first squadrons to begin training for the Tomcat's new air-to-ground mission. After low altitude flight training and several strike-related schools, the Tophatters put their new skills to the test during Air Wing work-ups in Fallon, Nevada.
In October 1992, the Tophatters again headed east for a Mediterranean deployment. Once past the Rock of Gibraltar, VF-14 began flying air superiority and reconnaissance missions in the Adriatic Sea in support of UN policies in the former Yugoslavia. During this deployment, the Tophatters also participated in several highly successful exercises with Egypt, Morocco and Turkey, while continuing to support operations off the coast of the former Yugoslavia and Operation Provide Comfort in Iraq.
In 1995, the Tophatters were the test bed for the Tomcat air-to-ground rockets program. The Tophatters, which like to call themselves the "Oldest and the Boldest," were awarded the Fighter Fling Banner Blaster award for their superior performance in the air-to-air gunnery arena.
In late 1995, the squadron was detached from CVW-3 when the Navy began reducing the number of Tomcat squadrons to carrier air wings from two to one and retaining the TARPS capable squadrons. As a non-TARPS squadron, VF-14 was originally slated for disestablishment and temporarily assigned to Fighter Wing One at NAS Oceana. The following year saw much uncertainty for many Tomcat squadrons, but a grassroots campaign to continue the lineage of the Navy's oldest squadron was successful in saving the Tophatters from extinction and the squadron was assigned to Carrier Air Wing 8, which was losing VF-84, with sister squadron VF-41.
In January 1996, the Tophatters once again rejoined the John F. Kennedy. In March, the squadron deployed on the John C. Stennis. June took the Tophatters on a 40-day cruise aboard the Kennedy to Ireland and England. Next, VF-14 visited the Mediterranean and other areas.
During March 1998, VF-14 changed its home to the nuclear-powered aircraft carrier the Theodore Roosevelt. In 1999, the Tophatters were involved in NATO's Operation Allied Force and in Operation Southern Watch.
2000s
In April 2001, VF-14 embarked on their final F-14 cruise on board USS Enterprise (CVN-65), supporting Operation Southern Watch and Operation Enduring Freedom. As the carrier headed for home and on its way to South Africa they were given order to head to the North Persian Gulf after the September 11 attacks. The USS Enterprise/CVW-8 had been elected to be the night carrier during OEF and thus didn't see action until 8 October, VF-14 attacked a radar warning installation near Kabul during CVW-8's initial strike, which had been envisioned to have a section of F/A-18s, a section of F-14s from VF-14 and an EA-6B from VAQ-141, but due to insufficient fuel available for the Hornets, only the F-14s and the EA-6B pressed on. After their return to the US in November, VF-14 had dropped 173,324 lbs of ordnance (174 laser-guided bombs), VF-14 also buddy-lased 28 AGM-65 and 23 laser-guided bombs.
After their last F-14 cruise VF-14 and VF-41 relocated to NAS Lemoore and began the transition to the F/A-18 Super Hornet switching to CVW-11 and USS Nimitz (CVN-68).
After the glue dries, most of the copper wires can be removed. Remove the wires around the perimeter of the bottom panels and those connecting the bulkheads. Leave the copper ties in position at the bow and at the corners where the side panels and transom meet (these locations are under high pressure, and may come apart at this point if the wires are removed). Treat the boat gently at this point to prevent any joins from coming apart.
Far removed from the open vastness of the American west, I'm confined in a shed. That's a little unfair, Thomas Prosser's 139 year old masterpiece is surely one of the world's finest transportation buildings. They don't make trainsheds like this anymore, and more's the pity.
It's an odd place to take pictures, inside the building there seems to be a picture for every occasion, the glass clad ironwork of the roof allowing a million and one light leaks onto the subjects below.
Step out of that giant umbrella though, and somehow it all goes horribly wrong, a clear day sees the sun just too strong on one side, virtual darkness the other. Not so difficult perhaps at the south end of the station, but go to the north end of platforms 10 and 11 and it becomes hard to get a worthwhile shot.
I was pretty pleased with this, the sky shows well through the glass, the distinct seperation of the light creates some great shadows. If I was being picky, I'd have liked full light on power car 43315's front. But it never was fully illuminated to shoot. So instead, I'll say it was deliberate and arty. And stuff :)
10 April 2016
Photograph of salvaged wreckage from the collapsed first Tay Bridge being removed by train, with Dundee in the background.
Pull foot rest out straight toward driver and down. It has velcro at its top and bottom; no clips. But, it does have a flat part at the top that makes it so you have to pull it straight out.
The 2015 Rapunzel Classic Doll being deboxed. First the back cover is opened up by cutting the seals around the edges. Then the front plastic cover is removed from the backing. The doll is attached to the backing by wires, thread and T-tabs. There are two T-tabs tacking her head to the backing. There are rubber bands securing her hands to plastic posts. Next she is removed from the backing, and placed next to it. Then she is turned around, so we can remove the remaining packaging restraints. Her skirt is pulled out from between her legs and the tissue removed from around her legs. The back of her dress is opened to remove the wire from around her waist. Her dress is closed up. Then Her hair is laid out behind her. It requires just a little combing to make it more even. It is 11 inches long, same as the last few versions of the Classic Rapunzel doll.
I received the full set of all the 2015 Classic Princess and Prince dolls on June 29, that were released online on June 22, 2015, on the US Disney Store site. There are 11 Princesses (Snow White through Merida) and 10 Princes (The Prince through Flynn Rider). Elsa, Anna, and the Fairy dolls have not had a 2015 makeover yet. The 2015 version of Classic Hans was released in June 26, but I do not have him yet. I have not seen any of these dolls in stores yet, but they should be in stores by next week.
The Princes have the faces of the Fairytale Designer dolls, which is especially noticeable for the Beast. The Belle doll finally has a widow's peak to match the animated character's hair style. In general, I like the changes in the dolls over last years. Since they have finally changed the Prince dolls, I will buy new Prince dolls for the first time in years. They are also on sale for 2 for $20, along with the classic dolls that have not changed yet (the Frozen dolls and the Fairy dolls).
US Disney Store
Released online 2015-06-22
$16.95
Item No. 6001040901200P
A cute tangle
Like Rapunzel, your young princess can let her hair down when she plays with this Classic Rapunzel Doll. Sparkling in her glittering purple gown, the Tangled star is fully poseable for more animated adventures!
Classic Dolls $10 each when you buy 2 or more
Magic in the details...
• Deluxe costume features glittering satin gown with lace-up detailing on bodice, and puff shoulders
• Bejeweled accents and glittering filigree on skirt
• Fully poseable
• Combine with our 12'' Flynn Rider Classic Doll, sold separately
• Part of the Disney Princess Classic Doll Collection
The bare necessities
• Ages 3+
• Plastic / polyester
• 12'' H
• Imported
Safety
WARNING: CHOKING HAZARD - Small Parts. Not for children under 3 years.
Chris, Pete and Ian are working to strip off layers of old paint from the levers at Thuxton in preparation for painting them.
Copyright © John G. Lidstone, all rights reserved.
It is an offence under law if you remove my copyright marking, or post this image anywhere else without my express written permission.
It is nearly a decade since we were last at Hernehill, when I was in the area to photograph the listed pub, and the church was open. Back then the tower was shrouded in scaffolding, and I promised myself to return.
So we did, just took some time.
Hernehill is sandwiched between the A2 and Thanet Way, near to the roundabout that marks the start of the motorway to London.
But it is far removed from the hustle and bustle of trunk roads, and you approach the village along narrow and winding lanes with steep banks and hedges.
St Michael sits on a hill, of course, and is beside the small green which in turn is lines by fine houses of an impressive size.
The church was open, and was a delight. Full of light and with hand painted Victorian glass, as well as medieval fragments.
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Like many medieval churches with this dedication, St Michael's stands on a hill, with fine views northwards across the Swale estuary. A complete fifteenth-century church, it is obviously much loved, and whilst it contains little of outstanding interest it is a typical Kentish village church of chancel, nave, aisles and substantial west tower. In the south aisle are three accomplished windows painted by a nineteenth century vicar's wife. There is a medieval rood screen and nineteenth-century screens elsewhere. In the churchyard is a memorial plaque to John Thom a.k.a. Sir William Courtenay, who raised an unsuccessful rebellion in nearby Bossenden Wood in May 1838 and who is buried in the churchyard.
www.kentchurches.info/church.asp?p=Hernhill
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HERNEHILL.
The next adjoining parish northward is Hernehill, over which the paramount manor of the hundred of Boughton, belonging to the archbishop, claims jurisdiction.
THIS PARISH lies near the London road, close at the back of the north side of Boughton-street, at the 50th mile-stone, from which the church is a conspicuous object, in a most unpleasant and unhealthy country. It lies, the greatest part of it especially, northward of the church, very low and flat, the soil exceedings wet and miry, being a stiff unfertile clay, and is of a forlorn and dreary aspect; the inclosures small, with much, rusit ground; the hedge-rows broad, with continued shaves and coppice wood, mostly of oak, which join those of the Blean eastward of it, and it continues so till it comes to the marshes at the northern boundary of it.
In this part of the parish there are several small greens or forstals, on one of which, called Downe's forstal, which lies on higher ground than the others, there is a new-built sashed house, built by Mr. Thomas Squire, on a farm belonging to Joseph Brooke, esq. and now the property of his devisee the Rev. John Kenward Shaw Brooke, of Town Malling. The estate formerly belonged to Sir William Stourton, who purchased it of John Norton, gent. This green seems formerly to have been called Downing-green, on which was a house called Downing-house, belonging to George Vallance, as appears by his will in 1686. In the hamlet of Way-street, in the western part of the parish, there is a good old family-house, formerly the residence of the Clinches, descended from those of Easling, several of whom lie buried in this church, one of whom Edward Clinch, dying unmarried in 1722, Elizabeth, his aunt, widow of Thomas Cumberland, gent. succeeded to it, and at her death in 1768, gave it by will to Mrs. Margaret Squire, widow, the present owner who resides in it. Southward the ground rises to a more open and drier country, where on a little hill stands the church, with the village of Church-street round it, from which situation this parish most probably took its name of Herne-hill; still further southward the soil becomes very dry and sandy, and the ground again rises to a hilly country of poor land with broom and surze in it. In this part, near the boundary of the parish, is the hamlet of Staple-street, near which on the side of a hill, having a good prospect southward, is a modern sashed house, called Mount Ephraim, which has been for some time the residence of the family of Dawes. The present house was built by Major William Dawes, on whose death in 1754 it came to his brother Bethel Dawes, esq. who in 1777 dying s.p. devised it by will to his cousin Mr. Thomas Dawes, the present owner, who resides in it.
Mr. JACOB has enumerated in his Plantæ Favershamienses, several scarce plants found by him in this parish.
DARGATE is a manor in this parish, situated at some distance northward from the church, at a place called Dargate-stroud, for so it is called in old writings. This manor was, as early as can be traced back, the property of the family of Martyn, whose seat was at Graveneycourt, in the adjoining parish. John Martyn, judge of the common pleas, died possessed of it in 1436, leaving Anne his wife, daughter and heir of John Boteler, of Graveney, surviving, who became then possessed of this manor, which she again carried in marriage to her second husband Thomas Burgeys, esq. whom she likewise survived, and died possessed of it in 1458, and by her will gave it to her eldest son by her first husband, John Martyn, of Graveney, whose eldest son of the same name died possessed of it in 1480, and devised it to his eldest son Edmund Martyn, who resided at Graveney in the reign of Henry VII. In his descendants it continued down to Mathew Martyn, who appears to have been owner of it in the 30th year of king Henry VIII. In which reign, anno 1539, one of this family, Thomas Martyn, as appears by his will, was buried in this church. The arms of Martyn, Argent, on a chevron, three talbot bounds, sable, and the same impaled with Petit, were, within these few years remaining in the windows of it. Mathew Martyn abovementioned, (fn. 1) left a sole daughter and heir Margaret, who carried this manor in marriage to William Norton, of Faversham, younger brother of John Norton, of Northwood, in Milton, and ancestor of the Nortons, of Fordwich. His son Thomas Norton, of that place, alienated it in the reign of king James I. to Sir John Wilde, of Canterbury, who about the same time purchased of Sir Roger Nevinson another estate adjoining to it here, called Epes-court, alias Yocklets, whose ancestors had resided here before they removed to Eastry, which has continued in the same track of ownership, with the above manor ever since.
Sir John Wilde was grandson of John Wilde, esq. of a gentleman's family in Cheshire, who removed into Kent, and resided at St. Martin's hill, in Canterbury. They bore for their arms, Argent, a chevron, sable, on a chief, argent, two martlets, sable; quartered with Norden, Stowting, Omer, Exhurst, Twitham, and Clitherow. Sir John Wilde died possessed of this manor of Dargate with Yocklets, in 1635, and was buried in Canterbury cathedral, being succeeded in it by his eldest surviving son Colonel Dudley Wilde, who died in 1653, and was buried in that cathedral likewise. He died s. p. leaving Mary his wife surviving, daughter of Sir Ferdinand Carey, who then became possessed of this manor, which she carried in marriage to her second husband Sir Alexander Frazer, knight and bart. in whose name it continued till the end of the last century, when, by the failure of his heirs, it became the property of Sir Thomas Willys, bart. who had married Anne, eldest daughter of Sir John Wilde, and on the death of her brother Colonel Dudley Wilde, s. p. one of his heirs general. He was of Fen Ditton, in Cambridgeshire, and had been created a baronet 17 king Charles I. He lived with Anne his wife married fiftyfive years, and had by her thirteen children, and died possessed of it in 1701, æt. 90. By his will he gave it to his fourth son William Willys, esq. of London, and he held a court for this manor in 1706, and died soon afterwards, leaving two sons Thomas and William, and six daughters, of whom Anne married Mr. Mitchell; Mary married William Gore, esq. Jane married Henry Hall; Frances married Humphry Pudner; Hester married James Spilman, and Dorothy married Samuel Enys. He was succeeded in this manor and estate by his eldest son Thomas Willys, esq. who was of Nackington, and by the death of Sir Thomas Willys, of Fen Ditton, in Cambridgeshire, in 1726, s. p. succeeded to that title and estate, which he enjoyed but a short time, for he died the next year s. p. likewise; upon which his brother, then Sir William Willys, bart. became his heir, and possessed this manor among his other estates. But dying in 1732, s. p. his sisters became his coheirs. (fn. 2) By his will he devised this manor to his executors in trust for the performance of his will, of which Robert Mitchell, esq. became at length, after some intermediate ones, the only surviving trustee. He died in 1779, and by his will divided his share in this estate among his nephews and nieces therein mentioned, who, with the other sisters of Sir William Willys, and their respective heirs, became entitled to this manor, with the estate of Yocklets, and other lands in this parish; but the whole was so split into separate claims among their several heirs, that the distinct property of each of them in it became too minute to ascertain; therefore it is sufficient here to say, that they all joined in the sale of their respective shares in this estate in 1788, to John Jackson, esq. of Canterbury, who died possessed of it in 1795, without surviving issue, and left it by will to William Jackson Hooker, esq. of Norwich, who is the present possessor of it. A court baron is held for this manor.
LAMBERTS LAND is a small manor, situated at a little distance northward from that last mentioned, so near the eastern bounds of this parish, that although the house is within it, yet part of the lands lie in that of Bleane. This manor seems to have been part of the revenue of the abbey of Faversham, from or at least very soon after its foundation, in the year 1147, and it continued with it till its final dissolution. By a rental anno 14 Henry VIII. it appears then to have been let to farm for eleven pounds per annum rent.
The abbey of Faversham being suppressed in the 30th year of that reign, anno 1538, this manor came, with the rest of the revenues of it, into the king's hands, where it appears to have continued in the 34th year of it; but in his 36th year the king granted it, among other premises in this parish, to Thomas Ardern, of Faversham, to hold in tail male, in capite, by knight's service.
On his death, without heirs male, being murdered in his own house, by the contrivance of his wife and others, anno 4 king Edward VI. this manor reverted to the crown, whence it was soon after granted to Sir Henry Crispe, of Quekes, to hold by the like service, and he passed it away to his brother William Crispe, lieutenant of Dover castle, who died possessed of it about the 18th year of queen Elizabeth, leaving John Crispe, esq. his son and heir. He sold this manor to Sir John Wilde, who again passed it away to John Hewet, esq. who was created a baronet in 1621, and died in 1657, and in his descendants it continued down to his grandson Sir John Hewet, bart. who in 1700 alienated it to Christopher Curd, of St. Stephen's, alias Hackington, and he sold it in 1715 to Thomas Willys, esq. afterwards Sir Thomas Willys, bart. who died in 1726, s. p. and devised it to his brother and heirat-law Sir William Willys, bart. who likewise died s. p. By his will in 1732 he devised it to his three executors, mentioned in it, in trust for the performance of it. Since which it has passed in like manner as the adjoining manor of Dargate last described, under the description of which a further account of it may be seen.
This manor, with its demesnes, is charged with a pension of twelve shillings yearly to the vicar of Hernehill, in lieu of tithes.
Charities.
WILLIAM ROLFE, of Hernehill, by will in 1559, gave one quarter of wheat, to be paid out of his house and nine acres of land, to the churchwardens, on every 15th of December, to be distributed to the poor on the Christmas day following; and another quarter of wheat out of his lands called Langde, to be paid to the churchwardens on every 18th of March, to be distributed to the poor at Faster, these estates are now vested in Mr. Brooke and Mr. Hawkins.
JOHN COLBRANNE, by will in 1604, gave one quarter of wheat out of certain lands called Knowles, or Knowles piece, to be paid to the churchwardens, and to be distributed to the poor on St. John's day, in Christmas week.
Mr. RICHARD MEOPHAM, parson of Boughton, and others, gave certain lands there to the poor of that parish and this of Hernehill; which lands were vested in feoffees in trust, who demise them at a corn rent, whereof the poor of this parish have yearly twenty bushels of barley, to be distributed to them on St. John Baptist's day.
RICHARD HEELER, of Hernehill, by will in 1578, gave 20s. a year out of his lands near the church, to be paid to the churchwardens, and to be distributed to the poor, one half at Christmas, and the other half at Easter, yearly.
ONE BRICKENDEN, by his will, gave one marc a year out of his land near Waterham Cross, in this parish, to be distributed to the poor on every Christmas day.
BETHEL DAWES, ESQ. by will in 1777, ordered 30s. being the interest of 50l. vested in Old South Sea Annuities, to be given in bread yearly to the poor, by the churchwardens.
The poor constantly relieved are about thirty, casually 12.
HERNEHILL is within the ECCLESIASTICAL JURISDICTION of the diocese of Canterbury, and deanry of Ospringe.
The church, which is dedicated to St. Michael, consists of two isles and a chancel. At the north-west end is a tower steeple, with a beacon turret. In it are five bells. The two isles are ceiled, the chancel has only the eastern part of it ceiled, to the doing of which with wainscot, or with the best boards that could be gotten, William Baldock, of Hernehill, dwelling at Dargate, devised by his will in 1547, twenty-six shillings and eight-pence. In the high chancel are several memorials of the Clinches, and in the window of it were within these few years, the arms of the see of Canterbury impaling Bourchier. The pillars between the two isles are very elegant, being in clusters of four together, of Bethersden marble. It is a handsome building, and kept very neat.
The church of Hernehill was antiently accounted only as a chapel to the adjoining church of Boughton, and as such, with that, was parcel of the antient possessions of the see of Canterbury, and when archbishop Stratford, in the 14th year of Edward III. exchanged that rectory with this chapel appendant, with the abbot and convent of Faversham, and had appropriated the church of Boughton with this chapel to that abbey, he instituted a vicarage here, as well as at the mother church of Boughton, and made them two distinct presentative churches. The advowson of the mother church remaining with the archbishop, and that of Hernchill being passed away to the abbot and convent of Faversham, as part of the above mentioned exchange.
¶The parsonage, together with the advowson of the vicarage of this church, remained after this among the revenues of that abbey, till the final dissolution of it, in the 30th year of Henry VIII. when they both came, among its other possessions, into the king's hands, who in that year granted the parsonage to Sir Thomas Cromwell, lord Cromwell, who was the next year created Earl of Essex; but the year after, being attainted, and executed, all his possessions and estates, and this rectory among them, became forfeited to the crown, where it remained till queen Elizabeth, in her 3d year, exchanged it, among other premises, with archbishop Parker; at which time it was valued, with the tenths of Denge-marsh and Aumere, at the yearly sum of 9l. 13s. 4d. Pension out of it to the vicar of Hernehill 1l. 3s. Yearly procurations, &c. 1l. 6s. 8d. Since which it has continued parcel of the possessions of the see of Canterbury to this time.
In 1643 Susan Delauney was lessee of it at the yearly rent of 9l. 13s. 4d. The present lessee is Mrs. Margaret Squire, of Waystreet.
The advowson of the vicarage remained in the hands of the crown, from the dissolution of the abbey of Faversham till the year 1558, when it was granted, among others, to the archbishop; (fn. 3) and his grace the archbishop is the present patron of it.
Photograph of part of the salvaged train wreckage from the collapsed first Tay Bridge being removed by train, with Dundee in the background.
This video shows the removal of a 3D printed propeller from the build plate of a MakerBot Replicator 2X 3D printer and removal of support structures.
The 3D printer: makerbot.creativetools.se
The 3D model: www.thingiverse.com/thing:30284
Before removing any of the electrical connections to the head unit, make sure to disconnect the negative battery terminal so you don't short anything out. You could run the risk of damaging your head unit if you don't! Remove the antenna cable and the other connector from the back of the head unit.
The YCC Crew was able to do a three day spike camp at Ouray National Wildlife Refuge. While there the team helped to remove invasive plants. Seasonal Rob, taught the crew how to remove and prevent both salt cedar, and russian olive from coming back.
Photo Credit: USFWS
I also removed the two upper screws, and popped the upper dash/vent panel up. Turns out I didn't really need to do this, but it did make it easier to snake the aux cable down to the ashtray compartment.
3/8" drive-17mm socket, used with an extension and a ratchet wrench.
There is only a fill plug and no drain plug.
The plug is difficult to see, it is easier found by touch.
Fill through the hole using either a small hand pump or a large irrigation syringe .
Fill with transmission fluid unit oil dribbles out.
The brake only holds a few ounces of oil so check it regularly.
If it runs out of oil and seizes, the brake can destroy the rear of the transmission, costing up to $8000 to repair.
It's worth checking occasionally.
When checking, the oil level should be right at or within a 1/2" below the level of the fill hole, checking using your finger..
Any lower level than that should be topped off.
This check is done by touch, you cannot see the oil level.
Photo 2 - I snipped the barb off the top of the neck joint using a sharp pair of scissors.
Mini Coraline is a custom lalaloopsy doll i'm working on. you can see her progress here
All 4 connectors removed.
Remove the screws (note their place: they are different!) and pull the mainboard out.
There is a connector on the top right under the mainboard which pops out by pulling vertically.
YCC crew members Noah S. and Cameron L. helped to remove overgrown weeds from around the hunt blind area.
Photo Credit: BRMBR YCC
The Mercedes-Benz 190SL was a two door grand touring convertible with a removable hardtop. It was produced by Mercedes-Benz between May 1955 and February 1963. A prototype was first shown at the New York Auto Show of 1954.
The 190SL was sold alongside the faster, more expensive Mercedes-Benz 300SL, which it closely resembled both in its styling and in its fully independent suspension, with both cars having double wishbone suspensions at the front and swing axles at the rear. However, the 190SL did not use the 300SL's purpose-built tubular spaceframe W198 platform, but was instead built on the shortened monocoque R121 platform, which was modified from the W121 small saloon platform.
The 190SL was powered by a completely new, slightly oversquare 1.9L straight-four SOHC engine (Type M121 BII), that developed 105 PS (77 kW; 104 hp) (or 120 gross hp) that earned itself a reputation for not running that smoothly mostly due to the difficulty in properly synchronising the twin-choke dual Solex carburetors, and that, in detuned form, was later also used in the W120 180 and W121 190 models. In fact, the four cylinder engine block of the 190SL was based on the six cylinder engine of the 300 SL. The 85 mm bore was transferred unchanged from the larger engine to the smaller, although the stroke for the 190 SL was reduced from 88.0 mm to 83.6 mm.
The car was available either as a soft-top convertible (initially priced at DM 16,500/$ 3,998) or with removable hardtop (DM 17,650/$ 4,295). A nice option to be had was the third-passenger transversal seat that could even fit an adult. In its early life, the 190SL could also be had as a sports-racing model with small perspex windscreen and aluminum doors. In 1959, the hardtop's rear window was enlarged.
The 190SL was also referred to as the Nitribitt-Mercedes after the scandal surrounding the murder of the call girl Rosemarie Nitribitt, who owned a 190SL.
Both the 190SL and the 300SL were replaced by the Mercedes-Benz 230SL in 1963.
(Wikipedia)
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Mercedes-Benz W121 (zur Unterscheidung vom Pontonmodell 190 wurde der Werkscode um den Zusatz BII = Baureihe II ergänzt) ist die interne Bezeichnung des von 1955 bis 1963 produzierten Mercedes-Benz 190 SL. Plattform für diesen Touren-Sportwagen war die des oben aufgeführten 180er/190er Ponton-Modells. 1953 gab es Studien einer zwei- bzw. viersitzigen Variante des 180er Pontonmodells mit weitgehend der geschlossenen Limousine entsprechenden Karosserien, die aber zugunsten des Entwurfes von Walter Häcker und Hermann Ahrens verworfen wurden.
Die Modell-Zusatzbezeichnung „SL“ ist die Kurzform von „Sport Leicht“. Der 190 SL sollte nahe an seinen „großen Bruder“, den b300 SL Flügeltürer, heranrücken, die Fahrleistungen differierten aber erheblich (105 PS gegenüber 215 PS). Bei Daimler-Benz war man sich von Anfang an dessen bewusst und sprach in den Prospekten von einem „Touren-Sportwagen“.
Der 190 SL wurde in folgenden drei Varianten angeboten:
ab 05.1955 Roadster mit Stoffverdeck – Baumustercode 121.042 – Preis 16.500 DM (nach heutiger Kaufkraft 37.356 Euro)
ab 12.1955 Coupé mit Hardtopaufsatz (d. h. ohne Stoffverdeck/Verdeckkasten) – Baumustercode M 121.040 – Preis 17.100 DM
ab 12.1955 Coupé mit Hardtopaufsatz und Stoffverdeck – gleicher Baumustercode wie Coupé – Preis 17.650 DM (39.960 Euro)
Die Mehrzahl der hergestellten Modelle waren Roadster. Hier gab es die Möglichkeit, ein passendes Hardtop nachzurüsten. Mit der teuersten Version, dem „Coupé mit Roadsterverdeck“, gab es für den Ganzjahreseinsatz beide Dächer. Die 190-SL-Coupéversion wurde sehr selten bestellt, weil man nach Abnahme des Hardtops zum Offenfahren auf schönes Wetter angewiesen war. Ebenso hatte eine spätere Nachrüstung des Stoffverdecks samt Verschlussmechanik und Verdeckkasten hohe Mehrkosten zur Folge.
In den ersten Verkaufsprospekten wurde eine Sportversion des 190 SL angeboten. Für den Renneinsatz (gedacht wurde hier an regionale Bergrennen oder Rallyes) sollten bessere Fahrleistungen durch die Verringerung des Fahrzeuggewichts erzielt werden. Hierzu konnten die Stoßstangen und das Verdeck abgenommen werden. Zusätzlich konnte die Windschutzscheibe durch eine kleine, leichte Plexiglasscheibe am Fahrerplatz ersetzt und die Türen gegen spezielle Leichtmetallexemplare ohne Fenster ausgetauscht werden. Von diesem „Sportroadster“ wurden jedoch nur 17 Fahrzeuge (Quelle: Motor-Klassik 2/1986) produziert, die Modellvariante wurde im März 1956 eingestellt.
(Wikipedia)