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The HP50G needs to have flag -33 cleared and -78 set to use the hardware serial port, but -78 isn't available from the flags menu. Use <> in RPN or CF(-33) SF(-78) in Algebraic mode to enable the port.
This screenshot was made with the HP50G's built-in screenshot function and my Bluetooth HP82240B emulator.
c'è in giro un serial killer di bambole...
attenzione è molto pericoloso...
sceglie le sue vittime tra i giochi meno utilizzati dai bambini...
e vi si avventa con ferocia inaudita...
..eheheh..
EJERCICIOS DE ENTRENAMIENTO DE RESCATE MARÍTIMO CON PROTECCIÓN CIVIL DE LEPE / AGUSTA-WESTLAND AW-139 (SERIAL 31202) SOCIEDAD DE SALVAMENTO Y SEGURIDAD MARÍTIMA (SASEMAR) EC-KLN (PLAYAS DE LEPE)
Photographed at Majors Bay Pond. This species occurs through much of the Greater and Lesser Antilles.
Dallmeyer serial numbers are now available on line at - www.samackenna.co.uk/Dallmeyer/index.html - this is the extensive work of the late Sean MacKenna.... Above is a transcribed section from page 219 in the stereo lens production book, the book covers Jan 1863 to 1866, lens numbers 4638 to 10759, these are all 4,3/4 inch Petzvals, #820 lenses, #410 stereo pairs !! The other 'missing' numbers will be other types of lenses and can be found in the other books. The lenses are made in batches of 12, 10 or 8 probably the number mounted at one time on the grinding head..... My lens, 8358, the optical grinding was started Sept 27 1864 by Mr Bicknell, the brass turning by Mr Dillow was finished Oct 15th 1864.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
In the grand scope of World War 2 fighter aircraft there is a little-remembered French design designated the Arsenal "VG-33". The aircraft was born from a rather lengthy line of prototype developments put forth by the company in the years leading up to World War 2 and the VG-33 and its derivatives represented the culmination of this work before the German invasion rendered all further work moot.
The Arsenal de l'Aeronautique company was formed by the French government in 1936 ahead of World War 2. It began operations with dedicated design and development of a fast fighter type until the German conquer of France in 1940 after which the company then focused on engine production after 1945. Then followed a period of design and construction of gliders and missiles before being privatized in 1952 (as SFECMAS). The company then fell under the SNCAN brand label and became "Nord Aviation" in 1955.
The VG-33 was the result of the company's research. Work on a new fast fighter began by Arsenal engineers in 1936 and the line began with the original VG-30 prototype achieving first flight on October 1st, 1938. Named for engineer Vernisse (V) and designer Jean Gaultier (G), the VG-30 showcased a sound design with good performance and speed during the tests, certainly suitable for progression as a military fighter and with future potential.
Development continued into what became the VG-31 which incorporated smaller wings. The VG-32 then followed which returned to the full-sized wings and installed the American Allison V-1710-C15 inline supercharged engine of 1,054 horsepower. The VG-32 then formed the basis of the VG-33 which reverted to a Hispano-Suiza 12Y-31 engine and first flight was in early 1939, months ahead of the German invasion of Poland. Flight testing then spanned into August and serial production of this model was ordered.
The VG-33 was one of the more impressive prewar fighter ventures by the French that included the Dewoitine D.520, understood to be on par with the lead German fighter aircraft of the period - the famous Messerschmitt Bf 109.
Only about forty or so French Arsenal VG-33 fighters were completed before the Fall of France in 1940, with 160 more on order and in different states of completion. Despite the production contract, Arsenal' engineers continued work on the basic design for improved and specialized sub-types. The VG-34 appeared in early 1940 outfitted with the Hispano-Suiza 12Y-45 engine of 935 horsepower, which improved performance at altitude. An uprated engine was installed in VG-35 and VG-36, too. They utilized a Hispano-Suiza 12Y-51 engine of 1,000 horsepower with a revised undercarriage and radiator system.
VG-37 was a long-range version that was not furthered beyond the drawing board, but the VG-38 with a Hispano-Suiza 12Y-77 engine that featured two exhaust turbochargers for improved performance at high altitude, achived pre-production status with a series of about 10 aircraft. These were transferred to GC 1/3 for field trials in early 1940 and actively used in the defence against the German invasion.
The VG-39 ended the line as the last viable prototype model with its drive emerging from a Hispano-Suiza 12Z engine of 1,280 horsepower. A new three-machine-gun wing was installed for a formidable six-gun armament array. This model was also ordered into production as the VG-39bis and was to carry a 1,600 horsepower Hispano-Suiza 12Z-17 engine into service. However, the German invasion eliminated any further progress, and eventually any work on the Arsenal VG fighter family was abandoned, even though more designs were planned, e .g. the VG-40, which mounted a Rolls-Royce Merlin III, and the VG-50, featuring the newer Allison V-1710-39. Neither was built.
Anyway, the finalized VG-38 was an all-modern looking fighter design with elegant lines and a streamlined appearance. Its power came from an inline engine fitted to the front of the fuselage and headed by a large propeller spinner at the center of a three-bladed unit. The cockpit was held over midships with the fuselage tapering to become the tail unit.
The tail featured a rounded vertical tail fin and low-set horizontal planes in a traditional arrangement - all surfaces enlarged for improved high altitude performance.
The monoplane wing assemblies were at the center of the design in the usual way. The pilot's field of view was hampered by the long nose ahead, the wings below and the raised fuselage spine aft, even though the pilot sat under a largely unobstructed canopy utilizing light framing. The canopy opened to starboard.
A large air scoop for the radiator and air intercooler was mounted under the fuselage. As an unusual feature its outlet was located in a dorsal position, behind the cockpit. The undercarriage was of the typical tail-dragger arrangement of the period, retracting inwards. The tail wheel was retractable, too.
Construction was largely of wood which led to a very lightweight design that aided performance and the manufacture process. Unlike other fighters of the 1930s, the VG-38 was well-armed with a 20mm Hispano-Suiza cannon, firing through the propeller hub, complemented by 4 x 7.5mm MAC 1934 series machine guns in the wings, just like the VG-33.
The aircraft never saw combat action in the Battle of France. Its arrival was simply too late to have any effect on the outcome of the German plans. Therefore, with limited production and very limited combat service during the defence of Paris in May 1940, it largely fell into the pages of history with all completed models lost.
Specifications:
Crew: 1
Length: 28.05 ft (8.55 m)
Width: 35.43 ft (10.80 m)
Height: 10.83ft (3.30 m)
Weight: Empty 4,519 lb (2,050 kg), MTOW 5,853 lb (2,655 kg)
Maximum Speed: 398 mph (641 kmh at 10.000m)
Maximum Range: 746 miles (1,200 km)
Service Ceiling: 39,305 ft (12.000 m; 7.458 miles)
Powerplant:
1x Hispano-Suiza 12Y-77 V-12 liquid-cooled inline piston engine
with two Brown-Boveri exhaust turbochargers, developing 1,100 hp (820 kW).
Armament:
1x 20mm Hispano-Suiza HS.404 cannon, firing through the propeller hub
4x 7.5mm MAC 1934 machine guns in the outer wings
The kit and its assembly:
I found the VG-33 fascinating - an obscure and sleek fighter with lots of potential that suffered mainly from bad timing. There are actually VG-33 kits from Azur and Pegasus, but how much more fun is it to create your own interpretation of the historic events, esp. as a submission to a Battle of Britain Group Build at whatifmodelers.com?
I had this project on the whif agenda for a long time, and kept my eyes open for potential models. One day I encountered Amodel's Su-1 and Su-3 kits and was stunned by this aircraft's overall similarity to the VG-33. When I found the real VG-38 description I decided to convert the Su-3 into this elusive French fighter!
The Su-3 was built mainly OOB, it is a nice kit with much detail, even though it needs some work as a short run offering. I kept the odd radiator installation of the Suchoj aircraft, but changed the landing gear from a P-40 style design (retracting backwards and rotating 90°) into a conservative, inward retracting system. I even found forked gear struts in the spares box, from a Fiat G.50. The covers come from a Hawker Hurricane, and the wells were cut out from this pattern, while the rest of the old wells was filled with putty.
Further mods include the cleaned cowling (the Su-3's fuselage-mounted machine guns had to go), while machine guns in the wings were added. The flaps were lowered, too, and the small cockpit canopy cut in two pieces in, for an opened position - a shame you can hardly see anything from the neat interior. Two large antenna masts complete the French style.
Painting and markings:
Again, a rather conservative choice: typical French Air Force colors, in Khaki/Dark Brown/Blue Gray with light blue-gray undersides.
One very inspiring fact about the French tricolor-paint scheme is that no aircraft looked like the other – except for a few types, every aircraft had an individual scheme with more or less complexity or even artistic approach. Even the colors were only vaguely unified: Field mixes were common, as well as mods with other colors that were mixed into the basic three tones!
I settled for a scheme I found on a 1940 Curtiss 75, with clearly defined edges between the paint fields. Anything goes! I used French Khaki, Dark Blue Grey and Light Blue Grey (for the undersides) from Modelmaster's Authentic Enamels range, and Humbrol 170 (Brown Bess) for the Chestnut Brown. Interior surfaces were painted in dark grey (Humbrol 32) while the landing gear well parts of the wings were painted in Aluminum Dope (Humbrol 56).
The decals mainly come from a Hobby Boss Dewoitine D.520, but also from a PrintScale aftermarket sheet and the scrap box.
The kit was slightly weathered with a black ink wash and some dry-painting, more for a dramatic effect than simulating wear and tear, since any aircraft from the VG-33 family would only have had a very short service career.
Well, a travesty whif - and who would expect an obscure Soviet experimental fighter to perform as a lookalike for an even more obscure French experimental fighter? IMHO, it works pretty fine - conservative sould might fair over the spinal radiator outlet and open the dorsal installation, overall both aircraft are very similar in shape, size and layout. :D
Have you listened to the Serial podcast yet? I started it within the last week, and I love it. It's a rather tense whodunnit (and what the heck happened?!) story, concerning the real-life murder of a high school student in 1999. Lots of people on the internets are discussing the show and the case, so this is my contribution.
This non-sequitur appeared in episode 5. As the host Sarah Koenig and show-intern Dana Chivvis drove around town, discussing the case, Dana saw a sign alongside the road. "There's a shrimp sale at the Crab Crib," she remarked, the "Crab Crib" being a seafood market. I've had this phrase stuck in my head since I first heard it, and I immediately knew I needed to stitch it.
This piece of cross stitch was done on white 14-count aida fabric. I couldn't make a decent-looking shrimp-shape, so I only managed a crab. The anchors were added to help divide the quote from the information at the bottom. I designed and made this stitch just today, so it's still in the embroidery hoop.
Dimensions L: 37 W: 12 H: 36 Inches
H.M.S. Victory, Adm. Horatio Nelson’s flagship at the Battle of Trafalgar in 1805, is now available as a museum-quality, FULLY ASSEMBLED model. This is an “Exclusive Edition” where the model has a unique serial number etched into the hull, which allows us to identify production date, material used and all other production information of a model.
Master craftsmen using historical photographs, drawings or original plans meticulously handcraft these highly detailed wood models from scratch. They are built to scale with high-grade wood such as: western red cedar, rosewood, and mahogany. They are 100% hand built individually using plank-on-frame construction method and are similar to the building of actual ships. Each model requires hundreds of hours to finish and must go through a demanding quality control process before leaving the workshop.
This amazing replica of the H.M.S. Victory model features plank on frame, three decks, and three ferocious rows of metal cannons on each side of the ship. The front bowsprit and three large masts are connected securely using advanced rigging and lines painstakingly knotted and fastened by hand. Each yard has an attached hand-stitched rolled-up sails made of fine linen. Metal anchors and a wooden rudder are visible on the front and rear of the ship. On the deck, there are authentic hand-built lifeboats with ribs and planks, stationed metal cannons, metal steering wheels, wooden crane, captain’s dining and sleeping cabin, and many other handcrafted ornaments. There is also an exquisite detailed admiral’s quarter on the stern with beautiful metal lanterns, handcrafted brass statues and ornaments, and a wooden flag pole.
This model comes standard with a solid wood base and brass nameplate. It’ll make a perfect gift for home or office decorator, boat enthusiast or passionate collector.
History H.M.S. Victory was the ultimate British fighting vessel: 227 feet long with 104 guns and 850 men when at full capacity. It was launched in 1765 and is most famous as Adm. Horatio Nelson’s flagship at the Battle of Trafalgar in 1805. Nelson was shot and killed during the battle.
H.M.S. Victory is the oldest naval ship still in commission. It has been restored and rests in drydocks at Portsmouth, England. The ship in Portsmouth is the sixth ship with the name Victory in the Royal Navy. There has been great interest in the fifth Victory ship, which was built 15 years earlier and whose wreckage was found recently by Odyessy Marine Exploration.
Crowd Viewing Gunness House Cellar
Date: 1908
Source Type: Postcard
Publisher, Printer, Photographer: Unknown
Postmark: Unknown
Collection: Steven R. Shook
Remark: Belle Gunness, often referred to as the Lady Bluebeard, is considered to be the first American female serial killer.
Born in 1858 in Selbu, Norway, Belle Gunness emigrated to America in the mid 1880s. Belle married Mads Sorenson in 1893, and together they operated a store in Chicago. The store burned down, and Mads and Belle collected insurance on the property. Mads Sorenson died in 1900, with Belle collecting approximately $8,000 through his life insurance policy.
On April 1, 1902, Belle married Peter Gunness in LaPorte, Indiana. Together, Peter and Belle owned and operated a small farm on McClung Road in LaPorte County. Belle again collected insurance on a husband when Peter died after a coffee grinder allegedly fell from a shelf hitting him on the head. Following Peter's death, Belle began advertising in Norwegian language newspapers in America for a husband.
Several suitors answered Belle's advertisements. However, many of these potential bridegrooms would suddenly leave in the night, leading Belle's 18 year old niece, Jenny Olson, to be suspicious as to their welfare. Jenny then mysteriously disappeared, though Belle told friends and neighbors that she had left for schooling in California.
The final man to respond to Belle's advertisement was Andrew Helgelein. Belle requested that Andrew sell his property and bring his money (about $3,000) to LaPorte, which he did in 1908. Andrew's brother, Asa Helgelein became suspicious when letters from Andrew ceased to arrive. Asa therefore traveled to LaPorte County to inquire about the welfare of his brother.
In the early morning of April 28, 1908, the Gunness farmhouse burned to the ground. The Gunness children were found in the ashes of the home, as well as the body of a headless woman. This headless body, however, was much smaller in size than the rotund stature of Belle's body. After sluicing through the ashes of the home, dental work reportedly to be Belle's was found. Asa Helgelein arrived several days after the fire, and at his urging, the LaPorte County Sheriff began to further investigate the fire and Belle's relations with out-of-town men. The investigation turned into a national sensation, as numerous bodies were soon found to be buried on Belle's farm..
The remains of Andrew Helgelein were the first to be found, buried in a shallow grave in the garden. Jenny Olson's body was soon discovered nearby. In all, at least twelve other bodies were recovered from the property. It has been estimated that Belle may have buried forty men on the farm.
Enormous crowds, numbering in the thousands, visited the farm during the investigation. Special trains from Chicago and Indianapolis, as well as from other towns and cities, brought curious onlookers to the farm. Picnics were common. A farm building was used as a temporary morgue, where onlookers could view the remains as they were recovered and put on display. Numerous postcards were produced and sold during and after the investigation.
Ray Lamphere, a farm hand of Belle's, was eventually charged with murder and arson. Though not convicted of murder, Lamphere was found guilty of arson and incarcerated in the nearby Indiana State Prison in Michigan City, where he died a few years later. While in prison, Lamphere maintained that Belle had escaped and insisted that her body was not found in the debris of the burnt house. Lamphere's statement led to numerous reported sightings of Belle Gunness across the United States for many years, none of which were ever confirmed.
Copyright 2010. Some rights reserved. The associated text may not be reproduced or transmitted in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, without prior written permission of Steven R. Shook.
Camera: DCS520C.Serial #: K520C-04381.Width: 1728.Height: 1152.Date: 2/29/00.Time: 9:04:55.DCS5XX Image.FW Ver: 3.0.9.TIFF Image.Look: Portrait.Antialiasing Filter: Removed.Tagged.Counter: [3880].ISO Speed: 400.Aperture: f4.5.Shutter: 1/60.Max Aperture: f4.5.Min Aperture: f29.Exposure Mode: Program AE (P).Compensation: +0.0.Flash Compensation: +0.0.Meter Mode: Evaluative.Flash Mode: E-TTL (1st curtain sync).Drive Mode: Single.Focus Mode: One Shot.Focus Point: --o--.Focal Length (mm): 80.White balance: Preset (Flash).Time: 09:04:55.918.
For exact location of the stored aircraft, I made a map, please look at: drive.google.com/open?id=1OZ638j_oXi-polMQmYpkJlaLv8I&...
"One-time North American Serial Rights" were granted in 1985, however the image still runs in magazines today. No royalties to myself.
Type: P-51D-30NT
Serial #: 45-11540
Registry: N151W
Owner: Jim Reed
Base: Chesterton IN
Status: Flying
1963: N5162V, James Steverson, CO
1966: badly damaged from take-off accident
1974: rebuilt
1978: Dennis Schoenfelder, CA
1983: N151W, Joe Mabee, TX
1993: J.A. Michaels, "Queen B"
1998: Jim Reed "Excalibur"
Serial story of our PoIC @ gihyo.jp just started. ;)
The first story is brief introduction to the PoIC.
Ref. : @web, PoIC : 情報カードの積み重ね
Serial number: 76-0043
C-GIMG 01/01/1980 Okanagan Helicopters
C-GIMG 01/05/1982 Universal Helicopters Newfoundland
N348AA 19/11/1998 Arctic Air Service
C-FZAA 19/04/2012 Helijet International
C47A Skytrain USAAF Serial Number 42-100882
December 1943 to September 1944
Delivered to the USAAF Dakota N473DCDecember 1943. Assigned to 9th Air Force Troop Carrier Command (E.T.O) Flew to the UK in February 1944.
Assigned to 87th Troop Carrier Squadron, 438th Troop Carrier Group, IX Troop Carrier Command, Greenham Common, Berkshire. (438th provided the 4 lead squadrons on D-Day, seen off to France by Gen. Eisenhower).
Fitted with model 80 Glider pick-up gear to recover an assault glider from the D-Day landing grounds for refurbishment/re-use in future operations.
Towed and assault glider in Operation Elmira on D Day (Carried soldiers of the 82nd Airborne Division) and re-supply after the landings. Recovered WACO Assault gliders from Normandy landing grounds July/August 1944.
Transferred to RAF on 2nd September 1944.
Dakota Mk.3 RAF September 1944 to April 1946
Serial Number TS422
Dakota N473DCAssigned to No.1 Heavy Glider Servicing Unit, 38th Airborne Forces Group, Netheravon, Wiltshire from September 1944 until August 1945.
Recovered gliders from Normandy landing grounds and collected and delivered WACO, Hadrian and Airspeed Horsa assault gliders to RAF bases prior to Operation Market Garden (Arnhem) and later, in March 1945 in readiness for Operation Varsity, the Rhine Crossing.
Transferred to 435 (RCAF) Squadron at Down Ampney, Wiltshire in August 1945, under RAF control. Carried out freight duties and troop movements throughout Europe and Scandinavia until April 1946, including returning Allied POW’s.
BATTLE DAMAGE: Numerous bullet holes from aerial attack to cockpit and nose areas, including bullet through pilot’s seat back. Flak and ground fire damage to under wing and rear fuselage areas. Dates and locations of damage unknown. Crew injuries in action unknown. Most likely related to the Arnhem re-supply campaign.
Royal Canadian Air Force 1946 to 1966
Dakota MK.3 Serial Number TS 422 (Carried over from the RAF)
Returned to Canada in April 1946 with other ex 435 Squadron aircraft. Operated throughout Canada in numerous roles, including glider tug, parachute transport, search and rescue and medi-vac (fitted with skis and jet take off rockets), Pilot conversion trainer, Military freighter and troop carrier. Operated in the far North of Canada, well above the Arctic Circle using specially fitted sun compass, due to the proximity to the North Pole.
Sold for Civilian use in 1966. Now Re-classified as :-
Douglas DC3-C
Serial number CF-KAZ (Later C-FKAZ) 1966 to 1985
Numerous operators as a passenger airliner and commercial freighter, including Kier Air Transport (1966-70); Trans-Provincial Airlines (1970-78) and Pacific Coastal Airlines.
Sold to USA in 1985 and stored in Texas until 1995.
N5831B 1985-2006
Freighter for McNeely Air Charter from 1995-2002, operating in the Southern United States and based in Memphis Tennessee.
Sold to the Arizona Warbirds Museum and then to the current owner in 2004. Stored in Tuscon Arizona and restored by Edwards Worldwide Aviation.
Flown 5500 miles from Arizona to Liverpool in late May 2005. Route- Tuscon, Arizona – Great Falls, Montana – Saskatoon, Saskatchewan, Canada – Churchill, Manitoba – Iqualuit, Baffin Island – Sonderstrom Airbase, Greenland – Reykjavik, Iceland – Wick, Scotland – Liverpool, England.
Total flying time 34.5 Hours.
N473DC from 2006
Aircraft now restored to 87th Squadron, USAAF, D-Day colours Winter 2005/6.
Verified Operational Roles
Military 1944 to 1966
Troop Carrier (USAF/RAF/RCAF 1944/1966)
Military Freighter (USAAF/RAF/RCAF 1944-1966)
Assault Glider Tug (USAAF/RAF/RCAF 1944-c.1953)
Assault Glider Snatch Recovery Tug (USAAF/RAF 1944-1945)
Parachute Transport (RCAF 1946-c.1953)
Search and Rescue/Medi-Vac (+ Skis and Jato Rockets RCAF 1953-c.1959)
Multi-Engine Conversion Trainer (RCAF c.1959-1960)
Just found a cool new site for Serials, if your as hooked on the cliffhangers as much as I am. This site may be worth looking at. It’s called Creepy Classics, here’s a link to the serial. They have lots more things to look at on the home page. Enjoy !
The Green Hornet 1940
www.creepyclassics.com/product.sc?productId=4275&cate...
The Green Hornet Strikes Again 1941
www.creepyclassics.com/product.sc?productId=4274&cate...
THE GREEN HORNET STRIKES AGAIN. Directed by Ford Beebe and John Rawlins. Warren Hull is handsome and stalwart as The Green Hornet (newspaper owner Britt Reid) in this second chapter-play based on the exploits of the radio crime fighter [who later had his own comic book adventures as well as a TV series]. As in the first serial, The Hornet and his partner Kato (Keye Luke) are busy quashing the anti-social activities of a ruthless syndicate, such as a phony lottery that exploits the poor. Other characters include the lovably gruff Irish reporter Michael Axford (Wade Botelier) and his teasing associate Lowry (Eddie Acuff), Reid's pretty and admiring secretary Lenore (Anne Nagel), and Grogan (Pierre Watkins), who is the low-key but slithery leader of the racketeers. At one point the gangsters hit upon the idea of forcing a wealthy woman to sign checks over to them while a female crony awaits a call from the bank. There's an interesting segment in which ownership of some oil wells depends upon the date of a contract which has been doctored. The Hornet still drives his souped-up sedan and uses his gas gun to put adversaries to sleep. One sequence shows a helpless worker in a plant with terrible safety conditions falling to his death in a smelter; Hull doesn't have much of an emotional reaction to this but one could say that the Hornet was inured to violent death, even of innocents. One of the best cliffhangers shows a car with the struggling Hornet inside rushing onto a bridge that is rapidly rising high up into the air. Using Flight of the Bumblebee as the theme music is one thing, but the serial is also full of snatches of semi-classical music that are inappropriate and only distract from the action. Foranti, the head of a crooked association, is essayed by Jay Michael, an actor who has a colorful and unusual style of playing. Not top-notch, perhaps, but all in all a credible and entertaining serial.
Working to capitalize on their huge success with the Green Hornet serial of 1940, Universal Studios put into production this follow-up serial continuing the masked crusade of wealthy newspaper publisher, crime vigilante Britt Reid/The Green Hornet and his Filipino valet, Kato. Warren Hull took the reigns as the Hornet in this 15 episode chapter play and Keye Luke returns as Kato. The story of the Green Hornet debuted on radio in 1936 and continued until 1952. Other than radio and the two serials released in 1940 and 1941, there were comic books and a television series in the 1960s as well as a feature film version made just last year based on the character!
Created by Fran Striker, who also brought the Lone Ranger to life, the Green Hornet was first heard over Detroit's WXYZ radio station on January 31, 1936, and became an instant sensation. By day Britt Reid, crusading publisher of the Daily Sentinel and great-nephew of the Lone Ranger himself; by night the Green Hornet and his aide Kato fought gangsters and racketeers, all the while pursued by the police who mistakenly thought the Hornet to be as great a menace as the criminals he battled. The Hornet first appeared on movie screens in 1940, with this follow-up produced quickly thereafter. Starring Warren Hull as the Verdant Avenger and Keye Luke as his black-clad assistant, this serial is a fast-paced gem, as the Hornet and Kato battle racket after racket, leading up to a climactic encounter with archcrook Crogan (Pierre Watkins).
Warren Hull’s only non-Columbia serial was The Green Hornet Strikes Again (Universal, 1940). Gordon Jones had starred in the first Green Hornet serial the preceding year, but Hull’s popularity as the dual-identity hero of The Spider’s Web apparently made Universal anxious to enlist him for the similar Green Hornet role. Like the Spider, the Green Hornet was a lone-wolf crimefighter hunted by the police, and, again like the Spider, was secretly a well-respected member of society–Britt Reid, editor of the Daily Sentinel. In the serial, Hull as Reid tackled a city-wide crime syndicate in print (as Sentinel editor) and in person (as the Green Hornet) with the help of his Oriental valet Kato (Keye Luke). The Green Hornet Strikes Again was a good sequel to a good original, and Hull stepped into the Green Hornet part with ease, talking in two differing voices to distinguish between Reid and the Hornet. His slickness was well-suited to sequences that featured Reid quizzing evasive syndicate front men, and he became believably tough and menacing when intimidating gangster in his Green Hornet guise.
B-47E 51-5216 MASDC 23-09-74 - Incorrect presentation of the serial and the leading 0 for 'more than 10 years old' - No hyphen
See www.flickr.com/photos/elaref/8161525565/in/photostream/ and www.flickr.com/photos/16088786@N03/8161559140
For reference, see www.oldwings.nl/content/o0/not_oh.htm