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One of the small bedrooms in my house was remodeled by us to hold all of the small parts. All the design work was done by my wife with the exception of the decision to use the sterite drawers and their arrangement, and the brick crown molding, which I conceived and executed.
The work on this room (and all of our Lego Storage even areas not shown) was completed between mid Feb and mid May 2012.
Finished state. Clockwise - Red - Green - Yellow - Blue walls.
One of the small bedrooms in my house was remodeled by us to hold all of the small parts. All the design work was done by my wife with the exception of the decision to use the sterite drawers and their arrangement, and the brick crown molding, which I conceived and executed.
The work on this room (and all of our Lego Storage even areas not shown) was completed between mid Feb and mid May 2012.
Finished state. Clockwise - Red - Green - Yellow - Blue walls.
There was so much rain that there is standing water everywhere including next to the temporary storage at the elevator.
Still a fairly common sight in the Uncompahgre Valley of western Colorado, these underground storage "cellars" were used to keep potatoes, onions and other locally produced root crops in the early days of settlement. A surprising number still stand today. This one is north of Olathe, Colorado.
All 19 of my currently assembled Mobile Suits. I'm horrible about taking things apart if I like them; these may be together a while.
The shelf is a $12 piece of junk I got from Home Depot a while back. I will get a nicer (STURDIER!) shelf once I'm in a more permanent living situation. Currently planning on moving again in June :-/
Pictures done by request from Gdido2k10 a while back.
One of the small bedrooms in my house was remodeled by us to hold all of the small parts. All the design work was done by my wife with the exception of the decision to use the sterite drawers and their arrangement, and the brick crown molding, which I conceived and executed.
The work on this room (and all of our Lego Storage even areas not shown) was completed between mid Feb and mid May 2012.
Finished state. Clockwise - Red - Green - Yellow - Blue walls.
I began going through and trying to catalog all of my re-ment last night. This isn't all of it....I have 7 storage cases that are completely full, need to buy another tomorrow. About 10 sets that need to be opened and put away, about 10 different storage/furniture pieces and then all of the sets that are in Blythe towers and the Cafe etc. I have an addiction to miniatures, I love them. Hubby bought me 4 new sets today haha
My current Lego storage. Rather inconvenient, but it works.
It took me nearly a year to get it this neat, but currently there's a ship in the drydock, so its already messed up again.
Two views from the Mount Olive Pickle Company: "Main Packing Building" and "Partial
View of Over 400 Storage Tanks."
Digital Collection:
North Carolina Postcards
Publisher:
Stone Printing and Manufacturing Co., Roanoke, Va.
Date:
1930; 1931; 1932; 1933; 1934; 1935; 1936; 1937; 1938; 1939; 1940; 1941; 1942; 1943;
1944; 1945
Location:
Mount Olive (N.C.); Wayne County (N.C.);
Collection in Repository
Durwood Barbour Collection of North Carolina Postcards (P077); collection guide available
online at www.lib.unc.edu/ncc/pcoll/77barbour/77barbour.html
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
The Grumman Mohawk began as a joint Army-Marine program through the then-Navy Bureau of Aeronautics (BuAer), for an observation/attack plane that would outperform the light and vulnerable Cessna L-19 Bird Dog. In June 1956, the Army issued Type Specification TS145, which called for the development and procurement of a two-seat, twin turboprop aircraft designed to operate from small, unimproved fields under all weather conditions. It would be faster, with greater firepower, and heavier armor than the Bird Dog, which had proved very vulnerable during the Korean War.
The Mohawk's mission would include observation, artillery spotting, air control, emergency resupply, naval target spotting, liaison, and radiological monitoring. The Navy specified that the aircraft had to be capable of operating from small "jeep" escort class carriers (CVEs). The DoD selected Grumman Aircraft Corporation's G-134 design as the winner of the competition in 1957. Marine requirements contributed an unusual feature to the design: since the Marines were authorized to operate fixed-wing aircraft in the close air support (CAS) role, the mockup featured underwing pylons for rockets, bombs, and other stores, and this caused a lot of discord. The Air Force did not like the armament capability of the Mohawk and tried to get it removed. On the other side, the Marines did not want the sophisticated sensors the Army wanted, so when their Navy sponsors opted to buy a fleet oil tanker, they eventually dropped from the program altogether. The Army continued with armed Mohawks (and the resulting competence controversy with the Air Force) and also developed cargo pods that could be dropped from underwing hard points to resupply troops in emergencies.
In mid-1961, the first Mohawks to serve with U.S. forces overseas were delivered to the 7th Army at Sandhofen Airfield near Mannheim, Germany. Before its formal acceptance, the camera-carrying AO-1AF was flown on a tour of 29 European airfields to display it to the U.S. Army field commanders and potential European customers. In addition to their Vietnam and European service, SLAR-equipped Mohawks began operational missions in 1963 patrolling the Korean Demilitarized Zone.
Germany and France showed early interest in the Mohawk, and two OV-1s were field-tested by both nations over the course of several months. No direct orders resulted, though, but the German Bundesheer (Army) was impressed by the type’s performance and its capability as an observation and reconnaissance platform. Grumman even signed a license production agreement with the French manufacturer Breguet Aviation in exchange for American rights to the Atlantic maritime patrol aircraft, but no production orders followed.
This could have been the end of the OV-1 in Europe, but in 1977 the German government, primarily the interior ministry and its intelligence agency, the Bundesnachrichtendienst (BND), showed interest in a light and agile SIGINT/ELINT platform that could fly surveillance missions along the inner-German border to the GDR and also to Czechoslovakia. Beyond visual reconnaissance with cameras and IR sensors, the aircraft was to be specifically able to identify and locate secret radio stations that were frequently operated by Eastern Block agents (esp. by the GDR) all across Western Germany, but primarily close to the inner-German border due to the clandestine stations’ low power. The Bundeswehr already operated a small ELINT/ECM fleet, consisting of converted HFB 320 ‘Hansa’ business jets, but these were not suited for stealthy and inconspicuous low flight level missions that were envisioned, and they also lacked the ability to fly slowly enough to locate potential “radio nests”.
The pan and the objective were clear, but the ELINT project caused a long and severe political debate concerning the operator of such an aerial platform. Initially, the Bundesheer, who had already tested the OV-1, claimed responsibility, but the interior ministry in the form of the German customs department as well as the German police’s Federal Border Guard, the Bundesgrenzschutz and the Luftwaffe (the proper operator for fixed-wing aircraft within the German armed forces), wrestled for this competence. Internally, the debate and the project ran under the handle “Schimmelreiter” (literally “The Rider on the White Horse”), after a northern German legendary figure, which eventually became the ELINT system’s semi-official name after it had been revealed to the public. After much tossing, in 1979 the decision was made to procure five refurbished U.S. Army OV-1As, tailored to the German needs and – after long internal debates – operate them by the Luftwaffe.
The former American aircraft were hybrids: they still had the OV-1A’s original short wings, but already the OV-1D’s stronger engines and its internal pallet system for interchangeable electronics. The machines received the designation OV-1G (for Germany) and were delivered in early 1980 via ship without any sensors or cameras. These were of Western German origin, developed and fitted locally, tailored to the special border surveillance needs.
The installation and testing of the “Schimmelreiter” ELINT suite lasted until 1982. It was based on a Raytheon TI Systems emitter locator system, but it was locally adapted by AEG-Telefunken to the airframe and the Bundeswehr’s special tasks and needs. The system’s hardware was stowed in the fuselage, its sensor arrays were mounted into a pair of underwing nacelles, which occupied the OV-1’s standard hardpoints, allowing a full 360° coverage. In order to cool the electronics suite and regulate the climate in the internal equipment bays, the OV-1G received a powerful heat exchanger, mounted under a wedge-shaped fairing on the spine in front of the tail – the most obvious difference of this type from its American brethren. The exact specifications of the “Schimmelreiter” ELINT suite remained classified, but special emphasis was placed upon COMINT (Communications Intelligence), a sub-category of signals intelligence that engages in dealing with messages or voice information derived from the interception of foreign communications. Even though the “Schimmelreiter” suite was the OV-1Gs’ primary reconnaissance tool, the whole system could be quickly de-installed for other sensor packs and reconnaissance tasks (even though this never happened), or augmented by single modules, what made upgrades and mission specialization easy. Beyond the ELINT suite, the OV-1G could be outfitted with cameras and other sensors on exchangeable pallets in the fuselage, too. This typically included a panoramic camera in a wedge-shaped ventral fairing, which would visually document the emitter sensors’ recordings.
A special feature of the German OV-1s was the integration of a brand new, NATO-compatible “Link-16” data link system via a MIDS-LVT (Multifunctional Information Distribution System). Even though this later became a standard for military systems, the OV-1G broke the ground for this innovative technology. The MIDS was an advanced command, control, communications, computing and intelligence (C4I) system incorporating high-capacity, jam-resistant, digital communication links for exchange of near real-time tactical information, including both data and voice, among air, ground, and sea elements. Outwardly, the MIDS was only recognizable through a shallow antenna blister behind the cockpit.
Even though the OV-1Gs initially retained their former American uniform olive drab livery upon delivery and outfitting in German service, they soon received a new wraparound camouflage for their dedicated low-level role in green and black (Luftwaffe Norm 83 standard), which was better suited for the European theatre of operations. In Luftwaffe service, the OV-1Gs received the tactical codes 18+01-05 and the small fleet was allocated to the Aufklärungsgeschwader (AG) 51 “Immelmann”, where the machines formed, beyond two squadrons with RF-4E Phantom IIs, an independent 3rd squadron. This small unit was from the start based as a detachment at Lechfeld, located in Bavaria/Southern Germany, instead of AG 51’s home airbase Bremgarten in South-Western Germany, because Lechfeld was closer to the type’s typical theatre of operations along Western Germany’s Eastern borders. Another factor in favor of this different airbase was the fact that Lechfeld was, beyond Tornado IDS fighter bombers, also the home of the Luftwaffe’s seven HFB 320M ECM aircraft, operated by the JaBoG32’s 3rd squadron, so that the local maintenance crews were familiar with complex electronics and aircraft systems, and the base’s security level was appropriate, too.
With the end of the Cold War in 1990, the OV-1Gs role and field of operation gradually shifted further eastwards. With the inner-German Iron Curtain gone, the machines were now frequently operated along the Polish and Czech Republic border, as well as in international airspace over the Baltic Sea, monitoring the radar activities along the coastlines and esp. the activities of Russian Navy ships that operated from Kaliningrad and Saint Petersburg. For these missions, the machines were frequently deployed to the “new” air bases Laage and Holzdorf in Eastern Germany.
In American service, the OV-1s were retired from Europe in 1992 and from operational U.S. Army service in 1996. In Germany, the OV-1 was kept in service for a considerably longer time – with little problems, since the OV-1 airframes had relatively few flying hours on their clocks. The Luftwaffe’s service level for the aircraft was high and spare parts remained easy to obtain from the USA, and there were still OV-1 parts in USAF storage in Western German bases.
The German HFB 320M fleet was retired between 1993 and 1994 and, in part, replaced by the Tornado ECR. At the same time AG 51 was dissolved and the OV-1Gs were nominally re-allocated to JaboG 32/3. With this unit the OV-1Gs remained operational until 2010, undergoing constant updates and equipment changes. For instance, the machines received in 1995 a powerful FLIR sensor in a small turret in the aircraft’s nose, which improved the aircraft’s all-weather reconnaissance capabilities and was intended to spot hidden radio posts even under all-weather/night conditions, once their signal was recognized and located. The aircrafts’ radio emitter locator system was updated several times, too, and, as a passive defensive measure against heat-guided air-to-air missiles/MANPADS, an IR jammer was added, extending the fuselage beyond the tail. These machines received the suffix “Phase II”, even though all five aircraft were updated the same way.
Reports that the OV-1Gs were furthermore retrofitted with the avionics to mount and launch AIM-9 Sidewinder AAMs under the wing tips for self-defense remained unconfirmed, even more so because no aircraft was ever seen carrying arms – neither the AIM-9 nor anything else. Plans to make the OV-1Gs capable of carrying the Luftwaffe’s AGM-65 Maverick never went beyond the drawing board, either. However, BOZ chaff/flare dispenser pods and Cerberus ECM pods were occasionally seen on the ventral pylons from 1998 onwards.
No OV-1G was lost during the type’s career in Luftwaffe service, and after the end of the airframes’ service life, all five German OV-1Gs were scrapped in 2011. There was, due to worsening budget restraints, no direct successor, even though the maritime surveillance duties were taken over by Dornier Do 228/NGs operated by the German Marineflieger (naval air arm).
General characteristics:
Crew: Two: pilot, observer/systems operator
Length: 44 ft 4 in (13.53 m) overall with FLIR sensor and IR jammer
Wingspan: 42 ft 0 in (12.8 m)
Height: 12 ft 8 in (3.86 m)
Wing area: 330 sq. ft (30.65 m²)
Empty weight: 12,054 lb (5,467 kg)
Loaded weight: 15,544 lb (7,051 kg)
Max. takeoff weight: 18,109 lb (8,214 kg)
Powerplant:
2× Lycoming T53-L-701 turboprops, 1,400 shp (1,044 kW) each
Performance:
Never exceed speed: 450 mph (390 knots, 724 km/h)
Maximum speed: 305 mph (265 knots, 491 km/h) at 10,000 ft (3,050 m)
Cruise speed: 207 mph (180 knots, 334 km/h) (econ cruise)
Stall speed: 84 mph (73 knots, 135 km/h)
Range: 944 mi (820 nmi, 1,520 km) (SLAR mission)
Service ceiling: 25,000 ft (7,620 m)
Rate of climb: 3,450 ft/min (17.5 m/s)
Armament:
A total of eight external hardpoints (two ventral, three under each outer wing)
for external loads; the wing hardpoints were typically occupied with ELINT sensor pods, while the
ventral hardpoints frequently carried 300 l drop tanks to extend loiter time and range;
Typically, no offensive armament was carried, even though bombs or gun/missile pods were possible.
The kit and its assembly:
This build became a submission to the “Reconnaissance” Group Build at whatifmodellers.com in July 2021, and it spins further real-world events. Germany actually tested two OV-1s in the Sixties (by the German Army/Bundesheer, not by the air force), but the type was not procured or operated. The test aircraft carried a glossy, olive drab livery (US standard, I think) with German national markings.
However, having a vintage Hasegawa OV-1A in the stash, I wondered what an operational German OV-1 might have looked like, especially if it had been operated into the Eighties and beyond, in the contemporary Norm 83 paint scheme? This led to this purely fictional OV-1G.
The kit was mostly built OOB, and the building experience was rather so-so – after all, it’s a pretty old mold/boxing (in my case the Hasegawa/Hales kit is from 1978, the mold is from 1968!). Just a few things were modified/added in order to tweak the standard, short-winged OV-1A into something more modern and sophisticated.
When searching for a solution to mount some ELINT sensor arrays, I did not want to copy the OV-1B’s characteristic offset, ventral SLAR fairing. I rather settled for the late RV-1D’s solution with sensor pods under the outer wings. Unfortunately, the OV-1A kit came with the type’s original short wings, so that the pods had to occupy the inner underwing pair of hardpoints. The pods were scratched from square styrene profiles and putty, so that they received a unique look. The Mohawk’s pair of ventral hardpoints were mounted, but – after considering some drop tanks or an ECM pod there - left empty, so that the field of view for the ventral panoramic camera would not be obscured.
Other small additions are some radar warning sensor bumps on the nose, some extra antennae, a shallow bulge for the MIDS antenna on the spine, the FLIR turret on the nose (with parts from an Italeri AH-1 and a Kangnam Yak-38!), and I added a tail stinger for a retrofitted (scratched) IR decoy device, inspired by the American AN/ALG-147. This once was a Matchbox SNEB unguided missile pod.
Painting and markings:
For the intended era, the German Norm 83 paint scheme, which is still in use today on several Luftwaffe types like the Transall, PAH-2 or CH-53, appeared like a natural choice. It’s a tri-color wraparound scheme, consisting of RAL 6003 (Olivgrün), FS 34097 (Forest Green) and RAL 7021 (Teerschwarz). The paints I used are Humbrol 86 (which is supposed to be a WWI version of RAL 6003, it lacks IMHO yellow but has good contrast to the other tones), Humbrol 116 and Revell 9. The pattern itself was adapted from the German Luftwaffe’s Dornier Do 28D “Skyservants” with Norm 83 camouflage, because of the type’s similar outlines.
A black ink washing was applied for light weathering, plus some post-shading of panels with lighter shades of the basic camouflage tones for a more plastic look. The cockpit interior was painted in light grey (Humbrol 167), while the landing gear and the interior of the air brakes became white. The scratched SLAR pods became light grey, with flat di-electric panels in medium grey (created with decal material).
The cockpit interior was painted in a rather light grey (Humbrol 167), the pilots received typical olive drab Luftwaffe overalls, one with a white “bone dome” and the other with a more modern light grey helmet.
The decals were improvised. National markings and tactical codes came from TL Modellbau sheets, the AG 51 emblems were taken from a Hasegawa RF-4E sheet. The black walkways were taken from the Mohak’s OOB sheet, the black de-icer leading edges on wings and tail were created with generic black decal material. Finally, the model was sealed with a coat of matt acrylic varnish (Italeri).
An interesting result, and the hybrid paint scheme with the additional desert camouflage really makes the aircraft an unusual sight, adding to its credibility.
door to a friend's apartment storage. it's light brown, but came out grey.
polaroid sx70 sonar
600 film
Stored airliners in this busy shot, roughly from top to bottom, are:-
Boeing 747-257B [N303TW] c/n 20116, l/n 112 (all-white, this is a very early 747-200 with only three windows on the upper deck making it look like a 747-100),
Boeing 747-SR81 'N243BA' c/n 22294, l/n 481 (ANA colours),
Boeing 747-329 [N3439F] c/n 23439, l/n 646 (all-white, previously OO-SGC with SABENA),
Douglas MD-82 'N419MT' c/n 49419, l/n 1403,
Boeing 747-SR81 'N245BA' c/n 22595, l/n 516 (ANA colours),
and the following ex Northwest Douglas DC9-31:-
'N956N' c/n 47252 l/n 294
'N957N' c/n 47253 l/n 295,
'N958N' c/n 47254, l/n 301,
'N959N' c/n 47255, l/n 310,
'N1798U' c/n 47369, l/n 529,
'N3322L' c/n 47031, l/n 187 (NWA silver c/s),
'N9330' c/n 47138, l/n 318,
'N9335' c/n 47337, l/n 415 (NWA silver c/s)
and
'N9340' c/n 47389, l/n 489.
Pinal Air Park, Marana.
Arizona, USA.
09-2-2014
“NUMBER TWO COMING IN - - The second flight version of the Saturn V second stage (S-II) is unloaded from the barge “Pearle River” upon its arrival at the National Aeronautics and Space Administration’s Mississippi Test Facility. Weighing 86,000 pounds, the 81 1/2 foot long, 33 feet in diameter stage is shown being towed into the Stage Storage and Servicing Building for checkout and preparations for installation in an S-II stand prior to static firing in March. This is the second flight stage of the S-II to be static fired at MTF. The first S-II test at MTF arrived at the NASA Kennedy Space Center, Fla. last week.”
S-II-2 history:
history.nasa.gov/MHR-5/part-8.htm
More significantly, from the immensely readable & informative article by Andrew LePage:
“The second stage of the Saturn V was designated the S-II stage with North American Aviation as its prime contractor (which merged with Rockwell in March 1967 and subsequently with Boeing 29 years later). Unlike the S-IC and most earlier rockets, the S-II burned the high-energy combination of liquid hydrogen and LOX which yields about half again as much thrust as a like mass of more conventional propellants. With the same ten meter diameter as the S-IC stage, this stage was 24.8 meters long and carried 429 metric tons of cryogenic propellant. Its five Rocketdyne J-2 engines generated a total of about 4,450 kilonewtons of thrust in its initial versions. With a nominal burn time of 367 seconds, the S-II provided most of the energy to drive the rocket and its payload towards Earth orbit during an Apollo lunar mission with burnout occurring at a typical altitude of 185 kilometers and a speed of 6.8 kilometers per second…
…At this point, the delivery of the first two S-II stages from North American was running months behind schedule due to problems encountered during final assembly and testing. In order to keep the processing of the first pair of Saturn V rockets on track, it had been decided that the initial stacking of AS-501 would instead use a substitute – a S-II simulator designated H7-17 which had been originally constructed for handling training and test facility fit checks. The H7-17 test article basically consisted of a small diameter, load-bearing center column with S-II interfaces at either end giving the article a distinct spool-like shape. Modifications would make it suitable for use in the initial stacking and ground testing of the Saturn V…
…After being removed from AS-501 on February 13, 1967, the S-II spacer was added atop of S-IC-2 on March 29 so that stacking of AS-502 could be completed and initial testing of the second Saturn V could proceed. The S-II-2 stage finally arrived at Cape Canaveral on May 24 and, after completing an inspection of its liquid hydrogen tank for cracks on July 6, it was added to the launch vehicle on July 13 to begin the next round of preflight testing during the next six weeks. CSM-020 attached to its SLA with LTA-2R tucked inside was finally added to the stack on December 10…
…After casting off its spent first stage, the five J-2 engines of the S-II stage ignited 149.8 seconds after launch as Apollo 6 continued to accelerate towards orbit. At 184.8 seconds after launch, the LES separated since it was no longer needed to support abort options for the rest of the mission. All was going well until the 319-second mark when the fuel flow rate on engine J-2044 in the #2 position on the S-II stage suddenly increased at the same time its thrust decreased. Following a spike in the engine bay temperature, engine #2 shut down after running for 263.8 seconds out of a planned 368.8-second burn. Although it was showing no signs of trouble, engine J-2508 in the #3 position also shutdown 1.3 seconds later. After the loss of two J-2 engines, the Saturn V guidance system did its best to cope with the situation. While never configured to deal with the loss of two J-2 engines, Apollo 6 continued its ascent. Finally, the remaining three engines of S-II-2 shutdown nine minutes and 36.3 seconds after lift off. With the three remaining engines burning for 58.8 seconds longer than planned, Apollo 6 was travelling 102.3 meters per second slower than expected due to the lower acceleration while being 436.8 kilometer farther downrange and 6.4 kilometers higher because of how the guidance system tried to cope with the unexpected situation.”
The entire article at:
www.drewexmachina.com/2018/04/04/apollo-6-the-saturn-v-th...
Credit: Drew ExMachina/Andrew LePage
The storage of Grimmhavn. With it cranes and the office.
More information and pics up: THE BRICK TIME
Don't forget to visit our BrickLink-Shop: THE BRICK TIME - BL Store
St John the Baptist, Thaxted, Essex
The best church in Essex, and one of the best in England. The great spire rises above the gorgeous, prosperous little town, the big church surrounded closely on all sides by its busy life and a reminder that, like Lavenham in Suffolk, this was once a much more important place.
One of the touchstones of 20th Century Anglo-catholicism, with an influence which even today reaches out over adjoining parishes, this is a church full of light and space in the full confidence of its late 15th and early 16th Century rebuilding. The high, wide aisles extend to the full length of the chancel creating three parallel sanctuaries separated by the yawning of leaping, delicate arcades. The gathered paraphernalia of the Anglo-catholic tradition is shunted into corners and set boldly before pillars.
And yet, this does not feel like an urban church. Here, the wide spaces seem not to notice what has happened elsewhere. There are earlier details as well as later ones, among them late medieval glass and splendid 17th Century continental stalls brought here from the chapel of Easton Hall, but the overall impression is of serious High Church worship set within the frame of late-medieval Perpendicular harmony. And, perhaps also a sense of remoteness and distant loss, a recognition of what happened here once in another world, the world of lost Catholic England, an open airy emptiness which, as Pevsner observed, comes from the dearth of monuments as much as anything else. There is a sense here that there has not for a long time been a class in possession, and all in all it is a church which is much greater than the sum of its parts.
Like most of north Essex, the church and its town fell into a long sleep in the 18th and 19th Centuries, especially during the long agricultural recession in the second half of the latter century, but in 1910 a young London Priest called Father Conrad Noel was appointed to the living of Thaxted. He was a man of enormous energy and talent, and transformed Thaxted town and church into a maelstrom of political and cultural activity. He remained vicar of Thaxted until his death in 1942.
Conrad Noel set about galvanising the little town, making it a national centre for the English Crafts movement. When Arthur Mee visited Thaxted church in the 1940s he found the church hung and carpeted with colour, its tapestries, banners and vestments being the magnificent work of modern craftsmen inspired by the enterprise and fine judgement of the late incumbent (Conrad Noel) and his wife. Some of them we have all seen, for they were exhibited at the Wembley Exhibition (the Empire Exhibition of 1921). The surviving banners, now kept in storage to preserve them, are occasionally displayed and used in the church.
The parish became a centre for other revived English traditions. Fr Noel's undoubted charisma, and his insistence that Christianity was about beauty and ritual, attracted many well-known artists, musicians and folklorists to Thaxted. The folk revival was happening across Europe in the 1920s and 1930s, and it is no coincidence that the Morris Ring found a friendly home in the town. English Morris Dancing still sees Thaxted as its home.
The composer Gustav Holst moved to Thaxted, and Holst and Noel collaborated on musical events, creating the Thaxted Festival which still takes place every summer. Holst regularly played the organ at Mass in Thaxted church, and his compositon Thaxted, a reworking of the Jupiter theme in his Planets Suite, is best known today as a setting for the words of I Vow to thee my Country. When it was reused by the BBC for the Rugby World Cup anthem World in Union, the royalties went to Thaxted church.
Working with them was Percy Dearmer, another left-wing Priest and musicologist. He was responsible for popularising Anglo-Catholic forms of liturgy and worship based on his research into the music and liturgy of the medieval church. He was also editor of the Oxford Book of Carols which almost single-handedly reintroduced the idea of Christmas carol services to English churches.
Other musical figures who became associated with Thaxted included the composers Ralph Vaughan Williams and Martin Shaw. Vaughan WIlliams already had a considerable track record in collecting English folk tunes and working them into his own compositions. Shaw, best known today for hymn tunes like Little Cornard ('Hills of the North Rejoice') and Bunessan ('Morning has Broken'), wrote an Anglican Folk Mass for Thaxted church.
Another prominent figure in the Thaxted Movement was Joseph Needham, Cambridge professor and expert on Chinese Medicine, whose intellectual rigor gave a backbone to the folk tradition which Noel was allowing to live and breathe in his parish. Needham and his wife Dorothy were promoters of the Gymnosophist movement, in which young gymnasts would perform their routines naked, as in Ancient Greece. Gymnosophy was very popular in Germany in the 1920s and 1930s, but perhaps it is as well that it did not catch on in Thaxted.
Conrad Noel had been one of the founders of the Church Socialist League in 1906, but he left it in 1918 to found the Catholic Crusade. Like several Anglo-catholic Priests, Noel was also a member of the Independent Labour Party, and in 1911 he became a founding member of the British Socialist Party. In the 1920s, his most notorious action was to hang the Socialist Red Flag, the Irish Tricolor and the English Flag of St George side by side in the south transept.
It is worth saying that, even today, hanging the Flag of St George in a parish church is unusual, and in Noel's day it was considered suspicious, for the more usual flag to be hung in parish churches is the Union flag as a sign of the protestant credentials of the Established Church. The flag of St George was considered evidence of Anglo-Catholic sympathies. The Irish Tricolor was even more controversial of course, for Ireland, although not yet a republic, was a newly independent nation which had broken away from the Union, an aspiration which some in the Thaxted Movement held for their beloved England.
Flying the red flag was an act of provocation, and flying the three flags together was quite outrageous, and unforgiveable. On at least one occasion, Cambridge undergraduates travelled to Thaxted church to remove the flags, ceremoniously pulling them down, sparking off fist-fights and other disturbances. Noel himself was accused of sedition in the House of Commons. Eventually a consistory court ruled against his displaying the three flags, and Noel obeyed the ruling. Conrad was inevitably dubbed "The Red Rector" by the popular press as a result of his actions and beliefs.
Conrad Noel is almost forgotten today outside of church circles, but his influence on English culture and the revival of tradition in the 20th Century was immense. If England ever becomes a nation independent of the Union again, I hope that someone will remember him and put his face on the bank notes.
Flynn, John, 1880-1951
Title devised by cataloguer based on accompanying documentation.; Part of the Australian Inland Mission collection.; Attribution is uncertain.; Condition: Good.; "Colored by T W Cameron 110 Lygon St Carlton Victoria Australia" -- Printed at bottom of slide.; Also available in an electronic version via the Internet at: nla.gov.au/nla.pic-an24508753.
Persistent URL
Outdoor winter boat storage at a Lake Erie marina. On trailers or stands and under shrink wrapped white plastic covers • February, 2016 • Lorain/Cleveland, northern Ohio USA
iPhone 6s native camera in HDR mode • Photoshop Elements > foreground concrete cropped to form a screen-filling panorama > two artistic filters from Anthropics' Smart Photo Editor plugin > gray canvas enlarged 8-pixels in height/width to create a 4-pixel frame • Gritty is Good • Click image to view detail (or lack thereof)
Name: Sarah Brooks
School: Oakton Elementary
Town: Oakton
State: VA
I feel like my storage room doesn’t look very organized at all, considering I spent nearly a week before my official contracted hours stripping it bare of all items that hadn’t been used during the past two years since I have been teaching at this school.
From an earlier era, before the steel storage barrels that are now common. andyarthur.org/photos/titusville/media12661.html
Harbor Freight cases where I keep all of my building supply. Read more at dagsbricks.blogspot.com/2013/06/lego-tips-and-techniques-...