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+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
The Mikoyan-Gurevich MiG-19 (Russian: Микоян и Гуревич МиГ-19) (NATO reporting name: "Farmer") was a Soviet second-generation, single-seat, twin jet-engined fighter aircraft. It was the first Soviet production aircraft capable of supersonic speeds in level flight. It was, more oe less, the counterpart of the North American F-100 Super Sabre, although the MiG-19 would primarily oppose the more modern McDonnell Douglas F-4 Phantom II and Republic F-105 Thunderchief over North Vietnam.
On 20 April 1951, OKB-155 was given the order to develop the MiG-17 into a new fighter called "I-340", which was to be powered by two Mikulin AM-5 non-afterburning jet engines (a scaled-down version of the Mikulin AM-3) with 19.6 kN (4,410 lbf) of thrust. The I-340 was supposed to attain 1,160 km/h (725 mph, Mach 1) at 2,000 m (6,562 ft), 1,080 km/h (675 mph, Mach 0.97) at 10,000 m (32,808 ft), climb to 10,000 m (32,808 ft) in 2.9 minutes, and have a service ceiling of no less than 17,500 m (57,415 ft).
The new fighter, internally designated "SM-1", was designed around the "SI-02" airframe (a MiG-17 prototype) modified to accept two engines in a side-by-side arrangement and was completed in March 1952.
Initial enthusiasm for the aircraft was dampened by several problems. The most alarming of these was the danger of a midair explosion due to overheating of the fuselage fuel tanks located between the engines. Deployment of airbrakes at high speeds caused a high-g pitch-up. Elevators lacked authority at supersonic speeds. The high landing speed of 230 km/h (145 mph) (compared to 160 km/h (100 mph) in the MiG-15), combined with absence of a two-seat trainer version, slowed pilot transition to the type. Handling problems were addressed with the second prototype, "SM-9/2", which added a third ventral airbrake and introduced all-moving tailplanes with a damper to prevent pilot-induced oscillations at subsonic speeds. It flew on 16 September 1954, and entered production as the MiG-19S.
Approximately 5.500 MiG-19s were produced, first in the USSR and in Czechoslovakia as the Avia S-105, but mainly in the People's Republic of China as the Shenyang J-6. The aircraft saw service with a number of other national air forces, including those of Cuba, North Vietnam, Egypt, Pakistan, and North Korea. The aircraft saw combat during the Vietnam War, the 1967 Six Day War, and the 1971 Bangladesh War.
All Soviet-built MiG-19 variants were single-seaters only, although the Chinese later developed the JJ-6 trainer version of the Shenyang J-6. Among the original "Farmer" variants were also several radar-equipped all-weather fighters and the MiG-19R, a reconnaissance version of the MiG-19S with cameras replacing the nose cannon in a canoe-shaped fairing under the forward fuselage and powered by uprated RD-9BF-1 engines with about 10% more dry thrust and an improved afterburner system.
The MiG19R was intended for low/medium altitude photo reconnaissance. Four AFA-39 daylight cameras (one facing forward, one vertical and two obliquely mounted) were carried. Nighttime operations were only enabled through flare bombs, up to four could be carried on four hardpoints under the wings, even though the outer "wet" pylons were frequently occupied by a pair of 800l drop tanks.
The MiG-19R was not produced in large numbers and only a few were operated outside of the Soviet Union. The NATO reporting name remained unchanged (Farmer C). A recon variant of the MiG-19 stayed on many air forces' agendas, even though only the original, Soviet type was actually produced. Czechoslovakia developed an indigenous reconnaissance variant, but it did not enter series production, as well as Chinese J-6 variants, which only reached the prototype stage.
One of the MiG-19R's few foreign operators was the Polish Navy. The Polish Air Force had received a total of 22 MiG-19P and 14 MiG-19PM interceptors in 1957 (locally dubbed Lim-7), and at that time photo reconnaissance for both Air Force and Navy was covered by a version of the MiG-17 (Lim-5R). Especially the Polish Navy was interested in a faster aircraft for quick identification missions over the Baltic Sea, and so six MiG-19R from Soviet stock were bought in 1960 for the Polish Navy air arm.
Anyway, Poland generally regarded the MiG-19 family only as an interim solution until more potent types like the MiG-21 became available. Therefore, most of the fighters were already sold to Bulgaria in 1965/66, and any remaining Farmer fighters in Polish Air Force Service were phased out by 1974.
The Polish Navy MiG-19R were kept in service until 1982 through the 3rd Group of the 7th Polish Naval Squadron (PLS), even though only a quartet remained since two Lim-7R, how the type was called in Poland, had been lost through accidents during the early 70ies. Ironically, the older Lim6R (a domestic photo reconnaissance variant of the license-built MiG-17 fighter bomber) was even kept in service until the late 80ies, but eventually all these aircraft were replaced by MiG-21R and Su-22M4R.
General characteristics:
Crew: One
Length: 12.54 m (41 ft)
Wingspan: 9.0 m (29 ft 6 in)
Height: 3.9 m (12 ft 10 in)
Wing area: 25.0 m² (270 ft²)
Empty weight: 5,447 kg (11,983 lb)
Max. take-off weight: 7,560 kg (16,632 lb)
Powerplant:
2× Tumansky RD-9BF-1 afterburning turbojets, 31.9 kN (7,178 lbf) each
Performance:
Maximum speed: 1.500 km/h (930 mph)
Range: 1,390 km (860 mi) 2,200 km with external tanks
Service ceiling: 17,500 m (57,400 ft)
Rate of climb: 180 m/s (35,425 ft/min)
Wing loading: 302.4 kg/m² (61.6 lb/ft²)
Thrust/weight: 0.86
Armament:
2x 30 mm NR-30 cannons in the wing roots with 75 RPG
4x underwing pylons, with a maximum load of 1.000 kg (2.205 lb);
typically only 2 drop tanks were carried, or pods with flare missiles
The kit and its assembly:
Again, a rather subtle whif. The MiG-19R existed, but was only produced in small numbers and AFAIK only operated by the Soviet Union. Conversions of license-built machines in Czechoslovakia and China never went it beyond prototype stage.
Beyond that, there’s no kit of the recon variant, even pictures of real aircraft are hard to find for refefence – so I decided to convert a vintage Kovozavody/KP Models MiG-19S fighter from the pile into this exotic Farmer variant.
Overall, the old KP kit is not bad at all, even though you get raised details, lots of flash and mediocre fit, the pilot's seat is rather funny. Yes, today’s standards are different, but anything you could ask for is there. The kit is more complete than a lot of more modern offerings and the resulting representation of a MiG-19 is IMHO good.
Mods I made are minimal. Most prominent feature is the camera fairing in place of the fuselage cannon, scratched from a massive weapon pylon (Academy F-104G). Probably turned out a bit too large and pronounced, but it’s whifworld, after all!
Other detail changes include new main wheels (from a Revell G.91), some added/scratched details in the cockpit with an opened canopy, and extra air scoops on the fuselage for the uprated engines. The drop tanks are OOB, I just added the small stabilizer pylons from styrene sheet.
Other pimp additions are scratched cannons (made from Q-Tips!), and inside of the exhausts the rear wall was drilled up and afterburner dummies (wheels from a Panzer IV) inserted - even though you can hardly see that at all...
Painting and markings:
This is where the fun actually begins. ANY of the few MiG-19 in Polish service I have ever seen was left in a bare metal finish, and the Polish Navy actually never operated the type.
Anyway, the naval forces make a good excuse for a camouflaged machine – and the fact that the naval service used rather complex patterns with weird colors on its machines (e. g. on MiG-17, MiG-15 UTI or PZL Iskras and An-2) made this topic even more interesting, and colorful.
My paint scheme is a mix of various real world aircraft “designs”. Four(!) upper colors were typical. I ended up with:
• Dark Grey (FS 36118, Modelmaster)
• Dark Green (RAF Dark Green, Modelmaster)
• Blue-Green-Grey (Fulcrum Green-Grey, Modelmaster)
• Greenish Ochre (a mix of Humbrol 84 and Zinc Chromate Green, Modelmaster)
Plus…
• Light Blue undersides (FS 35414, Modelmaster, also taken into the air intake)
The pattern was basically lent from an Iskra trainer and translated onto the swept wing MiG. The scheme is in so far noteworthy because the stabilizers carry the upper camo scheme on the undersides, too!?
I only did light shading and weathering, since all Polish Navy service aircraft I found had a arther clean and pristine look. A light black ink wash helped to emphasize the many fine raised panel lines, as well as some final overall dry painting with light grey.
The cockpit interior was painted in the notorious “Russian Cockpit Blue-Green” (Modelmaster), dashboard and are behind the seat were painted medium grey (FS 36231). The landing gear wells were kept in Aluminum (Humbrol 56), while the struts received a lighter acrylic Aluminum from Revell.
The wheel discs were painted bright green (Humbrol 131), but with the other shocking colors around that does not stand out at all…! The engine nozzles were treated with Modelmaster Metallizer, including Steel, Gun Metal and Titanium, plus some grinded graphite which adds an extra metallic shine.
The national “checkerboard” markings were puzzled together from various old decal sheets; the red tactical code was made with single digit decals (from a Begemot MiG-29 sheet); the squadron marking on the fin is fictional, the bird scaring eyes are a strange but als typical addition and I added some few stencils.
Finally, all was sealed under a coat of matt acrylic varnish (Revell).
In the end, not a simple whif with only little conversion surgery. But the paint scheme is rather original, if not psychedelic – this MiG looks as if a six-year-old had painted it, but it’s pretty true to reality and I can imagine that it is even very effective in an environment like the Baltic Sea.
Photo credit: Elena Olivo
Copyright: NYU Photo Bureau
The Fall 2010 Student Hackathon brought in hundreds of students from 30 universities to NYU's Courant Institute for 24 hours of creative hacking on New York City startups' APIs.
Selected startups presented their technologies at the beginning of the event, and students formed groups to brainstorm and begin coding on their ideas. Many students worked into the night, foregoing sleep to fulfill their visions.
On Sunday afternoon students presented their projects to an audience including a judging panel, which selected the final winners.
hackNY hosts hackathons one each semester, as well as a Summer Fellows Program, which pairs quantitative and computational students with startups which can demonstrate a strong mentoring environment, a problem for a student to work on, a person to mentor them, and a place for them to work. Startups selected to host a student are expected to compensate student Fellows. Students enjoy free housing together and a pedagogical lecture series to introduce them to the ins and outs of joining and founding a startup.
For more information on hackNY's initiatives, please visit www.hackNY.org and follow us on twitter @hackNY
Signs promoting the Burren Code in English, French, Italian, Polish, Spanish and German. Apparently visitors to the Burren tend to break pieces of the limestone pavement to make little cairns. I've no idea why. In the background you can see two of the Aran Islands in the distance.
Here's a link to the Burren Code online:
www.burrenconnect.ie/burren_code/burren_code.html
All Images © Yellabelly*
All Rights Reserved
Please do NOT use my photos without my permission
Vodafone has announced plans to provide coding training to 1,000 teenage girls across 26 countries in what is the world’s furthest-reaching in-person global coding programme of its kind. The commitment was announced in advance of @WomenScienceDay. Vodafone is partnering with @CodeFirstGirls to address widening gender gap in STEM.
For many years, women and girls have played an important role in science and technology. Without the work of technology pioneers like Hedy Lamarr and Barbara Liskov, we would not have Wi-Fi and email as we know it. But despite this, women and girls are still grossly under-represented in science, technology, engineering and maths (STEM) education and careers. Only 35% of girls enter further education in STEM subjects, and many have little encouragement to equip themselves with the skills to thrive in these industries.
Vodafone wants to help change this. In a partnership with social enterprise Code First: Girls, Vodafone’s #CodeLikeAGirl programme will provide five-day, coding workshops for girls, ages 14-18, across its geographical footprint in Europe, India, the Middle East, South Africa and Australasia. In 2017, 500 girls across Vodafone’s 26 markets were taught to code as part of the Vodafone and Code First: Girls partnership. This year, 1,000 teenage girls will benefit from the programme.
for 7DoS: the barcodes in supermarkets aren't just used to keep control of stock and prices anymore, I use them to buy my shopping ... so sneaking a photo is pretty easy, as I have it in my hand zapping barcodes along the way.
It's a shame my supermarket hasn't quite mastered the technology regarding stock control, as the empty shelf was were the eggs I wanted, should have been :(
Bletchley Park
The nineteenth-century mansion and estate near Milton Keynes in Buckinghamshire,
has received latter-day fame as the central site for British codebreakers during World War II, although at the time personnel and location of the facility was a closely guarded secret, the estate housed the worlds first code breaking computer. Early personnel on the GC&CS team included Alan Turing, Gordon Welchman, Hugh Alexander and Stuart Milner-Barry.
( thanks to Jeff Wharton for re-enactor photo )( sorry, I have lost my reference for the red van )
+++ 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:
Military aircraft development made huge leaps in the 50ies, and it was around 1955 that the successful, transsonic MiG-19 was to be replaced by a next generation fighter - which was to attain more than Mach 2. At that time, these speed and performance figures were terra incognita, but OKB Mikoyan tackled the official request for a new light tactical fighter, which was primarily intended to be used against high flying bombers, guided by ground radar.
Since it was unclear which basic wing design would be most appropriate for the new high speeds, OKB MiG hesitantly brought forth several test aircraft which sported different wing shapes, so that direct comparison could be done. These were the Ye-1, which featured 57° swept wings, much like the MiG-19, the Ye-4, which featured a delta wing with an identical sweep, and finally the Ye-3, which featured a very thin but moderately swept wing - certainly inspired by the contemporary development of the radical F-104 Starfighter in the USA, which featured a duty profile which was very similar to the new Soviet tactical fighter's requirements.
All three aircraft did not go unnoticed from NATO intelligence, and since it was not clear whether these machines would eventually end up in front service, all received code names, which were, respectively, 'Faceplate', 'Fishbed' and 'Filbert'. As a side note, NATO expected the 'Faceplate' design to be the most likely to enter front service - but eventually it became the 'Fishbed'!
The original Ye-3 used a fuselage and tail of the other prototypes. Beyond the different wings, it featured a modified landing gear which had to be completely retracted into the fuselage, due to the wings' thinness. Since the internal space inside of these thin wings also restricted internal fuel capacity - compared to the Ye-1 and Ye-4 - the aircraft carried drop tanks on its wing tips, while the armament, two IR-guided short range missiles, would be carried under the wings on two hardpoints. These could alternatively carry pods with unguided missiles or iron bombs of up to 1.100 lb calibre. Two NR-30 30mm guns with 50 belt-fed RPG in the lower fuselage complemented the missile ordnance.
The original Ye-3 prototype was powered by an AM-11 engine rated at 8.580 lbf dry thrust and 11.200 lbf at full afterburner. It was the last of the test machine trio to fly: aptly coded "31 Blue" it made its maiden flight on 4th of April 1956 with OKB Mikoyan's chief test pilot Gheorgiy K. Mosolov at the controls. It was immediately clear that the aircraft had poor directional stability. It tended to spin at lower speeds, and at higher speeds the tailplane became ineffective. Handling was hazardous, and after just four test flights the aircraft had to be grounded.
It took until December 1956 that a satisfactory control surface solution could be found. Wind tunnel test had suggested that the horizontal stabilizer had to be moved much higher - higher than on the other prototypes, which already progressed in their test programs. The reworked Ye-3/1 featured a completely new T-tail arrangement with trapezoidal stabilizers which had little left in common with the other test types and made the aircraft look even more like a F-104 copy.In order to enhance the stability problem further, the ventral strakes had been enlarged and the fin chord slightly deepened. This new configuration was successfully tested on 21st 1956 of December.
At that time, a second Ye-3/1 was close to completion. Featuring the tactical code "32 Blue", this aircraft was powered by the new R-11 engine, an uprated AM-11 rated at 8.536 lbf dry and 12.686 lbf with afterburner. The same engine was soon re-fitted to "31 Blue", too, and during 1956 and 1957 both machines took part in the extensive trials program for the MiG-21, how the new fighter should be known in service.
"31 Blue" crashed on 30th of May 1958 due to hydraulic failure, even though the pilot was able to escape unharmed - just one day before another test aircraft, a Ye-6/1 (a modified swept-wing aircraft) crashed, too. Anyway, it was already becoming clear that the delta wing offered the best overall performance, being slightly superior to the swept-wing design. The straight, thin wing, though, was considered unsatisfactory and a dead end. The Ye-3/1 remained a touchy aircraft and was not popular among the test pilots. Compared to the swept or delta wing, the aircraft's agility was good, but it did not offer any significant benefit in speed, rate of climb or range and its poor directional stability was the biggest shortcoming. Additionally, the fact that starting and landing from improvised air strips was much more hazardous than with the other design types if not impossible with the small wings and tires) the Ye-3 was axed in January 1960 with no further development perspectives.
"32 Blue" survived the test phase, but eventually ended up as an instrcutional airframe at the Kharkov Aviation Institute without wings and fin.
General characteristics:
Crew: One
Length (incl. pitot): 16.05 m (53 ft)
Wingspan (incl. drop tanks): 8,18 m (21 ft 6 in)
Height: 3.81 m (12 ft 6 1/3 in)
Wing area: 18 m² (196,1 ft²)
Aspect ratio: 7.3:1
Empty weight: 4.820 kg (10.617 lb)
Loaded weight: 7.844 kg (17.277 lb)
Max. take-off weight: 8.625 kg (19.000 lb)
Powerplant: 1 × Tumanskiy R-11F-300 turbojet, rated at 3875 kgp (8.536 lbf) dry and 5.760 kgp (12.686 lbf) with afterburner
Performance
Maximum speed: 725 mph (1.167 km/h) at sea level, 1.190 mph (1.917km/h) at 13.000m (42.640 ft)
Combat radius: 450 km (245 nm, 280 mi)
Range: 850 ml (1.370 km)
Service ceiling: 19.000 m (62.320 ft)
Rate of climb: 38 m/s (7.480 ft/min)
Armament:
2× Nudelmann-Richter NR-30 30mm cannons with 50 RPG;
1.500 kg (3.300 lb) of payload on four external hardpoints, including:
- 2x PTB-350 wing tip drop tanks (fitted as standard)
- 2× K-13/R-3S (AA-2/"Atoll") AAMs on underwing pylons
- Alternatively, the two underwing pylons could carry pods with unguided missiles or iron bombs of up to 1.100 lb calibre.
The kit and its assembly:
Another whif, based on vague indications that this Starfighter-like design was seriouly considered at OKB MiG in the early 50ies because there exists a (crude) desktop model which shows a MiG-21 fuselage with F-104 wings and tail. An appealing design, and a good story to tell with a model. Anyway, AFAIK the 'Ye-3' designation was never used in the MiG-21 development phase or anywhere else at OKB MiG, so I borrowed it for the kit. The NATO code 'Filbert' is also a fantasy product.
Basically, this model is a kit-bashing. It consists of a Hasegawa MiG-21F-13 fuselage with new wings. The Hasegawa kit is ancient, I guess it is from the early 70ies. It has several flaws, so it is good fodder for such a project. For example, the MiG-21 lacks any serious interior, the landing gear is not even a joke and the prominent Soviet Red Stars have been molded onto the parts as raised panel lines! The area-ruled fuselage is pretty, though, very sleek.
Much room for improvements and improvisation, though. Hence, I built a cockpit interior from scartch and added an Airfix pilot, since these figures look very Soviet. As a side benefit, the figure is rather voluminous, so it covers much of the primitive cockpit interior...
Another modification is the landing gear - I wanted to incorporate much of the aforementioned F-16's landing gear, so that new wells had to be cut into the fuselage. This turned out to be easier than expected, and I did not waste too much effort on it. The F-16 landing gear is shorter than the MiG-21's, so the Ye-3 is closer to the ground than its real world cousins.
For the new thin wings I considered at first butchering an Airfix F-104G Starfighter as donation kit, but eventually found the wings being simply too small for my taste and for what the desktop model paradigm shows. I eventually ended up with wings from an Italeri F-16, which - believe it or not - have the SAME leading and trailing edge angles as the F-104, you just have make angled cuts at the wing tips and the wing roots... I just had to cover up the original flap engravings and fit them to the fuselage. The F-16's horizontal stabilizers were taken, too, but shortened in order to match the smaller dimensions for a Starfighter-like look.
The fin was clipped on top and a new upper end created from the single MiG-21 under-fuselage stabilizer. The latter was replaced by two splayed fins, an arrangement which was featured on the original Ye-prototypes but were later replaced by the single fin.
The missiles and their launch rails are leftover pieces from my recent MiG-21G conversion (from a Hobby Master kit), they were painted orange as dummies, according to Soviet practice.
As extra equipment for a test airfcraft, a small camera pod (based on real life picture of other MiG prototypes and test aircraft) was added under the front fuselage - for recording live missile launch tests.
Painting:
I wanted, according to the background story, keep this a prototype aircraft. Unfortunately, this means that I'd be limited to a natural metal finish - and I hate such surfaces, because they are a great challenge, esp. with the manual brush technique I use...
But I tried to make the best of it and painted the model with a plethora of metal tones - ranging from Testors/Model Master Metallizer (Polished Aluminum, Polished Steel, Titanium, Exhaust) through Humbrol enamels (Aluminum, Gun Metal, Chrome Silver) up to Revell Aqua Acryllics (Aluminum). Additionally, some service flaps were painted in light grey (Humbrol 64), the nose cone (which would have been a metal piece, not a plastic radome) was painted in Humbrol 140.
The kit also received a wash with black ink - not to make it look worn, but to add to a "metallic" look with more contrast at edges and raised panel lines. To enhance this metallic look further, the kit received a treatment with a 'graphite rubbing'.
To make the machine look even more interesting (but not out of style), I added some phototheodolyte calibration markings on fuselage and fin: simple, black stripes, but, again, based on real test aircraft of that era. Additionally, "31 Blue" received four stars under the cockpit as mission markers - not for shot-down aircraft, but for successful live missile launches.
After the decals were applied - puzzled together from the scrap box and several aftermarket sheets for Russian/Soviet aircraft - everything was sealed under a coat of semi-matte acryllic varnish (Tamiya TS-79).
In the end a rather simple conversion, but quite effective and convincing. I think that this potential MiG-21 layout does not look out of place - but there certainly were reasons why the thin, unswept wings did not make it to the hardware stage at OKB MiG...
Protesting against the use of drones and the use of torture, these are members of Code Pink, photographed on January 12, 2013, at a demonstration outside one of the entrances to the headquarters of the CIA, in McLean, Virginia. On the left is Lachelle Roddy, and on the right is Nancy Mancias, the coordinator for Code Pink's War Criminals and Ground the Drones campaigns. The event also involved Episcopal Peace Fellowship DC, Northern Virginians for Peace & Justice, Pax Christi and World Can’t Wait, and activists from the group Witness Against Torture, protesting about the ongoing existence of Guantánamo, the day after the 11th anniversary of the prison's opening.
For Code Pink, see: www.codepink4peace.org/
For an article about drones, see: www.andyworthington.co.uk/2012/06/10/pragmatism-over-ideo...
For my photos of the rally and march in Washington D.C. on the 11th anniversary of the opening of Guantánamo, see: www.flickr.com/photos/andyworthington/sets/72157632514230...
and: www.flickr.com/photos/andyworthington/sets/72157632548354...
For more on Andy Worthington, see: www.andyworthington.co.uk/
I thought Source Code was a pretty slick thriller and decided to attempt a version of the poster.
I went with more of a minimalistic teaser version of the poster so as to try and draw the viewer in.
You can check it out on my blog www.juusmedia.com
The card is shaped differently so that a blind user can feel the text braille instructions, a low vision user can read the important information in high contrast & because of the bump, blind users can use the QR codes to know which corner of the card to scan. Notice the ridge around the QR code in the bottom right. It's brilliant! The second side is in small text.
accessibil-IT
Adam Spencer
aspencer@accessibilit.com
To the glory of God
And in loving memory of
Gifford Sherman READE
Of Holbrook House, Ipswich, England
Born 1846 Died at Auckland 5 Dec. 1929
And of his wife
Margaret Augusta Walker
Born 1843 Died 6 July 1929
Mr Reade gave his family property and large fortune to the Admiralty for the benefit of
the Navy and in memory of its services during the Great War 1914-1918
In thee oh Lord have I put my trust
Plaque on top of grave
“Benefactor to The Royal Hospital School
Holbrook, England”
Area 4 Block A Lot No. 10
A GIFT TO THE NATION.
...new Naval College which is to be erected at Holbrook, Suffolk, as the result of the munificent gift of an Auckland citizen, Mr. Gifford Sherman Reade. He has given his ancestral home of 850 acres and an endowment of a total value of £1,000,000. The Admiralty has let a contract for the buildings, which, on their completion in four years' time, will supersede the Royal Hospital, Greenwich, where 1000 boys are educated.
Auckland Star, Volume LX, Issue 159, 8 July 1929, Page 17
OBITUARY.
MRS. G. S. READE,
The death occurred on July 6, at her home, "Summit," 1, Landscape Road, Mount Eden, of Mrs. Margaret Augusta Reade, wife of Mr. Gifford Sherman Reade, and daughter of the late Mr. and Mrs. J. Walker, of Edinburgh, Scotland. Mrs. Reade was 84 years of age. Mr. and Mrs. Reade came to New Zealand thirteen years ago on a holiday trip and decided to settle in Auckland. Their former home was Holbrook House, near Ipswich, Suffolk, England. Mr. Reade spent 35 years of his life in India, where he had extensive estates in Assam and acquired interests in various industries. He retired 25 years ago. In July, 1928, the fact was announced by cable that Mr. Reade had donated his ancestral estate of 850 acres on the southern portion boundary of Suffolk, overlooking the estuary of the River Stour, together with a large sum of money, for the purpose of establishing a naval training school to replace the present one at Queen's Hall, Greenwich. The total value of the gift of Mr. Reade was £1,000,000. The foundation stone was laid by the Duke of York, and building is expected to be completed within four years' time. The interment of Mrs. Reade took place at Hillsboro' [sic] Cemetery. [2]
Margaret’s probate is available:
archway.archives.govt.nz/ViewFullItem.do?code=9383051
“On the 5th December 2008, two former pupils of the Royal Hospital School attended a service at the grave of Gifford Sherman Reade in Auckland, New Zealand. The gravestone has recently been renovated under the guidance of the New Zealand Navy and service coincided with the 79th anniversary of his death.
Gifford Sherman Reade was born in 1864 at Holbrook House and he became a very successful tea trader and ship owner. In 1921 he gifted his Holbrook estate to the Admiralty enabling the relocation of the Royal Hospital School from Greenwich to Holbrook. Gifford Sherman Reade died in 1929 before the new school buildings were complete but he made a further bequest of funds in his will in gratitude for the Royal Navy's safeguarding of his merchant fleet during the First World War.
The service of rededication of Reade's gravestone at Hillsborough Cemetery, Auckland was led by a New Zealand naval chaplain and attended by Tom Blackett, son of the Royal Hospital School's Headmaster, Howard Blackett. Fellow former pupil Chris Emmerson also attended with his father Graham, who transferred as an officer serving with the Royal Navy to the New Zealand Navy four years ago.“ [1]
Holbrook Estate
www.grenhosp.org.uk/general/holbrook-estate/
Gifford’s obituary reads similarly, with the addition that “its erection will enable the famous Macpherson collection to be eventually installed at Queen’s House, Greenwich, where the school is at present established”. [3]
Auckland Star, Volume LX, Issue 289, 6 December 1929, Page 5
"I have now given my all to the Navy," was the reply that Mr. Gifford Sherman Reade was in the habit of sending to the numerous begging letters he received, after it was made public that he had donated for the benefit of the British Navy, property and endowments to the value of £1,000,000. This statement was quite true, as Mr. Reade, in July last, divested himself of all but a small income on which to live for the remaining term of his life. Mr. Reade's death took place last evening at his home in Landscape Road East, Mount Eden, at the age of 85 years, his wife having died last July. As is but fitting, the Royal Navy will be represented at the funeral of this giver of wealth to the Empire by the two commanders of the New Zealand Division, and a lieutenant in charge of a firing party of 24 men. Wreaths have also been sent by the officers. Mr. Reade's former home was at Holbrook House, Ipswich, Suffolk, England, and it is this valuable property, including 850 acres of land which had belonged to his ancestors for generations, which he donated to the Navy, together with funds to equip and endow a training school. The British Admiralty let a contract for the buildings, the foundation stone of the school was laid in October last year by the Duke of York, who forwarded to Mr. Reade a special cable concerning the ceremony. It is estimated that it will take four years to complete the buildings, which will be capable of accommodating 1000 boys.
During the war Mr. Reade made munificent gifts to the cause of the Allies, including huge consignments of tea for the men at the front. This endowment is to be administered as a national trust. Mr. Reade amassed his fortune as the owner of several tea growing estates in Assam. He was also interested in other industries, including coal mining. He spent 35 years of his life in India, and came to New Zealand with his wife 1 year ago. Having no family, and liking the climate, he made Auckland his headquarters, but travelled extensively over New Zealand. He was a keen fisherman.
Some 20 years ago Mr. Reade retired from active business, and travelled extensively with his wife before coming to New Zealand to spend the evening of their days. It was the splendid work done by the British Navy during the Great War that caused Mr. Reade to decide upon making his munificent gift to the Empire. His idea was to enable the Admiralty to transfer the boys from Queen's College Naval Training School, at Greenwich, to more suitable quarters. The Admiralty sent Mr. Smallwood, principal of the college, to New Zealand to finalise with Mr. Reade the details of his gift, which included the offer of £100,000 to be allowed to accumulate until the principal sum is sufficiently large to produce a, sum which will entirely support the institution.
Mr. Reade was a very quiet, unassuming-: man, but with the true instinct of an Englishman, he recognised that the safety of the Empire depended upon the Navy, hence his munificence in providing for the training of youths to man the ships in the future.[4]
A portrait of Gifford is here:
www.mwadui.com/RHS/Index_rhs.htm
Gifford’s probate is available:
archway.archives.govt.nz/ViewFullItem.do?code=9383050
WITH NAVAL HONOURS.
MR. G. S. READE'S FUNERAL
ADMIRALTY SENDS WREATH.
A naval funeral was accorded Mr. Gifford Sherman Reade, who was buried at Hillsboro' [sic] Cemetery on Saturday afternoon. Mr. Reade, who had ardently supported the Navy throughout his life, and who had presented his entire estate to the Admiralty for the establishment of a naval school, which he endowed to the extent of more than £1,000,000, was buried with full honours.
A naval detachment, consisting of Commander Robertson, of H.M.s. Veronica. Commander Jeffries and Lieutenant R. S. Jessall. of H.M.s. Dunedin, and 24 men from the combined vessels of the New Zealand station, was present. Regret at their inability to attend was expressed by Commodore Blake and Commander Tobin. of H.M.s. Philomel, who were detained by the naval manoeuvres conducted by the Royal Naval Reserve. Three wreaths, one from the Lord- Commissioners of the Admiralty, one from the commanders, officers and men of the ships of the New Zealand station, and one from the superintendent, officers and boys of the Royal Naval School at Greenwich were sent.
Mr. Reade, whose wife died last July, was not survived by any relatives in New Zealand, nor had he many acquaintances. Two families of his very intimate friends were represented at the funeral. Mrs. G. Haydock, Mr. R. Haydock and Mr. B. Haydock and Mr. and Mrs. D. Gillies. The Rev. E. P. Willis, vicar of St. Andrew's Church, Epsom, conducted the service; he was assisted by the naval chaplain, the Rev. G. T. Robson. Eight men from the New Zealand station acted as pall-bearers. [5]
SOURCES:
[1]
www.royalhospitalschool.org/default.asp?page=560&news...
[2]
paperspast.natlib.govt.nz/cgi-bin/paperspast?a=d&cl=s...
[3]
paperspast.natlib.govt.nz/cgi-bin/paperspast?a=d&cl=s...
[4]
paperspast.natlib.govt.nz/cgi-bin/paperspast?a=d&d=AS...
[5]
Code [Norway] @ Brutal Assault XIII www.codeblackmetal.co.uk
Open Air Festival Of Extreme Art
(Vojenská pevnost Josefov, Jaroměř, Czech Republic)
August 14-16, 2008
Vodafone has announced plans to provide coding training to 1,000 teenage girls across 26 countries in what is the world’s furthest-reaching in-person global coding programme of its kind. The commitment was announced in advance of @WomenScienceDay. Vodafone is partnering with @CodeFirstGirls to address widening gender gap in STEM.
For many years, women and girls have played an important role in science and technology. Without the work of technology pioneers like Hedy Lamarr and Barbara Liskov, we would not have Wi-Fi and email as we know it. But despite this, women and girls are still grossly under-represented in science, technology, engineering and maths (STEM) education and careers. Only 35% of girls enter further education in STEM subjects, and many have little encouragement to equip themselves with the skills to thrive in these industries.
Vodafone wants to help change this. In a partnership with social enterprise Code First: Girls, Vodafone’s #CodeLikeAGirl programme will provide five-day, coding workshops for girls, ages 14-18, across its geographical footprint in Europe, India, the Middle East, South Africa and Australasia. In 2017, 500 girls across Vodafone’s 26 markets were taught to code as part of the Vodafone and Code First: Girls partnership. This year, 1,000 teenage girls will benefit from the programme.
Wondering what all of this is? That's every Friendship band I've ever been gifted with in my lifetime, ever since I knew what friendship day was and was celebrating this stuff, I think from high school times.
For all of the friend in you that keeps me fighting all day long, every moment of my life against every bit of odd that shows up from every nook and corner, today is for me to celebrate your presence in my life and for making it one hell of a joy ride compared to the boring and life threatening scary math lecture class that it would otherwise be without you.
Happy Friendship Day.
Canon EOS 400D with the Sigma EF 24 - 70 MM F/2.8. Manual, F/10 at 1/200th of a Second, ISO100, Canon Speedlite 430EX fired, Manual 1/1. Tripod.
All Rights Reserved. Owner and Usage Rights belongs to Dilip Muralidaran. Any use of this work in hard or soft copy or transfer must be done with the expressed consent of Dilip Muralidaran in written. Failing to do so will result in violation as per Section 63 of the Indian Copyrights Act, 1957 & Forgery, Fraud, Misrepresentation and Misinformation as per the Indian Penal Code Section 420 leading to severe legal consequences.
Vodafone has announced plans to provide coding training to 1,000 teenage girls across 26 countries in what is the world’s furthest-reaching in-person global coding programme of its kind. The commitment was announced in advance of @WomenScienceDay. Vodafone is partnering with @CodeFirstGirls to address widening gender gap in STEM.
For many years, women and girls have played an important role in science and technology. Without the work of technology pioneers like Hedy Lamarr and Barbara Liskov, we would not have Wi-Fi and email as we know it. But despite this, women and girls are still grossly under-represented in science, technology, engineering and maths (STEM) education and careers. Only 35% of girls enter further education in STEM subjects, and many have little encouragement to equip themselves with the skills to thrive in these industries.
Vodafone wants to help change this. In a partnership with social enterprise Code First: Girls, Vodafone’s #CodeLikeAGirl programme will provide five-day, coding workshops for girls, ages 14-18, across its geographical footprint in Europe, India, the Middle East, South Africa and Australasia. In 2017, 500 girls across Vodafone’s 26 markets were taught to code as part of the Vodafone and Code First: Girls partnership. This year, 1,000 teenage girls will benefit from the programme.
NO REPRO FEE / Press Use
DRESS CODE Event at Smock Alley Theatre last night, 15th October 2015
Dress Code is a charitable collaboration between Sigmar Recruitment and Dress for Success Dublin who help get women back to work in style with confidence. Inaugural event hosted by Sonya Lennon showcasing the finest Irish designers including Niall Tyrell, Lennon Courtney, Heidi Higgins, Caroline Kilkenny, Jennifer Rothwell and Style –Ikon
Pictured:
Photographer: 1IMAGE/Bryan James Brophy
1IMAGE PHOTOGRAPHY
Studio: +353 1 493 9947 / Mob: +353 87 246 9221
1image.ie
while the birds are being watched the light's changing - natural beauty and industrial past combine by the nature reserve.
Code [Norway] @ Brutal Assault XIII www.codeblackmetal.co.uk
Open Air Festival Of Extreme Art
(Vojenská pevnost Josefov, Jaroměř, Czech Republic)
August 14-16, 2008
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on authentic facts. BEWARE!
Some background:
The roots of the Estonian Air Force go back to the Russian revolution of February 1917, after which the Estonian state obtained a degree of autonomy within Russia, which included the establishment of national armed forces. Thus many Estonians in the Russian Army returned home to take up arms for their homeland. The Estonian Declaration of Independence in early 1918 was not recognized by Germany, which invaded and occupied the country during 1918. The Estonian armed forces were disbanded.
After the armistice on 11 November 1918, the Estonian Provisional Government immediately set about establishing a military aviation unit. On 21 November 1918 Voldemar Victor Riiberg, the Commander of the Engineering Battalion, assigned August Roos to organize a flight unit. The Aviation Company of the Engineer Battalion began to establish air bases near Tallinn for seaplanes and land planes, but it was not until January 1919 that the first operational aircraft was acquired – a captured Soviet Farman F.30.
In the meantime, on 22 November 1918, the Soviet Red Army had attacked Estonia and soon occupied most of the country. The fledgling Estonian Army, with foreign assistance, managed to counter-attack in early January 1919 and went on to liberate the country by late February. It subsequently moved on to liberate Latvia. Aviation Company aircraft flew a limited number of missions in support of the army. Following the February 1920 peace treaty with the Soviet Russia, the Estonian Army was demobilized, but the Aviation Company was retained. With the delivery of more aircraft, it was reorganized as an Aviation Regiment (Lennuväe rügement), comprising a landplane squadron, seaplane squadron, flying school and workshops. More bases and seaplane stations were built.
Some Aviation Regiment pilots were involved in a pro-Soviet coup attempt on 1 December 1924, but this was crushed within hours. From 1925 the First World War era aircraft were gradually replaced by more modern types. One of these types was the Armstrong Whitworth Siskin, a British biplane single-seat fighter aircraft.
The design was a development of the Siddeley-Deasy S.R.2 Siskin, as a response to the 1922 British Air Ministry Specification 14/22 for an all-metal single-seat high performance landplane. This led to the Siskin IIIA, a sesquiplane with an all-metal structure, which was powered by a 14 cylinder Jaguar radial engine. A contract for three production aircraft was placed on 13 October 1922 with a further six ordered on 26 January 1923 including one as a prototype of a two-seat variant. The Siskin III first flew on 7 May 1923, with first deliveries to the RAF (six for evaluation) taking place in January 1924. The fighter was the first all-metal fighter in the British Royal Air Force.
The main production version was the Siskin IIIA ordered in 1926, which originally was powered with a Jaguar IV engine, but was later re-engined with the supercharged Jaguar IVA engine. The supercharger, a novel idea at the time, had little effect on performance below 10,000 ft (3,050 m), but it greatly improved speed and climb above that height.
Following the RAF procurements, Romania ordered 65 aircraft but they were cancelled following a crash on takeoff in February 1925 during acceptance tests; the Romanian pilot being killed. Following an evaluation of two Siskin IIIs, the Royal Canadian Air Force ordered 12 IIIAs which were delivered between 1926 and 1931. Further orders came in 1928 from Estonia: fifteen fighters and three dual control trainers were ordered in 1927. The fighters received a different engine, though, the Bristol Jupiter, which was lighter, less complex and offered considerably more power than the Jaguar. These machines received the designation IIIC and differed, beyond their engine, in some other details from the RAF's IIIA version, e. g. with a simplified landing gear, which saved even more weight and improved the Siskin’s aerodynamics. The machines for Estonia were delivered between 1928 and 1929.
During 1928 the Aviation Regiment came under the control of an Air Defence (Õhukaitse) organization which included the Anti-Aircraft Artillery. In 1939 the Estonian Air force consisted of about 80 active airplanes. Beyond the Siskins, Bristol Bulldog, Hawker Hart and Potez 25 biplanes from the 1920s were operated, but also the more modern Avro Anson multipurpose aircraft. The aircraft were divided into three groups, stationed at Rakvere, Tartu, and Tallinn. The Navy also maintained two multipurpose aircraft wings.
Plans to acquire Spitfires and Lysanders from Britain were thwarted when the outbreak of World War II in 1939 forced Britain to cancel all export orders. After the defeat of Poland, Estonia was forced to accept a Mutual Assistance Pact with the Soviet Union, signed on 28 September 1939. This allowed the Russians to establish military bases in Estonia, which were later used in the Winter War against Finland. On 17 June 1940 the three Baltic States were invaded by Soviet forces. During the June 1940 invasion the Air Defence took no action and subsequently aircraft remained locked in their hangars. The air force became the Aircraft Squadron of the 22nd Territorial Corps of the Soviet Army in the summer of 1940.
General characteristics:
Crew: 1
Length: 25 ft 4 in (7.72 m)
Wingspan: 33 ft 2 in (10.11 m)
Height: 10 ft 2 in (3.10 m)
Wing area: 293 ft² (27.22 m²)
Empty weight: 1,960 lb (890 kg)
Max. takeoff weight: 2,885 lb (1,310 kg)
Powerplant:
1× Bristol Jupiter V 9-cylinder radial engine, 480 hp (345 kW)
Performance:
Maximum speed: 165 kn (190 mph, 305 km/h) at sea level
Range: 271 nmi (310 mi, 500 km)
Service ceiling: 27,000 ft (8,230 m)
Rate of climb: 3,200 ft/min (10.480 m/min)
Endurance: 1 hour 20 minutes
Climb to 10,000 ft: 6 min 20 sec
Armament:
2× 0.303 in (7.7 mm) Vickers machine guns
Provision for up to 4× 20 lb (9 kg) bombs under the lower wings
The kit and its assembly:
I had bought an incomplete Matchbox A.W. Siskin kit a while ago, but lacked a good idea. This eventually came when I searched through the decal stack and came cross a Blue Rider sheet with Estonian triangles (see below) - and thought that an Estonian Siskin could be a good and exotic use. This was quite plausible because the Baltic country actually operated the type before WWII.
However, for a more whiffy touch, and in order to replace some missing parts, a few conversions had to be made. One modification concerns the landing gear, which had to be improvised; the struts came from a Revell Sopwith Triplane, IIRC, and the wheels from a Matchbox Gloster Gladiator.
The engine was replaced, too, with a Bristol Jupiter from a Mistercraft PZL P.7 fighter, and a leftover propeller from a Matchbox Gloster Gladiator. While the new engine appears a little large, the whole affair looks quite plausible and would even allow a free field of fire for the cowling-mounted, original armament.
Otherwise the simple but pleasant kit was built OOB. Rigging was done with heated black sprue material, glued into place with white glue after painting and decaling.
Painting and markings:
Well, there were not many Estonian aircraft, and most from the inter-war era seemed to carry a NMF/aluminium dope finish. I was able to dig up a profile of an Estonian Siskin IIIDC trainer, and it also shows some dark green round the cockpit area.
I used this as a starting point for a more camouflaged finish, also inspired by Latvian and Swedish Gloster Gladiators of that era, with dark green (FS 34079) upper surfaces, combined with aluminium dope on the undersides. In order to liven things up a little I also added an RAF Dark Green (ModelMaster) area in front of the cockpit, inspired by the Matchbox box art – but the different green tones are hard to tell apart.
Some metal panels were painted with Aluminium (Revell 99), while the fabric-covered areas, incl. the wings' undersides, were painted with Humbrol 56. The upper wing’s supporting struts were painted in black, as well as the cockpit interior – even though the latter is blocked by the pilot figure.
The Estonian national markings come from a Blue Rider sheet and actually belong to a modern 1:72 An-2. The tactical code was created with two layers of white over black single digits from TL Modellbau, creating a fake shadow effect for a better contrast. In order to liven things up a little more, I also a small unit badge to the fuselage flank under the cockpit, even though this was not typical for Estonian Air Force aircraft.
Some light dry-brushing with light grey was done in order to emphasize the nice surface structure of the Matchbox kit. Finally, the kit was sealed with matt acrylic varnish (Italeri).
A relatively simple build, but the overall result looks quite convincing, despite the exotic markings and the large diameter engine from the PZL P.7. Made me wonder what an Estonian Spitfire – had it been delievered – might have looked like? Hmmm…
A combination of very sore feet (ow, blisters) and low creativity means I'm not going to complete this year's Cardiff Photomarathon. This makes me very sad. I wish I could recapture the enthusiasm I had in the previous Photomarathons — the enthusiasm that inspired me to create Thing a Week. Maybe one day I'll get my groove back. Fingers crossed.
This picture was the second topic — 'Poetry' — and the only picture I took that I was happy with. I'm uploading it here because it seems like the kind of picture that people might like to use to illustrate a blog post. Sometimes these bloggers give me credit too, which is very kind. But that's another story.
(P.S. I really don't like the new Flickr!)
The black used on the Moo template is CMYK value (0,0,0,100) which is more of a charcoal black. The browser sometimes displays this as a true black (100,100,100,100)
When using a custom logo graphic perhaps using transparency is the best option.
Moo cards corrected it for me!
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