View allAll Photos Tagged driven
Driven by Freddie Prinze Jr.
"Scooby-Doo 2: Monsters Unleashed" 2004
Directed by Raja Gosnell
Originally designed by Iwao Takamoto
"Scooby-Doo, Where Are You?" 1969
These are some shots from a shoot I did for Driven-- a luxury car service in London. I was shooting with a photographer friend of mine all over the city.
The photos we took in Trinity Square (next to the Tower of London) were pretty interesting to capture as everyone who saw us shooting assumed there was someone famous in the car and stood around getting in our way, until we got into the cars ourselves. haha.
Goodtimes.
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Heritage/Ride and Stride weekend was a bit hit and miss, to be expected with COVID, I suppose. But churches next to each other open and closed, or open but with different restrictions or no restrictions.
But a 50% open rate wasn't bad.
I was last here in January, when mist shrouded St Michael and the view. It looked grim.
Fast forward to a sunny September lunchtime, and I arrived with low expectations.
A husband and wife team were clearing the summer growth from the path leading to the porch. I stood still until I was noticed by the wife.
She smiled.
The husband carried on strimming. It was a petrol driven one, and was loud.
He stopped, and I saw he had no ear protection and the motor was beside his left ear. I told him to be careful.
You sound like my wife, he said.
Is the church open, I asked.
It is.
Can I go in?
Of course.
We've had a new carpet paid, nice and red.
Indeed they had.
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This is an enigma! The medieval church, of which the tower with its fine 14th century west window, survives, was destroyed by fire in the late 18th century. The story of the fires is recorded in Hasted`s History of Kent. It was rebuilt by Henry Holland as a classical box with gothic detailing – for instance the vestry lancet – but this was mostly undone by two Victorian restorations which combined to turn the church into a more standard building. The interior is barn like but the fine glass by Barraud and Westlake is all of a date around 1900, though some more recent repairs have been really botched with naïve faces much in evidence. The pulpit is fine work of the Victorian restoration with curving staircase and on the whole nothing jars. It is a building of two periods – each recorded by plaques and boards – and the crumbling ragstone exterior with galletted blocks gives the impression that it is waiting for the next period of change.
www.kentchurches.info/church.asp?p=Chart+Sutton
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CHART SUTTON.
THE next parish southward from Langley is Chart Sutton, or as it should be more properly called, Chart by Sutton, written in Domesday, Certh.
THIS PARISH is but small, the lower or southern ridge of Quarry-hills divides the upper and lower parts of it, the latter is in the district of the Weald, where the country is low and flat, abounding with broad hedge rows, filled with large and spreading oaks. It is exceeding wet and miry in winter, the soil being a deep stiff elay. At the foot of the hill there rises a stream, which having turned a mill, flows from thence southward across this parish, till it joins the branch of the Medway just above Herefeed-bridge; on and about the hill the soil consists of the quarry-stone, thinly covered with a loam, being exceedingly fertile for corn, fruit, and hops. Just above the summit of the hill is the village and church, with Chart-place adjoining to the church-yard; beyond which northward the soil becomes less fertile, being a hungry red earth mixed with flints, which continues till it joins the parish of Langley.
The mention made in the record of Domesday of the three arpends of vineyard in this parish, ought not to be passed by unnoticed here, this being one of several instances of there having been vineyards in this county in very early times. I mean plantations of the grapevine; for I can by no means acquiese in the conjecture, that Vineæ universally meant plantations of apples and pears, at least so far as relates to this county, where the latter were not introduced at the time, nor for some time after the taking of the survey of Domesday. This opinion is further confirmed by the instance of Hamo, bishop of Rochester, who, when Edward II. in his 19th year, was at Bokinsold, in this county, sent that prince a gift both of wine and grapes, from his vineyard at Halling, near Rochester, the episcopal palace where he then resided. These vineyards being likewise measured by the arpend, the same measure that they usually were in France, shews that when the vine was brought from thence and cultivated here, the same kind of measure was continued to the plantations of them, a measure different from that of any other kind of land. Sir Robert Atkins, in his History of Gloucestershire, has indeed given two instances from records in the reigns of king John and king Edward II. to prove the contrary, which might suit exceeding well with the language of his countrymen, and the bleak county of Gloucester, where the grape-vine had never been seen, and the only beverage was that of the apple and pear, which they had dignisified with the appellation of wine. In my memory there have been two exceeding fine vineyards in this county, one at Tunbridgecastle, and the other at Hall-place, in Barming, near Maidstone, from which quantities of exceeding good and well-flavored wine have been produced. This parish of Chart, among others in the same situation, on the side of the quarry hills, is peculiarly adapted to the planting of vines, as well from the warm and nutritive quality of the soil, as its genial aspect, being entirely sheltered from the north and east, and facing the south on the declivity of the hill.
CHART was part of those possessions given by William the Conqueror to his half-brother Odo, bishop of Baieux, under the general title of whose lands it is thus entered in that record.
The same Adam Fitz Hubert holds of the bishop of Baieux, Certh. It was taxed at three sulings. The arable land is eight carucates. In demesne there is one, and twenty villeins, with five borderers having six carucates. There is a church and eight servants, and six acres of meadow. Wood for the pannage of fifty hogs. There are three arpends of vineyard, and a park of beasts of the forest. In the time of king Edward the Confessor, and afterwards, and now, it was and is worth twelve pounds. Alnod Cilt held it.
Four years after the taking the above-mentioned survey, the bishop of Baieux was disgraced, and all his estates were confiscated to the crown.
This estate afterwards became the property of Baldwin de Betun, earl of Albermarle, likewise lord of the manor of Sutton Valence, to which this estate seems to have been accounted an appendage, and it afterwards continued with it, in a like succession of ownership, down to Sir Christopher Desbouverie, who soon after his coming into the possession of it in 1708, on a spot which he had purchased of others, on which there was then only a mean cottage, built for himself a mansion near the church here, where he afterwards resided. (fn. 1) He died possessed of it in 1733, leaving two sons, who both died without issue, and also two daughters, who became their brother's heirs, and on the partition of their inheritance in 1752, this manor was, among others in this neighbourhood, allotted to the share of the youngest, Mrs. Elizabeth Bouverie, now of Teston, who continues owner of it.
NORTON-PLACE is an antient manor and mansion in this parish, though now and for many years since made use of only as a farm-house, situated about half a mile northward from Chart-place. It was antiently the property and residence of the family of Norton, to whom it gave name; and in the south windows of this church there were formerly the essigies of Stephen Norton, who lived in king Richard II.'s reign, with his arms, Argent, a chevron between three crescents azure, on his tabard or surcoat, and Philipott says that he had found in a tournament of the Kentish gentlemen one of this name, in a tabard of the arms above-mentioned, encountering one Christmas, of East Sutton, not far distant, who was in like manner habited in a surcoat charged with his arms, expressive of his name, viz. Gules, upon a bend sable, three wassail bowls, or; which coat was likewise depicted in the south windows of Sutton church. But the partitions inherent to gavelkind, so diminished the patrimony of this family, that in the reign of queen Elizabeth, and afterwards, they were obliged to sell off several parts of it at different times, all which came at length into the possession of Sir Ed ward Hales, created a baronet in 1611, whose grandson and heir of the same name in 1660 purchased of the two coheirs of the family of Norton, married to Denne and Underwood, the seat itself, with the remainder of the land belonging to it, by a fine then levied by them and their husbands for that purpose. His trustees about the year 1670, conveyed it, with the manor of Sutton Valence and Chart before-mentioned, and sundry other premises, to Sir William Drake, of Amersham, with which it was in like manner sold, about the year 1708, to Sir Christopher Desbouverie, whose daughter, Mrs. Elizabeth Bouverie, of Teston, after the death of her two brothers, and a partition of her father's estates between herself and her sister, is now entitled to it.
WALTERS-FOLLY, in the den of Ivetigh, now vulgarly called THE FOLLY, is an estate situated in the southern part of this parish, about a mile below the summit of the hill. It was antiently the property of the family of Ivetigh, antiently spelt Evythye, who implanted their name on it, as they did on other lands in this parish, still called by their name; and though the deeds of this estate, which mention them as possessors of it, do not reach higher than the reign of king Henry VI. yet, undoubtedly, they were owners of it long before.
In the above-mentioned reign, however, this estate was alienated by one of that name to Robert Mascall, who died possessed of it in the 4th year of Edward IV. By his will, dated Nov. 25, that year, he willed his body to be buried in the church yard of this parish. He devised 6s. 8d. towards the pavement of the church, and to the leading of it twenty shillings; all his lands and tenements to his wife, for her life, remainder to his son Thomas, his daughter Elizabeth mentioned in it. His son Thomas Mascall resided here, and some years after his father's death sold it to Wm. Lambe, who changed the name of it to Lambden; in his descendants, who bore for their arms, Sable, on a fess or, two mullets of the field, between three cinquefoils ermine, it continued till it was at length sold to Perry, descended from those of Worcestershire, and it remained in that name till the reign of king Charles I. when Mr. James Perry, of Lenham, dying s.p. his three daughters, Elizabeth, married to Mr. Thomas Petley, of Filston; Anne and Mary became his coheirs, and entitled to this estate, which they afterwards joined in the sale of to Walter, who rebuilt the house on it, which afterwards gained the name of Walter's folly; from one of his descendants it was purchased, in the reign of queen Anne, by Sir Samuel Ongley, of London, who gave it, together with an estate called Elderden, lying at a small distance from it, by will to his nephew, Samuel Ongley, esq. of Old Warden, in Bedfordshire, in tail: on whose death s. p. this estate came by the entail abovementioned to his nephew Robert Henley, esq. who took upon him the name of Ongley, and was in 1776 created baron Ongley, of Ireland, he died in 1785, and his son Robert lord Ongley, is the present owner of it.
ALMNERY-GREEN, usually called Almery green, is a place in the western part of this parish, where there is an estate called Haddis tenement, alias Almery, which was for many generations the residence of the family of Hadde, called in antient writings likewise Le Hadde. Robert Hadde lived here in the reign of king Henry III. as did his son William le Hadde in the next reign of Edward I. (fn. 2) At length about the latter end of the reign of king Edward III. this family divided into two branches, of which Robert le Hadde, the eldest son and heir, settled at Frinsted, where his descendants continued for many generations, and the youngest son inherited this family seat at Chart, which remained in the possessions of his descendants, till Thomas Haddys, in the reign of king Henry VII. leaving two daughters his coheirs, Margaret married first Wm. Wright and afterwards Nicholas Harpur; and Catherine, who married Thomas Bidlake, of Devonshire, this house and estate in Chart became the property of his eldest daughter Margaret, who entitled her husband, William Wright, to it; and he, anno 17 Henry VII. conveyed it to Roger Morys, of Ledes, and after some intermediate owners, it came into the possession of Robert Baker, who in 1612 sold it to Sir Edward Hales, bart. The trustees of whose grandson, Sir Edward Hales, bart. sold it with the manor of Sutton Valence, and his other estates in this parish, to Sir William Drake, of Amersham, with which they were in like manner afterwards sold to Sir Christopher Desbouverie; and on the partition between his two daughters and coheirs, these premises were alloted, with other lands in this and the neighbouring parishes, to Anne, the eldest daughter, married to John Hervey, esq. afterwards of Beechworth, who died possessed of them in 1757, and his grandson Christopher Hervey, esq. is now entitled to them.
There is an estate on ALMNERY-GREEN, which was formerly part of the possessions of the priory of Ledes, and most probably belonging to the almnery of that house, gave name to this place. It the remained with it till the reign of Henry VIII. when the priory being dissolved, this estate came, with the rest of the possessions of it, into the king's hands, and was settled by him in the 32d year of his reign, on his new-erected dean and chapter of Rochester, who are now entitled to the inheritance of it.
LESTED is an antient seat, situated on the northern side of the high road leading from Cocks-heath to Langley-heath, near Chart corner.
It was formerly part of the possessions of the family of Potman. who were possessed of other estates in this parish as has been already mentioned and it continued with them till Sir Richard Potman sold it to Simon Smyth, gent. who resided at Buckland, in Maidstone, whose son Simon was of Boughton Monchensie, and had the arms of his family confirmed to him by Camdem, clarencieux, in 1650. (fn. 3). He left a son Simon, of Lested, (fn. 4) whose widow afterwards remarried George Curteis, esq. sheriff of this county in 1651, when he resided here in her right.
In the descendants of Simon Smyth this estate descended down to the Rev. John Smyth, vicar of this parish, and rector of Hastingleigh, who died in 1732, and was succeeded by his son John Smyth, esq. whose widow, Mrs. Elizabeth Smyth survived him, and afterwards resided in it. She was daughter of Ralph Whitfield, esq. major of the Welsh fuzileers, by whom he left four daughters, Felicia, Elizabeth, Anna Maria, and Dorothea, his coheirs, and they or their respective heirs are now entitled to it.
CHENEYS-COURT is a reputed manor here, which appears in very early times to have been called Hadenesham, and to have been in the possession of Sir Robert de Shurland, a man of great eminence in the reign of king Edward I. who leaving an only daughter and heir, she carried this estate, with other large inheritanbe, in marriage to William de Cheney, of Patricksborne, in whose descendants it continued so long, that they implanted their name on it; at length Sir Thomas Cheney passed it away to John Iden, who died possessed of it in the 4th year of Henry VIII. and one of his descendants, leaving two daughters and coheirs, one of whom married Browne, and the other Barton, the latter of them, in right of his wife, possessed this estate, and in that name it continued till it was at length alienated to Heyward, for Rowland Heyward had the queen's licence, anno 16 Elizabeth, to alienate the messuage and manor, called Chenye-court, to John Long, of Tunbridge; after which it passed to Wolett, and thence to Jordan, and afterwards to that branch of the family of Fane, who were earls of Westmoreland, in which it continued till John, earl of Westmoreland, dying in 1762, s. p. this, among his other estates in this county, is at length, by the limitations of his will, come to the right hon. Thomas, lord le Despencer, who continues the present possessor of it.
There is the appearance of an old manor-pound belonging to it; but there has been no court held for this manor in the memory of man.
THE FAMILY OF SPENCER once possessed an estate in this parish, and resided here for some generations; one of whom John Spencer, esq. was of Chart Sutton, and bore for their arms, Argent, a fess engrailed, in chief three lions rampant, gules, at the latter end of the reign of king Henry VIII. as was his son of the same name afterwards. He left two sons, John and Nicholas, and five daughters, who on their elder brother's death s. p. became his coheirs; and in the beginning of the reign of king Charles I. joined with their respective husbands in the sale of their inheritance in this parish, to Sir Edward Hales, bart. it afterwards passed into the possession of Sir William Drake, and then to Sir Christopher Desbouverie, in whose descendants it has continued in like manner as the rest of his estates in this parish to the present time.
Charities.
RICHARD MASCALL gave by will in 1599, for the better support of the poor the yearly sum of 40s. in land in Ashford, vested in Edward Finch Hatton, esq. and now of the annual produce of 1l. 11s.
JOAN MASCALL gave by will in 1598, for the like use, the annual sum of 10s. in land in this parish, vested in Wm. Spong, and of that annual produce.
The poor constantly maintained by this parish are yearly in number about thirty-five, casually about twenty.
CHART SUTTON is within the ECCLESIASTICAL JURISDICTION of the diocese of Canterbury, and deanry of Sutton,
The church, which stands near the summit of the hill, at a very small distance from Sutton Valence, is dedicated to St. Michael.
This church has been twice set on fire by lightning: the first time, a few years ago, when it was fortunately soon extinguished; the last time was on April 23, 1779, about seven o'clock in the morning, when in a dreadful storm of thunder, the lightning set fire to the beautiful spire steeple of it, and in about three hours time burnt that and the whole building to ashes, excepting the bare walls; since which it has been rebuilt from a plan of Mr. Henry Holland, junior, architect, at the cost of more than 1,300l. collected by a brief throughout the county from house to house, and a liberal contribution made by the neighbouring gentry and clergy.
The church of Chart was given to the priory of Leeds, soon after the foundation of it; the tithes of every kind, arising from the demesnes of the lord of the parish of Chart, and also twenty shillings annual pension from the church, to be paid by the hands of the rector of it, for ever, for the maintenance of the infirmary of the priory, being assigned and granted by archbishop Richard to the canons of the priory. (fn. 5)
In the year 1320, Walter, archbishop of Canterbury, appropriated this church to the priory, and then admitted William de Shoreham to the vicarage of this church; at which time he, by his instrument, endowed the vicarage of it as follows: first, he ordained and decreed, that every vicar, for the time being, should receive all oblations and obits according to the altar of the church, which the rectors of it used of old to receive, together with the tithes of wool, lambs, calves, hogs, hay, flax, hemp, mills, pears, apples, milk, milk-meats, sheep, and of whatever was planted and sowed in gardens; and also, that the prior and convent should bear and exonerate all burthens, ordinary and extraordinary, happening to the church, as well in books, vestments, reparations and rebuildings of it, as often as need should require, the procurations of the archdeacon, and other burthens antiently belonging to it, or which might in future be laid on it. And he further decressed, that the prior and convent should assign of the soil of the church, one acre and an half of land, lying conveniently for a dwelling for the vicar, and should build for him on it a convenient house for him and his successors to dwell in, and that they should pay to him and his successors, as an augmentation of his living, forty shillings sterling yearly.
On the dissolution of the priory of Leeds, in the reign of Henry VIII. this parsonage, with the advowson of the vicarage, came into the hands of the crown, and was by the king settled in his 32d year, on his newerected dean and chapter of Rochester, part of whose inheritance it remains at this time.
¶On the abolition of deans and chapters, this parsonage was surveyed by order of the state in 1649, when it was returned, that the parsonage, or manorhouse of the parsonage, consisted of a hall, a parlour, kitchen, cellar, buttery, five chambers, three garrets, one dairy-house, barn and stable, with all the tithes thereto belonging, and the tithes of as much of Suttonpark as lay within the precincts of Chart parish, with a court and barn-yard; the whole being valued at fifty pounds per annum, and let by the dean and chapter, anno 26 Charles I. by lease to Sir Edward Hales, bart. and Sir John Hales, his son, for twenty-one years, at the yearly rent of 13l 11s. 8d. and one good and seasonable brawn every Christmas, but that the premises were worth over and above, upon improvement, 67l. 3s. 10d. and that the tenant was bound to repair and maintain the chancel of the parish church. At which time the vicarage was valued at thirty-five pounds clear yearly income. (fn. 6)
Among the archives of the dean and chapter of Canterbury is a definitive sentence, made at Cranbrook, anno 1400, concerning the custom and method of taking tithes in this parish, made by Thomas, archbishop of Canterbury, in a cause of tithes, between the prior and convent of Ledes and John Hadde, parishioner of this church.
Mrs. Elizabeth Bouverie, of Teston, is the present lessee of this parsonage. The advowson of the vicarage is reserved by the dean and chapter, in their own hands.
The vicarage is valued in the king's books at 8l. 12s. 8½d. and the yearly tenths at 17s. 3¾d. (fn. 7) It is now of the clear yearly certified value of 47l. 11s. 9¼d.
In 1640 it was valued at thirty pounds per annum, Communicants, 212.
The Rev. John Smyth, vicar gave by will in 1732, two hundred pounds as an augmentation, to enable it to receive the benefit of the like sum from queen Anne's bounty, (fn. 8) with which a small farm of twenty pounds per annum in Ashford parish, has been purchased for the benefit of the vicar and his successors.
It seems incredible to me that there are any churches in East Kent, at least parish churches, that I had yet to visit and photograph. Especially along Stone Street, which I thought that nks to churches and orchids I knew very well. And yet as I cross-referenced between John Vigar's book and the county A-Z, I saw more and more churches I had to visit.
And that brings us to Elmstead.
Elmstead is less a viallage and more a dog leg in a single track lane, and the church sits in the dog leg. Being a small place, surely it would have a small church? No, the church is large with two leat to chapels, and an extraordinary timber topped tower.
You reach Elmstone by taking tiny fork off Stone Street and following the narrowest of lanes, which has high banks and hedges both sides with few passing places. Down through woods, down steep hills crossing streams and up hills the other side, and all the while the road coated with a thick layer of mud, so that one hoped you were still on the road not having driven into a field.
In time I passed the village sign, and no missing the church, a large flint built church, and the triple gabled east end facing towards the road. Behind the tower was partially hidden, but I could already see the wooden upper part.
And it was open, and filled with much of interest, especially the stone altar in the south aisle.
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An extremely worthwhile church in remote countryside. The tower is an unusual shape, being almost twice as wide as it is deep and capped by a wooden upper storey with stumpy spire. The church consists of nave, aisles, chancel and equal length chapels. The nave is Norman: the original arch to the tower is still recognisable although a fourteenth-century replacement has been built inside it. At the same time the present arcade was built on the existing piers. In the north aisle is a medieval vestry screen, in front of which is a Norman font. There are very fine altar rails, each baluster looking like an eighteenth-century candlestick. Between the main altar and chapel is a simple thirteenth-century sedilia. The south chapel altar has a twelfth-century mensa which was discovered in the churchyard in 1956. The east window (1880) commemorates Arthur Honeywood who was killed in the Afghan war - only a dog survived and was given an award by Queen Victoria! Honeywood's ancestor, Sir John (d. 1781), is also remembered in the church by a splendid marble bust signed by Scheemakers
www.kentchurches.info/church.asp?p=Elmsted
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Parish Church. Late Cll or C12, C13 and C14, restored in 1877. Flint
with stone dressings. Plain tile roofs. West tower, nave with north
and south aisles, south porch, chancel with north and south chapels.
West tower: C13, with late Cll or C12 base: Medieval belfry. Single
stage, but north and south sides reduce in width about half way up
with plain-tile shoulders. Large stone north-west and south-west
quoins to lower half. Diagonal south-west buttress. Shingled timber-
framed belfry jettied to west. Splay-footed octagonal spire. Two
louvred three-light trefoil-headed windows to each face of belfry.
No tower windows to north or east. Broadly-pointed plain-chamfered
lancet towards top of west face, and another to south. Taller plain-
chamfered lancet West window. Plain-chamfered pointed-arched west doorway.
Nave: south elevation: continuous with south wall of tower base. C19
traceried three-light window. South aisle: C14 possibly with late Cll
or early C12 origins. Narrow and gabled, stopping short of west end nave.
Plinthless. Buttress towards east end. C14 or early C15 pointed west window
of two cinquefoil-headed lights, with tracery of vertical bars, and hoodmould.
One straight-headed C15 or C16 south window to east of porch, with two
cinquefoil-headed lights and rectangular hoodmould. South porch: medieval,
restored in C19. Coursed knapped flint. Gabled plain-tile roof.
Window with cambered head, to each side. Crown-post roof; two outer crown
posts plain. Broadly-chamfered rectangular central crown post with broach
stops and head braces. Chamfered tie-beams. Pointed-arched plain-chamfered
inner doorway with broach stops. Unchamfered pointed-arched outer doorway.
South chancel chapel: early C14. Continuous with south aisle, but with
chamfered stone plinth and lower eaves and ridge. East end flush with
chancel. Diagonal south-east buttress. Large straight-headed south window
with three cinquefoil-headed lights and moulded hoodmould. Similar two-
light east window. Chancel: C13, probably with late Cll or C12 origins.
Slightly narrower than nave. No plinth. Two buttresses. C15 or C16
untraceried east window with cambered head, three cinquefoil-headed lights,
and hoodmould. North chancel chapel: early C14. Flush with east end
of chancel. Plinthless. Diagonal north-east buttress. C14 pointed-arched
east window with three cinquefoil-headed lights, tracery of cusped intersecting
glazing bars with trefoils and quatrefoils, and with hoodmould. Pointed-
arched C14 north window with Y tracery and trefoil, without hoodmould.
North aisle: C14. More stone mixed with flint. Continuous with north
chancel chapel, and slightly overlapping tower. Plinthless. One untraceried
C15 or C16 north window, with cambered head, three cinquefoil-headed lights,
and hoodmould. Straight-headed west window with two cinquefoil-headed
lights and hoodmould. Small blocked plain-chamfered pointed-arched north
doorway. Rainwater heads dated 1877. Interior: Structure: two-bay early
C14 south arcade to nave, with doubly plain-chamfered pointed arches and
octagonal columns with moulded capitals and bases. Two-bay C14 north
arcade, similar to south arcade, but extending further to west and with
more intricately-moulded capitals. East end of south arcade rests on
late Cll or C12 pier of large ashlar blocks on plain-chamfered plinth,
and with top heavily corbelled to south side. Footings for further structure
to east and south. Small, probably pre-C14, stone quoins to east pier
of north arcade, capped by single block from which arch springs. Doubly
plain-chamfered pointed early C14 chancel arch, springing from moulded
rectangular capitals which break forwards unusually. Plain-chamfered
piers with broach stops. Two-bay early C16 north and south arcades to
chancel, with doubly hollow-chamfered four-centred arches and octagonal
columns with moulded capitals and bases. Early C14 pointed arch between
south chancel chapel and south aisle, with plain-chamfered inner order
and slightly ovolo-moulded outer order. Moulded rectangular capitals
slightly different from chancel-arch capitals, but similarly breaking
forwards under inner order of arch, each on image corbel. Piers slightly
hollow chamfered, with cushion stops to base and undercut trefoil to tops.
Doubly plain-chamfered pointed arch between north chancel chapel and north
aisle, springing from chamfered imposts which break forwards to centre
with rounded corbel under. Low, pointed C14 tower arch, with plain-chamfered
inner order springing from moulded semi-octagonal piers, and hollow-chamfered
outer order descending to ground with cushion and broach stops. Above
arch, exposed voussoirs of taller, broader, blocked, round-headed late
Cll or C12 tower arch. Roof: C19 crown-post roof to nave and north aisle.
Chancel and north chancel chapel roofs boarded in five cants. Plastered
barrel vault to south chancel chapel. Medieval crown-post roof to south,
with three cambered plain-chamfered tie-beams, with moulded octagonal
crown posts, sous-laces and ashlar pieces. Fittings: piscina in rectangular
recess towards east end of south chancel chapel. C13 piscina in moulded
recess with trefoiled head and moulded hoodmould, towards east end of
south wall of chancel. Image corbel to north wall of north chancel chapel.
Late Cll or C12 font, low, deep, octagonal, with two panels of blind
arcading to each side, circular central pier and eight slender perimeter
columns. Small C17 altar table. Hexagonal C17 pulpit with sunk moulded
panels, strapwork, fleur-de-lys frieze, and enriched cornice. Medieval
screen, probably of domestic origin, with close-studded partition under
moulded and brattished beam, across west end of north aisle. Laudian
altar rails with turned balusters. Monuments: Cartouche on south wall
of south chancel chapel, to Sir William Honeywood, d. 1748. Monument
on same wall, to Thomas Honeywood, d. 1622; grey-painted chalk in form
of triptych. Central section has moulded and pulvinated base, scrolled
base-plate and shield, and raised and moulded inscription panel in eared
surround, flanked by Composite columns. Above it, a recessed panel
with inverted scrolls, and triangular pediment with cherubs head and
achievements. Recessed flanking sections, each carved with angel in
husked surround, and with scrolled base plate and corniced pediment
with shields. Tablet on same wall, to Mary Honeywood, d. 1708, lettered
on a shroud with gilded fringe, cherubs' heads, and shield surmounted
by urn. Brass of a lady, part of a brass to Christopher Gay, d. 1507.
Monument on north wall of north chancel chapel, to William Honeywood,
d. 1669. Black marble inscription panel in a frame which breaks forwards
twice. Each back panel eared, the outer with inverted scrolls to base
and festoon to return sides. Festooned rectangular panel flanked by
acanthus consoles and with scrolled acanthus base plate under inscription
panel. Moulded cornice over oak-leaf frieze, breaking forwards three
times. Segmental pediment with achievements over central break. Monument
by Thomas Scheemakers on same wall, to Sir John Honeywood, d. 1781.
White marble. Rectangular inscription panel, flanked by reeded pilasters
which curve out at top to form consoles under flower paterae. Shaped
base plate, also with inscription. Moulded cornice surmounted by -sarcophagus
with bust above it, against grey marble obelisk back plate. (J. Jewman,
Buildings of England Series, North-east and East Kent, 1983 edn.)
Listing NGR: TR1178645546
www.britishlistedbuildings.co.uk/en-440965-church-of-st-j...
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ELMSTED
IS the next parish northward from Hastingligh lastdescribed, taking its name, as many other places do, which are recorded in the survey of Domesday, from the quantity of elms growing in it, elm signifying in Saxon, that tree, and stede, a place. The manor of Hastingligh claims over some part of this parish, which part is within the liberty of the duchy of Lancaster.
THIS PARISH is situated in a lonely unfrequented part of the country, above the down hills, in a healthy air. It lies mostly on high ground, having continued hill and dale throughout it. The soil is but poor, and in general chalk, and much covered with flints, especially in the dales, where some of the earth is of a reddish cast. The church stands on a hill in the middle of it, having a green, with the village near it, among which is the court-lodge: and at a small distance westward, Helchin-bouse, belonging to Sir John Honywood, but now and for some time past inhabited by the Lushingtons. Lower down in the bottom is Evington-court, in a dull ineligible situation, to which however the present Sir John Honywood has added much, and laid out some park-grounds round it. At a small distance is a small heath, called Evington-lees, with several houses round it. At the southern bounds of the parish lie Botsham, and Holt, both belonging to Sir John Honywood. At the north-east corner of it, near Stone-street, is a hamlet called Northlye, the principal farm in which belongs to Mr. Richard Warlee, gent. of Canterbury, about half a mile from which is Deane, or Dane manor-house; and still further Dowles-farm, belonging to Mr. John Rigden, of Faversham; near Stone-street is the manor of Southligh, now called Mizlings, by which name only it is now known here; and near the same street is Arundel farm, belonging to Thomas Watkinson Payler, esq. and at the southern extremity of the parish, the manor-house of Dunders, with the lands belonging to it, called the Park, formerly belonging to the Graydons, of Fordwich, of whom they were purchased, and are now the property of the right hon. Matthew Robinson Morris, lord Rokeby, who resides at Horton. There are but two small coppice woods in this parish, lying at some distance from each other, in the middle part of it.
There is a fair kept yearly in this parish on St. James's day, the 25th of July.
THE MANOR OF ELMSTED was in the year 811 bought by archbishop Wlfred, of Cenulf, king of Mercia, for the benefit of Christ-church, in Canterbury, L. S. A. which letters meant, that it should be free, and privileged with the same liberties that Adisham was, when given to that church. These privileges were, to be freed from all secular services, excepting the trinoda necessitas of repelling invasions, and the repairing of bridges and fortifications. (fn. 1)
There is no mention of this manor in the survey of Domesday, under the title of the archbishop's lands, and of those held of him by knight's service, and yet I find mention of its being held of him in several records subsequent to that time; for soon afterwards it appears to have been so held by a family who assumed their name from it, one of whom, Hamo de Elmested, held it of the archbishop, by knight's service. But they were extinct here before the middle of king Henry III,'s reign, when the Heringods were become possessed of it, as appears by the Testa de Nevil, bearing for their arms, Gules, three herrings erect, two and one, or; as they were formerly in the windows of Newington church, near Sittingborne. John de Heringod held it at his death in the 41st year of that reign. His grandson, of the same name, died in the next reign of king Edward I. without male issue, leaving three daughters his coheirs, of whom, Grace married Philip de Hardres, of Hardres, in this county; Christiana married William de Kirkby; and Jane married Thomas Burgate, of Suffolk: but he had before his death, by a deed, which bears the form of a Latin will, and, is without a date, settled this manor, with the other lands in this neighbourhood, on the former of them, Philip de Hardres, a man of eminent repute of that time, in whose successors the manor of Elmsted remained till the 13th year of King James I. when Sir Thomas Hardres sold the manor of Dane court, an appendage to this of Elmsted, in the north-east part of this parish, to Cloake, and the manor of Elmsted itself to Thomas Marsh, gent. of Canterbury, whose son ton, whose great-grandson of the same name, at his death left it to his two sons, Richard and John, the former of whom was of Faversham, and left an only daughter Elizabeth, married to Mr. James Taylor, of Rodmersham, who in right of his wife became possessed of his moiety of it, and having in 1787 purchased the other moiety of John Lushington, of Helchin, in this parish, (son of Richard above-mentioned) became possessed of the whole of this manor, and continues owner of it at this time.
THE MANOR OF DANE, now called Deane-court, above-mentioned, remained in the name of Cloake for some time afterwards, and in 1652 Mr. Samuel Cloake held it. It afterwards passed into the name of Elwes, in which it continued down to John Elwes, esq. of Marcham, in Berkshire, who died in 1789, and by will gave it to his nephew Thomas Timms, esq. the present owner of it.
THE YOKE OF EVINGTON is an estate and seat in the south-west part of this parish, over which the manor of Barton, near Canterbury, claims jurisdiction. The mansion of it, called Evington-court, was the inheritance of gentlemen of the same surname, who bore for their arms, Argent, a sess between three burganetts, or steel caps, azure; and in a book, copied out from antient deeds by William Glover, Somerset herald, afterwards in the possession of John Philipott, likewise Somerset, there was the copy of an old deed without date, in which William Fitzneal, called in Latin, Filius Nigelli, passed over some land to Ruallo de Valoigns, which is strengthened by the appendant testimony of one Robert de Evington, who was ancestor of the Evingtons, of Evington-court, of whom there is mention in the deeds of this place, both in the reigns of king Henry III. and king Edward I. After this family was extinct here, the Gays became possessed of it, a family originally descended out of France, where they were called Le Gay, and remained some time afterwards in the province of Normandy, from whence those of this name in Jersey and Guernsey descended, and from them again those of Hampshire, and one of them, before they had left off their French appellation, John le Gay, is mentioned in the leiger book of Horton priory, in this neighbourhood, as a benefactor to it. But to proceed; although Evington-court was not originally erected by the family of Gay, yet it was much improved by them with additional buildings, and in allusion to their name, both the wainscot and windows of it were adorned with nosegays. At length after the Gays, who bore for their arms, Gules, three lions rampant, argent, an orle of cross-croslets, fitchee, or. (fn. 2) had continued owners of this mansion till the beginning of the reign of king Henry VII. Humphry Gay, esq. alienated it to John Honywood, esq. of Sene, in Newington, near Hythe, and afterwards of St. Gregory's, Canterbury, where he died in 1557, and was buried in that cathedral.
The family of Honywood, antiently written Henewood, take their name from the manor of Henewood, in Postling, where they resided as early as Henry III.'s reign, when Edmund de Henewood, or Honywood, as the name was afterwards spelt, of that parish, was a liberal benefactor to the priory of Horton, and is mentioned as such in the leiger book of it. After which, as appears by their wills in the Prerogative-office, in Canterbury, they resided at Hythe, for which port several of them served in parliament, bearing for their arms, Argent, a chevron, between three hawks heads erased, azure; one of them, Thomas Honywood, died in the reign of king Edward IV. leaving a son John, by whose first wife descended the elder branch of this family, settled at Evington, and baronets; and by his second wife descended the younger branch of the Honywoods, seated at Petts, in Charing, and at Markshall, in Effex, which branch is now extinct. (fn. 3) John Honywood, esq. the eldest son of John above-mentioned, by his first wife, was the purchaser of Evington, where his grandson Sir Thomas Honywood resided. He died in 1622, and was buried at Elmsted, the burial place of this family. (fn. 4) He left by his first wife several sons and daughters; of the former, John succeeded him at Evington and Sene, and Edward was ancestor of Frazer Honywood, banker, of London, and of Malling abbey, who died s. p. in 1764. (fn. 5) Sir John Honywood, the eldest son, resided during his father's time at Sene, in Newington, and on his death removed to Evington. He served the office of sheriff in the 18th, 19th, and 20th years of king Charles I. Sir Edward Honywood, his eldest son, resided likewise at Evington, and was created a baronet on July 19, 1660. His great grandson Sir John Honywood, bart. at length in 1748, succeeded to the title and family estates, and afterwards resided at Evington, where he kept his shrievalty in 1752. On the death of his relation Frazer Honywood, esq. banker, of London, in 1764, he succeeded by his will to his seats at Malling abbey, and at Hampsted, in Middlesex, besides a large personal estate; after which he resided at times both here and at Hampsted, at which latter he died in 1781, æt. 71, and was buried with his ancestors in this church. He had been twice married; first to Annabella, daughter of William Goodenough, esq. of Langford, in Berk shire, whose issue will be mentioned hereafter; and secondly to Dorothy, daughter of Sir Edward Filmer, bart. of East Sutton, by whom he had two sons, Filmer Honywood, esq. of Marks-hall, in Essex, to which as well as other large estates in that county, and in this of Kent, he succeeded by the will of his relation Gen. Philip Honywood, and lately was M. P. for this county, and is at present unmarried; and John, late of All Souls college, Oxford, who married Miss Wake, daughter of Dr. Charles Wake, late prebendary of Westminster; and Mary, married to Willshire Emmett, esq. late of Wiarton. By his first wife Sir John Honywood had two sons and four daughters; William the eldest, was of Malling abbey, esq. and died in his father's life time, having married Elizabeth, daughter of Mr. Clack, of Wallingford, in Berkshire, by whom he had three sons and one daughter Annabella, married to R. G. D. Yate, esq of Gloucestershire; of the former, John was heir to his grandfather, and is the present baronet; William is now of Liminge, esq. and married Mary, sister of James Drake Brockman, esq. of Beechborough, and Edward married Sophia, daughter of the Rev. Mr. Long, of Suffolk. Edward, the second son, was in the army, and died without issue. The daughters were, Annabella, married to Edmund Filmer, rector of Crundal; and Thomasine, married to William Western Hugessen, esq. of Provenders, both since deceased. On Sir John Honywood's death in 1781, he was succeeded by his eldest grandson abovementioned, the present Sir John Honywood, bart. who resides at Evington, to which he has made great improvements and additions. He married Frances, one of the daughters of William, viscount Courtenay, by whom he has three daughters, Frances-Elizabeth, Charlotte-Dorothea, and Annabella-Christiana, and one son John, born in 1787. (fn. 6).
BOTTSHAM, antiently and more properly written Bodesham, is a manor in the western part of this parish. About the year 687 Swabert, king of Kent, gave among others, three plough-lands in a place called Bodesham, to Eabba, abbess of Minister, in Thanet, and in the reign of king Edward the Consessor, one Ælgeric Bigg gave another part of it to the abbey of St. Augustine, by the description of the lands called Bodesham, on condition that Wade, his knight, should possess them during his life. (fn. 7) The former of these continued in the monastery till the reign of king Canute, when it was plundered and burnt by the Danes. After which the church and lands of the monastery of Minster, and those of Bodesham among them, were granted to St. Augustine's monastery, and remained, together with those given as above-mentioned by Ælgeric Bigg, part of the possessions of it at the taking of the survey of Domesday, in which record it is thus described:
In Limowart left, in Stotinges hundred, Gaufrid holds Bodesham of the abbot. It was taxed at one suling. The arable land is two carucates, and there are, with eight borderers, wood for the pannage of fifteen hogs. In the time of king Edward the Confessor it was worth four pounds, and afterwards twenty shillings, now four pounds, A certain villein held it.
Hugh, abbot of St. Augustine, and his chapter, in the year 1110, granted to Hamo, steward of the king's houshold, this land of Bodesham, upon condition that he should, if there should be occasion, advise and assist him and his successors in any pleas brought against him by any baron, either in the county or in the king's court.
Hamo above-mentioned, whose surname was Crevequer, had come over into this kingdom with the Conqueror, and was rewarded afterwards with much land in this county, and was made sheriff of it during his life, from whence he was frequently stiled Hamo Vicecomes, or the sheriff. He lived till the middle of king Henry I.'s reign; and in his descendants it most probably remained till it came into the possession of the family of Gay, or Le Gay as they were sometimes written, owners of the yoke of Evington likewise, in which it continued till it was at length sold with it, in the beginning of Henry VII.'s reign, to Honywood, as has been fully mentioned before; in whose descendants it still remains, being now the property of Sir John Honywood, bart. of Evington.
IN THE REIGN of king Edward I. Thomas de Morines held half a knight's fee of the archbishop in Elmsted, which estate afterwards passed into the family of Haut, and in the reign of king Edward III. had acquired the name of the Manor Of Elmsted, alias SOUTHLIGH. In which family of Haut it continued down to Sir William Haut, of Bishopsborne, who lived in the reign of king Henry VIII. and left two daughters his coheirs, Elizabeth, married to Thomas Culpeper, of Bedgbury; and Jane, to Thomas Wyatt. The former of whom, in the division of their inheritance, (fn. 8) became possessed of it; from his heirs it passed by sale to Best, and from thence again to Rich. Hardres, esq. of Hardres, whose descendant Sir Tho. Hardres, possessed it in king James I.'s reign; at length, after some intermediate owners, it passed to Browning, whose descendant M. John Browning, of Yoklets, in Waltham, is the present owner of this manor.
There are no parochial charities. The poor constantly relieved are about thirty, casually seventeen.
Elmsted is within the Ecclesiastical Jurisdiction of the diocese of Canterbury, and deanry of Elham.
The church, which is dedicated to St. James, is a handsome building, consisting of three isles and three chancels, having a low pointed wooden steeple at the west end, in which are six bells. The chancels are open, one towards the other, the spaces between the pillars not being filled up, which gives the whole a light and airy appearance. In the middle chancel, which is dedicated to St. James, are memorials for the Taylors, who intermarried with the Honywoods, and for the Lushingtons, of Helchin; one for John Cloke, gent. of Northlye, obt. 1617. In the east window is a shield of arms, first and fourth, A lion rampant, or; second, On a fess, argent, three eros-croslets; third, obliterated. In another compartment of the window is the figure of an antient man sitting, in robes lined with ermine, a large knotted staff in his left hand. The north chancel is called the parish chancel, in which is an elegant monument, of white marble, with the bust of the late Sir John Honywood, bart.(a gentleman whose worthy character is still remembered with the highest commendation and respect, by all who knew him). He died much lamented by his neighbours and the country in general in 1781; and on the pavement are numbers of gravestones for the family of Honywood and their relatives. The south chancel, dedicated to St. John, belongs to Evington, in which there are several monuments, and numbers of gravestones, the pavement being covered with them, for the Honywood family, some of which have inscriptions and figures on brasses remaining on them. Underneath this chancel is a large vault, in which the remains of the family lie deposited. On the north side of this chancel is a tomb, having had the figures on it of a man between his two wives: and at each corner a shield of arms in brass for Gay. On the capital of a pillar at the east end of this tomb is this legend, in old English letters, in gold, which have been lately repaired: Pray for the sowlys of Xtopher Gay, Agnes and Johan his wifes, ther chylder and all Xtian sowlys, on whose sowlys Jhu have mcy; by which it should seem that he was the founder, or at least the repairer of this chancel. Underneath is carved a shield of arms of Gay. In the east window are two shields of arms, of modern glass, for Honywood. In the south isle is a monument for Sir William Honywood, bart. of Evington, obt. 1748. In the middle isle are several old stones, coffin shaped. William Philpot, of Godmersham, by will anno 1475, ordered that the making of the new seats, calledle pewis, in this church, should be done at his expence, from the place where St. Christopher was painted, to the corner of the stone wall on the north side of the church.
The church of Elmsted belonged to the priory of St. Gregory, in Canterbury, perhaps part of its original endowment by archbishop Lanfranc, in the reign of the Conqueror. It was very early appropriated to it, and was confirmed to the priory by archbishop Hubert, among its other possessions, about the reign of king Richard I. at which time this church, with five acres of arable, and five acres of wood, and the chapel of Dene, appear to have been esteemed as chapels to the adjoining church of Waltham, and the appropriation of it continued part of the possessions of the priory till the dissolution of it in king Henry VIII.'s reign, when it was surrendered into the king's hands, where this appropriation remained but a small time, for an act passed that year, to enable the king and the archbishop to make an exchange of estates, by which means it became part of the revenues of the see of Canterbury, and was afterwards demised by the archbishop, among the rest of the revenues of the above-mentioned priory, which had come to him by the above-mentioned exchange, in one great lease; under which kind of demise it has continued from time to time ever since. Philip, earl of Chesterfield, as heir to the Wottons, was lessee of the above estates, in which this parsonage was included; since whose decease in 1773, his interest in the lease of them has been sold by his executors to Geo. Gipps, esq. of Canterbury, who is the present lessee, under the archbishop, for them.
But the vicarage of this church seems never to have belonged to the priory of St. Gregory, and in the 8th year of Richard II. anno 1384, appears to have been part of the possessions of the abbot of Pontiniac, at which time it was valued at four pounds. How long it staid there, I have not found; but it became afterwards part of the possessions of the see of Canterbury, and remains so at this time, his grace the archbishop being the present patron of it.
¶The vicarage of Elmsted is endowed with the tenths of hay, silva cedua, mills, heifers, calves, chicken, pigs, lambs, wool, geese, ducks, eggs, bees, honey, wax, butter, cheese, milk-meats, flax, hemp, apples, pears, swans, pidgeons, merchandise, fish, onions, fowlings, also all other small tithes or obventions whatsoever within the parish; and also with all grass of gardens or other closes, vulgarly called homestalls, although they should be at any time reduced to arable; and the tithes of all and singular feedings and pastures, even if those lands so lot for feedings and pastures should be accustomed to be ploughed, as often and whensoever they should at any time be let for the use of pasture; which portion to the vicar was then valued at twelve marcs. (fn. 9)
It is valued in the king's books at 61. 13s. 4d. It is now a discharged living, of the clear yearly certified value of forty-five pounds. In 1587 it was valued at thirty pounds, communicants one hundred and eighty. In 1640 it was valued at ninety pounds, the same number of communicants. There was an antient stipend of ten pounds, payable from the parsonage to the vicar, which was augmented with the like sum by archbishop Juxon, anno 15 Charles II. to be paid by the lessee of the parsonage; which sum of twenty pounds continues at this time to be paid yearly by the lesse. There was a yearly pension of 1l. 6s. payable from the vicar of Elmsted to the priory of St. Gregory; which still continues to be paid by him to the archbishop's lessee here.
The de Havilland Canada DHC-3 Otter is a single-engined, high-wing, propeller-driven, short take-off and landing (STOL) aircraft developed by de Havilland Canada. It was conceived to be capable of performing the same roles as the earlier and highly successful Beaver, but is overall a larger aircraft.
Canada Place, Vancouver, BC., Canada
It all began with a steam-driven car: bulky, heavy, ugly and difficult to get moving. This set the tone for the future of Dampf Kraft Wagen, which excelled at not excelling. Famed (or rather notorious) for its lack of adventurous design and mediocre engines, DKW sought improvement in 1932 through a merger with Horch, Audi and Wanderer to create Auto-Union. It was the harsh economic reality of the times that forced the Germans to consider this huge conglomerate, although all four brands kept their name and their identity. For DKW this meant various (but not 50) shades of grey. Moreover, its vehicles were as bland as the company’s image. DKW built masses of small two-stroke cars that were mockingly known as ‘Duitse Kinder Wagens’ (German Children’s Cars). Things did not get appreciably better after the Second World War, with the company still producing new models that looked old before they were launched. The type 1000 was a typical example. It was the only saloon car that ever bore the name Auto-Union on its bodywork and the very first with the four interlocking rings on the shield on its grille. It was this run of the run-of-the-mill vehicle that the new owners, Daimler-Benz, tried to jazz up by launching the 1000 SP. The suffix stood for Spezial and not for Sport, because this coupé was anything but sporty. At a push, this last ever West German two-stroke model could generate 55 horsepower and reach a top speed of 140 kilometres per hour (with the wind behind it). No ‘Vorsprung durch Technik’ yet. That being said, the 1000 SP at least had its looks going for it. Its sloping lines, tail fins, open-mouth radiator grille and smallish headlights gave it the appearance of a shark, albeit a sad one. This was another car with a mocking nickname: ‘Baby Thunderbird’, a reference to the more muscular Ford it attempted to resemble. DKW eventually had 5,004 units of the coupé version built by Baur in Stuttgart, a company that for many years had crafted top-class coachwork for BMW. Less than a thousand units of the later cabriolet version were made.
Mahy added this damaged shark dating from 1960 to his collection in 1977. It cost him peanuts, since at that time the SP 1000 was very definitely not in demand. Its production had been terminated abruptly in 1965, when Auto-Union was taken over by Volkswagen. The new owners had very different plans for the four rings.
981 cc
3 In-line 2-stroke
55 hp
Mahy - a Family of Cars
09/09/2021 - 31/10/2021
Vynckier Site
Nieuwevaart 51-53
Gent
Belgium
My first time behind the wheel of 300 on the open road since 1990 something. A lovely bus to drive perhaps a few things I need to look into, but lovely
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
The origins of the Turbo Fury reach back to 1943, when the piston-driven Hawker Sea Fury's development was formally initiated in response to a wartime requirement of the RAF.
As the Second World War drew to a close, the RAF cancelled their order for the aircraft. However, the Royal Navy saw the type as a suitable carrier aircraft to replace a range of increasingly obsolete or poorly suited aircraft being operated by the Fleet Air Arm. Development of the Sea Fury proceeded, and the type began entering operational service in 1947.
The Sea Fury had many design similarities to Hawker's preceding Tempest fighter, but the Sea Fury was a considerably lighter aircraft. Both the Sea Fury's wings and fuselage originated from the Tempest but were significantly modified and redesigned.
The Sea Fury attracted international orders as both a carrier and land-based aircraft; it was operated by countries including Australia, Burma, Canada, Cuba, Egypt, West Germany, Iraq, and Pakistan. The Sea Fury was retired by the majority of its military operators in the late 1950s in favour of jet-propelled aircraft. One of the largest export customers for the type, Pakistan, went a different way.
A total of 87 new-build Sea Furies were purchased and delivered to Pakistan between 1950 and 1952, but some ex-FAA and Iraqi Sea Furies were also subsequently purchased.
The Sea Fury began to be replaced by the jet-powered North American F-86 Sabre in 1955, but it became quickly clear that the Sabre was primarily a fighter, not a ground attack aircraft. It also lacked adequate performance in 'hot and high' operation theatres, and the PAF's B-57 bombers were too big for certain CAS tasks, and their number highly limited.
Hence the decision was taken to modernize a part of the PAF Sea Fury fleet for the ground attack role. This was to be achieved with a better engine that would deliver more power, a better overall performance as well as an extended range for prolonged loiter times close to the potential battlefield.
Engine choice fell on the Allison T56 turboshaft engine, which had originally been developed for the C-130 Hercules transporter (later also installed in the P-3 and E-2) - the type had just been bought by the PAF, so that low maintenance cost due to parts and infrastructure commonality was expected. Pakistan Aeronautical Complex (commonly abbreviated 'PAC') was tasked to develop a suitable update, and this lead to the integration of a turboprop engine into the Sea Fury airframe.
For the relatively small Sea Fury airframe the T56 was downrated to 3.000 hp, to which approximately 750 lbs of thrust from its exhaust could be added. The latter was bifurcated and ran along the fuselage flanks, ending in fairings at the wings' trailing edge. In order to cope with the additional power, the original five-bladed propeller had to be replaced by a six-bladed, indigenously developed propeller. Together with the more pointed spinner and the raised propeller position, the Sea Fury's profile changed dramatically, even though the good field of view for the pilot was retained. Officially, the modified machines were just called 'Sea Fury FB.61', inofficially they were called 'Turbo Furies' or 'وایلار' (Urdu: Wailer), for their characteristic, penetrating engine and propeller sound.
Internally, structural reinforcements had to be made and new wing spars were introduced. These allowed higher g forces for low level maneuvers and also carried additional ordnance hardpoints under the outer wings - these enabled the aircraft to carry HVARs of American origin and/or several small caliber bombs instead of only a single pair of up to 1.000 lb (454 kg) caliber.
The last piston engine Sea Furies in Pakistani service were ultimately retired in 1960, while the Turbo Fury fleet was used throughout the 1965 India-Pakistan War. After the end of hostilities, the 'Turbo Furies' were quickly phased out since it had become clear that they had become too vulnerable in battlefield conditions.
Some of these machines were sold to Thailand, though, where it served with the Royal Thai Marine Corps (นาวิกโยธินแห่งราชอาณาจักรไทย) in the CAS role and saw frequent use: The Chanthaburi and Trat borders with Cambodia gave the Marine Corps Department its first assignment, safeguarding the coastline and southeastern border. Since 1970 the Marine Corps' Chanthaburi-Trat Task Force had been officially assigned the defense of this area.
During 1972 and 1973, Thai Marines were involved in the "Sam-Chai" anti-communist operations in Phetchabun Province and the "Pha-Phum" anti-communist operations in Chiang Rai Province. In 1973 and 1974, they took part in anti-communist operations in the southern provinces of Pattani, Yala and Narathiwat. After ten years of frequent and successful use, the end of the Thai TurBo Furies came - the type was retired in late 1975. Two specimen were sold into the USA to Flight Systems Inc., where the machines were de-militarized and modified to be used as fast low-level target tugs.
Still, the aircraft would see a late career for the USAF, even though only an indirect one - and ironically against another WWII veteran reincarnation! In 1971 Piper Aircraft Corp. at Lakeland, Florida, built for the USAF's PAVE COIN programm (calling for a simple aircraft tailored to the ground attack role for small armies) two Piper Enforcers by heavily modifying two existing P-51 Mustang aircraft and fitting them with Lycoming T55-L9A turboprop engines, along with numerous other significant modifications.
Prior to the PAVE COIN evaluation, N202PE was lost in a crash off the Florida Coast. Although the Enforcer performed well in PAVE COIN, Piper failed to secure a United States Air Force contract. Anyway, Piper kept on lobbying Congress for another 8 years to force the USAF to officially re-evaluate the Enforcer.
Eventually in the 1979 defense bill $11.9 million was allocated for Piper to build two new prototypes and for the USAF to perform another flight evaluation. Since the Enforcer was never in the Air Force inventory, it was not given an official military designation and did not receive an Air Force serial number. Instead, it carries the Piper designation PA-48 and Federal Aviation Administration (FAA) registration numbers N481PE and N482PE.
During 1983 and 1984 the PA-48s were pitted against several "modern" jets at 1984 at Eglin Air Force Base, Florida and Edwards Air Force Base, California. Beyond 'state of the art' competirion, the USAF wanted a direct competitor - and found Flight Systems Inc's Turbo Furies. One of these, aircraft N287FS, was leased in 1981 and revamped to military status in order to act as a further benchnmark and as aggressor.
By the time the machine had already undergone some major modifications, including an ejection seat for the pilot and a new five-bladed propeller plus exhaust dampers in order to minimize the machine's distinctive, penetrating noise.
Further modifications saw the re-installment of armament, including wing hardpoints and the respective wiring, as well as adding four 20mm cannon, this time domestic Pontiac M39A1 revolver cannon - easily recognizable through the longer gun barrels that protruded from the wings' leading edge.
During the two years of evaluation the revamped Turbo Fury fared well, while its sister ship remained in the target tug role - and it was the only machine to survive, since N287FS crashed on 8th of August 1984 at Eglin AB due to hydraulic failure, with the pilot escaping securely thanks to the new ejection seat.
General characteristics
Crew: One
Length: 36 ft 2 in (11.05 m)
Wingspan: 38 ft 43⁄4 in (11.69 m)
Height: 15 ft 101⁄2 in (4.84 m)
Wing area: 280 ft2 (26.01 m2)
Empty weight: 10.500 lb (4.767 kg)
Loaded weight: 14,100 lb (6.400 kg)
Max. takeoff weight: 15,650 lb (7.105 kg)
Powerplant:
1× Allison T56 turboshaft engine rated at 2.206 kW (3.000 hp) plus 750 lbs of residual thrust
Performance:
Maximum speed: 490 mph (427 knots, 790 km/h) at 18,000 ft (5,500 m)
Range: 700 mi (609 nmi, 1,126 km) with internal fuel;
1,040 mi (904 nmi, 1,674 km) with two drop tanks
Service ceiling: 35,800 ft (10,910 m)
Rate of climb: 4,320 ft/min (21.9 m/s)
Armament:
4× 20 mm (0.787 in) Pontiac M39A1 revolver cannon
Eight underwing hardpoints for an external load of 4.000 lb (1.814 kg),
including bombs, unguided rockets, napalm tanks or drop tanks
The kit and its assembly:
Turbo Fury V3.0, spinning forth the initial fictional background story of this whif conversion. The combination of a WWII figher design and a C-130 Hercules sounds unlikely, but that's what I built. The idea of revamped piston-engine aircraft for a post-WWII-use has its charm and continually brings forth impressive designs, like the real world Piper PA-48.
Inspiration came with a set of 1:72 aftermarket C-130J resin engine nacelles from OzMods, which I had bunkered a while ago. This time the engine was mated again to the single seater kit from Pioneer2/PM Models. The Hercules engines are an almost perfect fit - the original fuselage just had to be cut away behind the original exhaust reflectors. Some sculpting had to be done on both sides, and the wing roots filled up in order to match the new, more narrow engine, but things went really smoothly.
This time, the Turbo Fury was to have a more modern touch - we are in the 80ies now. So I decided to use the original C-130 sickle blades that come with the OzMods conversion kit, even though I only used five of them instead of six (the spinner was modified accordingly). Another idea was to conceal the original exhaust pipes under the cockpit - I scratched dampers with intakes that would muffle engine sound and mix the hot gases with fresh air. These break up the sleek lines of the Fury, but I think that this installation makes sense, also as a potential survival measure that reduces the aircraft's IR signature?
Otherwise, only little things were changed. In the cockpit a new seat and a dashboard cover were added. The underwing hardpoints were new, too, and I added some antennae for a more modern and purposeful look. All pylons are new, and the bomb ordnance was puzzled together from the spares box, including four Rockeye CBUs from an Italeri F-16, an camera pod (from an Italeri F-18, IIRC) and a single ACMI pod from an Italeri F-21.
Painting and markings:
Piper's PA-48 was a bit of inspiration for this build, and I wanted the final Turbo Fury to be an American aircraft. USAF use would have been unlikely, though, but a private operator like Flight Systems Inc. (Which also operated F-86 as target tugs!) opened a new opportunity, as well as the historic trials of the PA-48 in the early 80ies.
Well, how to paint the Turbo Fury? An early idea had been a simple, all Gunship Grey aircraft with low-viz markings, but I eventually settled for the contemporary "USMC Land Scheme", applied to helicopters (AH-1, CH-46) and some of the USMC's OA-10. On a classic airframe like the Sea Fury's it would look totally anachronistic - but for an aggressor and test aircraft? Why not?
This wraparound scheme consists of grey, green and black - I used FS 35237 (Humbrol 145), FS 34097 (Humbrol 105) and FS 37038 (Humbrol 85, slightly lightened with some Humbrol 32 Dark Grey). The cockpit interior was kept in dark gray, the landing gear is in Aluminum, just like on the former builds of this series.
As per usual the kit received a light black ink wash and some dry painting that emphasizes the panel lines.
Decals were puzzled together from the scrap box, with some typical US markings and modern stencils.
Even though the paint finish turned out to look a bit more worn than initially intended, I am very happy with the result of this "Final Turbo Fury", esp. with its modern details. It looks rather odd and purposeful! And there's still one Hercules engine left... maybe a forth Turbo Fury might come forth, in the hands of another obscure operator's hands. ;)
Anna May Wong plays Kim Ling, a dutiful daughter determined to reclaim the good name of her father, a Chinese general. To prove his innocence, she travels to the jungle work farm of Gregory Prin (J. Carrol Naish), who has the evidence she needs. With the help of secret agent Anthony Quinn, she clears her father and brings Prin down.
Anna May Wong and J. Carroll Naish, so memorably teamed in Paramount's Dangerous to Know, are costarred once more in Island of Lost Men. Naish plays ruthless jungle plantation owner Gregory Prin, who runs his domain like a dictatorship and treats his workers little better than slaves. Into Prin's world comes Kim Ling (Wong), daughter of a disgraced Chinese general. Kim Ling hopes to clear her father's name by bringing his primary accuser, Prin, to justice. The native-uprising finale is rendered in gloriously gruesome detail. A remake of the 1931 Charles Laughton-Carole Lombard starrer White Woman, Island of Lost Men also offers early but well-rounded performances by Anthony Quinn (as a Chinese patriot!) and Broderick Crawford.
FIRST ASIAN AMERICAN STAR!
Written by PHILIP LEIBFRIED
Her complexion was described as "a rose blushing through old ivory;" she was beautiful, tall (5'7"), slender, and Chinese-American. The last fact kept her from attaining the highest echelon among Hollywood's pantheon of stars, but it did not affect her popularity, nor keep her from becoming a household name. She was Anna May Wong, nee Wong Liu Tsong, a name which translates to "Frosted Yellow Willows," and she was born, appropriately enough, on Flower Street in Los Angeles' Chinatown on 3 January 1905, above her father's laundry. Anna May Wong's contribution to show business is a unique one; she was the first Asian female to become a star, achieving that stardom at a time when bias against her race was crushing. With determination and talent allied to her exotic beauty, she remained the only Asian female star throughout her forty-year career, never fully overcoming all prejudices in maintaining that position. Perhaps the rediscovery of her art will elevate her star to the pantheon of great performers and serve as a guiding light to Asian performers who still struggle to find their rightful place. Anna May Wong's life and career is something that is important for all who value greatly the Asian / Asian Pacific American communities' many artists and what we can all contribute!
Excerpt from : That Old Feeling: Anna May Wong
Part II of Richard Corliss' tribute to the pioneer Chinese-American star.
Daughter of the Dragon. Paramount 1931.
Based on a Fu Manchu novel by Sax Rohmer.
Daughter of the Dragon extended the curse sworn by Dr. Fu on the Petrie family to the next generation. Fu Manchu (Warner Oland), long ago injured and exiled in an attempt on Petrie Sr., returns to London and confronts the father: "In the 20 years I have fought to live," he says in his florid maleficence, "the thought of killing you and your son has been my dearest nurse." He kills the father, is mortally wounded himself and, on his deathbed, reveals his identity to his daughter Ling Moy (Wong) and elicits her vow that she will "cancel the debt" to the Fu family honor and murder the son, Ronald (Bramwell Fletcher)... who, dash it all, is madly infatuated with Ling Moy. Ronald has seen "Princess Ling Moy Celebrated Oriental Dancer" perform, and the vision has made him woozy. "I wish I could find a word to describe her," this calf-man effuses. "Exotic that's the word! And she's intriguing, if you know what I mean." In a near-clinch, Ling Moy wonders if a Chinese woman can appeal to a British toff. When he begs her to "chuck everything and stay," she asks him, "If I stayed, would my hair ever become golden curls, and my skin ivory, like Ronald's?" But the lure of the exotic is hard to shake. "Strange," he says, "I prefer yours. I shall never forget your hair and your eyes." They almost kiss ... when an off-camera scream shakes him out of his dream. It is from his girlfriend Joan (Frances Dade), and the societal message is as clear and shrill: white woman alerting white man to treachery of yellow woman. Ling Moy, a nice girl, previously unaware of her lineage, might be expected to struggle, at least briefly, with the shock of her identity and the dreadful deed her father obliges her to perform. But Wong makes an instant transformation, hissing, "The blood is mine. The hatred is mine. The vengeance shall be mine." Just before his death, Fu mourns that he has no son to kill Ronald. But, in a good full-throated reading, Wong vows: "Father, father, I will be your son. I will be your son!" The audience then has the fun of watching her stoke Ronald's ardor while plotting his death. When she is with him, pleading and salesmanship radiate from her bigeyes. But when an ally asks her why she keeps encouraging the lad, she sneers and says, "I am giving him a beautiful illusion. Which I shall crush." As a villainess, she is just getting started. Revealing her mission to Ronald, she tells him she plans to kill Joan "Because you must have a thousand bitter tastes of death before you die." (The ripe dialogue is by Hollywood neophyte Sidney Buchman, whose distinguished list of credits would include Mr. Smith Goes to Washington, Here Comes Mr Jordan and The Talk of the Town.) She soon ascends on a geyser of madness as she decides on a new torture: "My vengeance is inspired tonight. You will first have the torture of seeing her beauty eaten slowly away by this hungry acid." An aide holds a hose gadget over Joan's soon-to-be-corroded face, and Ronald cries for Ling Moy to stop. Very well she says. "Ling Moy is merciful." She barks at Ronald: "Kill her!" He must decide if his favorite white girl is to be etched with acid or stabbed to death. Great stuff! Melodrama is the art of knowing how precisely too far to goThe film is a triangle: not so much of Ling Moy, Ronald and Joan as of Ling Moy, Ronald and a Chinese detective, Ah Kee, played by Sessue Hayakawa, the Japanese actor who in the teens was Hollywood's first Asian male star. He's not plausibly Chinese here, and he is in a constant, losing battle with spoken English. But he is a part of movie history, in the only studio film of the Golden Age to star two ethnically Asian actors. And he gives his emotive all to such lines as "It is the triumph of irony that the only woman I have ever deeply loved should be born of the blood that I loathe." And in the inevitable double-death finale neither the villainess nor the noble detective can survive the machinations of Hollywood justice he gently caresses the long hair of the lady he would love to have loved. "Flower Ling Moy," he says, a moment before expiring. "A flower need not love, but only be loved. As Ah Kee loved you."
The Personal Anna May Wong
This 5'7 beauty loved to study and could speak in an English accent, as well as being fluent in German and French with more than a passing knowledge of other tongues including Italian and Yiddish. For exercise she rode horses, played golf, and tennis. She liked to cook and regaled her guests with succulent Chinese dishes at frequent dinner parties. She preferred casual clothes, wearing slacks and sweaters at home, but cultivated an oriental motif in her very smart formal wardrobe. She studied singing with Welsh tenor Parry Jones before she participated in the film Limehouse Blues as George Raft's mistress. Anna loved to dance to contemporary music. Anna was quoted as saying, "I think I got my first chance because they thought I was peculiar. But, now I like to believe that the public are fond of me because they think I'm nice."
The story of Anna May Wong’s life traced the arc of triumph and tragedy that marked so many of her films. Wong's youthful ambition and screen appeal got her farther than anyone else of her race. But her race, or rather Hollywood's and America's fear of giving Chinese and other non-whites the same chance as European Americans, kept her from reaching the Golden Mountaintop. We can be startled and impressed by the success she, alone, attained. And still weask: Who knows what Anna May Wong could have been allowed to achieve if she
had been Anna May White?
Anna May Wong passed away on Feb. 3rd 1961 she was 56 years old.
Filmography:
The Red Lantern. Metro 1919. The First Born. Robertson Cole 1921.
Shame. Fox 1921. Bits of Life. Assoc. First National 1921.
The First Born. Robertson Cole 1921. Thundering Dawn. Universal 1923
The Toll of the Sea. Metro 1922 Drifting. Universal 1923 Fifth Avenue. PRC 1926.
Lillies of the Field. Assoc. First National 1924. The Thief of Bagdad. United Artists 1924
The Fortieth Door. Pathé serial 1924. The Alaskan. Paramount 1924.
Peter Pan. Paramount 1924. Forty Winks. Paramount 1925.
The Silk Bouquet/The Dragon Horse. Hi Mark Prod. 1926 The Desert's Toll. MGM 1926.
A Trip to Chinatown. Fox 1926. The Chinese Parrot. Universal. 1927.
Driven from Home. Chadwick 1927. Mr. Wu. MGM 1927.
Old San Francisco. Warner Bros. 1927. Why Girls Love Sailors. Pathé short 1927.
The Devil Dancer. United Artists 1927. Streets of Shanghai. Tiffany 1927.
Across to Singapore. MGM 1928. Pavement Butterfly (aka City Butterfly).
The City Butterfly. German 1929. Across to Singapore. MGM 1928.
The Crimson City. Warner Bros. 1928. Song. German 1928
Chinatown Charlie. First National 1928. Piccadilly, British International 1929.
Elstree Calling. British International 1930. The Flame of Love. British International 1930.
Hay Tang. German 1930. L'Amour Maitre Des Choses. French 1930.
Daughter of the Dragon. Paramount 1931. Shanghai Express. Paramount 1932.
A Study in Scarlet. World Wide 1933. Tiger Bay. Associated British 1933.
Chu Chin Chow. Gaumont 1934. Java Head. Associated British 1934.
Limehouse Blues. Paramount 1934. Daughter of Shanghai. Paramount 1937.
Hollywood Party. MGM short subject 1937. Dangerous to Know. Paramount 1938.
The Toll of the Sea. Metro 1922. The Thief of Bagdad 1924
Shanghai Express 1932
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
The origins of the Turbo Fury reach back to 1943, when the piston-driven Hawker Sea Fury's development was formally initiated in response to a wartime requirement of the RAF.
As the Second World War drew to a close, the RAF cancelled their order for the aircraft. However, the Royal Navy saw the type as a suitable carrier aircraft to replace a range of increasingly obsolete or poorly suited aircraft being operated by the Fleet Air Arm. Development of the Sea Fury proceeded, and the type began entering operational service in 1947.
The Sea Fury had many design similarities to Hawker's preceding Tempest fighter, but the Sea Fury was a considerably lighter aircraft. Both the Sea Fury's wings and fuselage originated from the Tempest but were significantly modified and redesigned.
The Sea Fury attracted international orders as both a carrier and land-based aircraft; it was operated by countries including Australia, Burma, Canada, Cuba, Egypt, West Germany, Iraq, and Pakistan. The Sea Fury was retired by the majority of its military operators in the late 1950s in favour of jet-propelled aircraft. One of the largest export customers for the type, Pakistan, went a different way.
A total of 87 new-build Sea Furies were purchased and delivered to Pakistan between 1950 and 1952, but some ex-FAA and Iraqi Sea Furies were also subsequently purchased.
The Sea Fury began to be replaced by the jet-powered North American F-86 Sabre in 1955, but it became quickly clear that the Sabre was primarily a fighter, not a ground attack aircraft. It also lacked adequate performance in 'hot and high' operation theatres, and the PAF's B-57 bombers were too big for certain CAS tasks, and their number highly limited.
Hence the decision was taken to modernize a part of the PAF Sea Fury fleet for the ground attack role. This was to be achieved with a better engine that would deliver more power, a better overall performance as well as an extended range for prolonged loiter times close to the potential battlefield.
Engine choice fell on the Allison T56 turboshaft engine, which had originally been developed for the C-130 Hercules transporter (later also installed in the P-3 and E-2) - the type had just been bought by the PAF, so that low maintenance cost due to parts and infrastructure commonality was expected. Pakistan Aeronautical Complex (commonly abbreviated 'PAC') was tasked to develop a suitable update, and this lead to the integration of a turboprop engine into the Sea Fury airframe.
For the relatively small Sea Fury airframe the T56 was downrated to 3.000 hp, to which approximately 750 lbs of thrust from its exhaust could be added. The latter was bifurcated and ran along the fuselage flanks, ending in fairings at the wings' trailing edge. In order to cope with the additional power, the original five-bladed propeller had to be replaced by a six-bladed, indigenously developed propeller. Together with the more pointed spinner and the raised propeller position, the Sea Fury's profile changed dramatically, even though the good field of view for the pilot was retained. Officially, the modified machines were just called 'Sea Fury FB.61', inofficially they were called 'Turbo Furies' or 'وایلار' (Urdu: Wailer), for their characteristic, penetrating engine and propeller sound.
Internally, structural reinforcements had to be made and new wing spars were introduced. These allowed higher g forces for low level maneuvers and also carried additional ordnance hardpoints under the outer wings - these enabled the aircraft to carry HVARs of American origin and/or several small caliber bombs instead of only a single pair of up to 1.000 lb (454 kg) caliber.
The last piston engine Sea Furies in Pakistani service were ultimately retired in 1960, while the Turbo Fury fleet was used throughout the 1965 India-Pakistan War. After the end of hostilities, the 'Turbo Furies' were quickly phased out since it had become clear that they had become too vulnerable in battlefield conditions.
Some of these machines were sold to Thailand, though, where it served with the Royal Thai Marine Corps (นาวิกโยธินแห่งราชอาณาจักรไทย) in the CAS role and saw frequent use: The Chanthaburi and Trat borders with Cambodia gave the Marine Corps Department its first assignment, safeguarding the coastline and southeastern border. Since 1970 the Marine Corps' Chanthaburi-Trat Task Force had been officially assigned the defense of this area.
During 1972 and 1973, Thai Marines were involved in the "Sam-Chai" anti-communist operations in Phetchabun Province and the "Pha-Phum" anti-communist operations in Chiang Rai Province. In 1973 and 1974, they took part in anti-communist operations in the southern provinces of Pattani, Yala and Narathiwat. After ten years of frequent and successful use, the end of the Thai TurBo Furies came - the type was retired in late 1975. Two specimen were sold into the USA to Flight Systems Inc., where the machines were de-militarized and modified to be used as fast low-level target tugs.
Still, the aircraft would see a late career for the USAF, even though only an indirect one - and ironically against another WWII veteran reincarnation! In 1971 Piper Aircraft Corp. at Lakeland, Florida, built for the USAF's PAVE COIN programm (calling for a simple aircraft tailored to the ground attack role for small armies) two Piper Enforcers by heavily modifying two existing P-51 Mustang aircraft and fitting them with Lycoming T55-L9A turboprop engines, along with numerous other significant modifications.
Prior to the PAVE COIN evaluation, N202PE was lost in a crash off the Florida Coast. Although the Enforcer performed well in PAVE COIN, Piper failed to secure a United States Air Force contract. Anyway, Piper kept on lobbying Congress for another 8 years to force the USAF to officially re-evaluate the Enforcer.
Eventually in the 1979 defense bill $11.9 million was allocated for Piper to build two new prototypes and for the USAF to perform another flight evaluation. Since the Enforcer was never in the Air Force inventory, it was not given an official military designation and did not receive an Air Force serial number. Instead, it carries the Piper designation PA-48 and Federal Aviation Administration (FAA) registration numbers N481PE and N482PE.
During 1983 and 1984 the PA-48s were pitted against several "modern" jets at 1984 at Eglin Air Force Base, Florida and Edwards Air Force Base, California. Beyond 'state of the art' competirion, the USAF wanted a direct competitor - and found Flight Systems Inc's Turbo Furies. One of these, aircraft N287FS, was leased in 1981 and revamped to military status in order to act as a further benchnmark and as aggressor.
By the time the machine had already undergone some major modifications, including an ejection seat for the pilot and a new five-bladed propeller plus exhaust dampers in order to minimize the machine's distinctive, penetrating noise.
Further modifications saw the re-installment of armament, including wing hardpoints and the respective wiring, as well as adding four 20mm cannon, this time domestic Pontiac M39A1 revolver cannon - easily recognizable through the longer gun barrels that protruded from the wings' leading edge.
During the two years of evaluation the revamped Turbo Fury fared well, while its sister ship remained in the target tug role - and it was the only machine to survive, since N287FS crashed on 8th of August 1984 at Eglin AB due to hydraulic failure, with the pilot escaping securely thanks to the new ejection seat.
General characteristics
Crew: One
Length: 36 ft 2 in (11.05 m)
Wingspan: 38 ft 43⁄4 in (11.69 m)
Height: 15 ft 101⁄2 in (4.84 m)
Wing area: 280 ft2 (26.01 m2)
Empty weight: 10.500 lb (4.767 kg)
Loaded weight: 14,100 lb (6.400 kg)
Max. takeoff weight: 15,650 lb (7.105 kg)
Powerplant:
1× Allison T56 turboshaft engine rated at 2.206 kW (3.000 hp) plus 750 lbs of residual thrust
Performance:
Maximum speed: 490 mph (427 knots, 790 km/h) at 18,000 ft (5,500 m)
Range: 700 mi (609 nmi, 1,126 km) with internal fuel;
1,040 mi (904 nmi, 1,674 km) with two drop tanks
Service ceiling: 35,800 ft (10,910 m)
Rate of climb: 4,320 ft/min (21.9 m/s)
Armament:
4× 20 mm (0.787 in) Pontiac M39A1 revolver cannon
Eight underwing hardpoints for an external load of 4.000 lb (1.814 kg),
including bombs, unguided rockets, napalm tanks or drop tanks
The kit and its assembly:
Turbo Fury V3.0, spinning forth the initial fictional background story of this whif conversion. The combination of a WWII figher design and a C-130 Hercules sounds unlikely, but that's what I built. The idea of revamped piston-engine aircraft for a post-WWII-use has its charm and continually brings forth impressive designs, like the real world Piper PA-48.
Inspiration came with a set of 1:72 aftermarket C-130J resin engine nacelles from OzMods, which I had bunkered a while ago. This time the engine was mated again to the single seater kit from Pioneer2/PM Models. The Hercules engines are an almost perfect fit - the original fuselage just had to be cut away behind the original exhaust reflectors. Some sculpting had to be done on both sides, and the wing roots filled up in order to match the new, more narrow engine, but things went really smoothly.
This time, the Turbo Fury was to have a more modern touch - we are in the 80ies now. So I decided to use the original C-130 sickle blades that come with the OzMods conversion kit, even though I only used five of them instead of six (the spinner was modified accordingly). Another idea was to conceal the original exhaust pipes under the cockpit - I scratched dampers with intakes that would muffle engine sound and mix the hot gases with fresh air. These break up the sleek lines of the Fury, but I think that this installation makes sense, also as a potential survival measure that reduces the aircraft's IR signature?
Otherwise, only little things were changed. In the cockpit a new seat and a dashboard cover were added. The underwing hardpoints were new, too, and I added some antennae for a more modern and purposeful look. All pylons are new, and the bomb ordnance was puzzled together from the spares box, including four Rockeye CBUs from an Italeri F-16, an camera pod (from an Italeri F-18, IIRC) and a single ACMI pod from an Italeri F-21.
Painting and markings:
Piper's PA-48 was a bit of inspiration for this build, and I wanted the final Turbo Fury to be an American aircraft. USAF use would have been unlikely, though, but a private operator like Flight Systems Inc. (Which also operated F-86 as target tugs!) opened a new opportunity, as well as the historic trials of the PA-48 in the early 80ies.
Well, how to paint the Turbo Fury? An early idea had been a simple, all Gunship Grey aircraft with low-viz markings, but I eventually settled for the contemporary "USMC Land Scheme", applied to helicopters (AH-1, CH-46) and some of the USMC's OA-10. On a classic airframe like the Sea Fury's it would look totally anachronistic - but for an aggressor and test aircraft? Why not?
This wraparound scheme consists of grey, green and black - I used FS 35237 (Humbrol 145), FS 34097 (Humbrol 105) and FS 37038 (Humbrol 85, slightly lightened with some Humbrol 32 Dark Grey). The cockpit interior was kept in dark gray, the landing gear is in Aluminum, just like on the former builds of this series.
As per usual the kit received a light black ink wash and some dry painting that emphasizes the panel lines.
Decals were puzzled together from the scrap box, with some typical US markings and modern stencils.
Even though the paint finish turned out to look a bit more worn than initially intended, I am very happy with the result of this "Final Turbo Fury", esp. with its modern details. It looks rather odd and purposeful! And there's still one Hercules engine left... maybe a forth Turbo Fury might come forth, in the hands of another obscure operator's hands. ;)
1958 Porsche Carrera driven by Michael Sweeney racing with a 1958 Ferrari 250 GT Fantuzzi driven by Bill Hart during Friday practice for Group 4A (1955-1962 GT Cars) at the 2012 Rolex Monterey Motorsports Reunion.
Woodchurch is the latest bete noir of Kent churches for me. Or has been for some while. Along with Hinxhill, these two have proved to be impossible to get into. The lat time I tried here was last year's heritage weekend where I found the church locked just after five in the afternoon.
So, after a flurry of e mails this week, and the warden's surprise I have always failed to get in: "its open from seven in the morning to five every day". Maybe I just went on the three or four occasions this did not happen.
Whatever, this was the first stop of the day.
Woodchurch is on the route to Cranbrook and Sissinghurst, so this is the third week I have driven through Ham Street.
We park opposite the two pubs that sit beside each other, one, The Bonny Cravat looked fine with hanging baskets outside.
But too early for a pint, so we walk up the path to the porch and pushed....
------------------------------------------
An enormous church with much of interest. The fabric dates from the thirteenth century, and the nave arcades of alternate round and octagonal piers are made of ragstone, which was polished in the nineteenth century to resemble Bethersden marble. In fact there are some genuine pieces of Bethersden marble in the church, particularly important visually being the shafts between the east window lancets. On the south-east buttress of the chancel is a mass dial, and on the main south wall is an excellent large sundial. The rood loft stairway survives in the north chapel where there is a good and rare double hagioscope. The sedilia are made up of three graduated thirteenth-century seats with a double piscina incorporated as part of the same scheme. In the south aisle is a medallion of the Blessed Virgin Mary, while the nearby east window depicting the Crucifixion is by Kempe. In front of the pulpit is the brass to a priest, Nicholas Gore (d. 1333), a quatrefoil with a circular inscription, into which is set the figure of Gore in his vestments. The Royal Arms are those of George III and were painted by a local artist, Joseph Gibson, in 1773.
www.kentchurches.info/church.asp?p=Woodchurch
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WOODCHURCH
IS the next parish south-eastward from Halden, and is within the court of the bailiwic of the Seven Hundreds, which claims paramount over the denne of Ilchenden, being a great part of it; though the manors of Apledore and of Wye claim over some parts of it.
This PARISH, which stands rather on high ground, is about five miles in length from north to south, and three miles and an half in breadth. The soil of it is in general a stiff clay, though in the southern part of it there is some light land, inclining to sand. It is exceedingly covered, throughout most of it, with oaken coppice wood, and the face of the country here, as well as the roads, are much like those of Halden, last described. The village is near the centre of the parish, built mostly round a green, with the church on the north-west side of it, and the parsonage-house. In the south-west part of the parish is Shirley-house and farm, which formerly belonged to the family of Clarke, and afterwards to the Harlackendens, from whom it was purchased by Anne Blackmore, widow of John Blackmore, esq. of Tenterden, who died in 1717; and their grandson Thomas Blackmore, esq. of Hertfordshire, now owns it, with other adjoining estates in this parish. Below this farm southward is a large tract of marshes, called Shirley, or Sherles-moor, being about three miles in length and two in breadth, lying in Woodchurch, Apledore, Eboney, and Tenterden, containing 1245 acres, and is what is called the Upper Levels, the waters of which few through Scots-float into Rye harbour. It is allowed to be the richest land for satting cattle in all these levels. It belongs to several different proprietors, among whom Sir Edward Hales, bart. Thomas Blackmore, esq. the dean and chapter of Canterbury, Richard Curteis, and the heirs of William Henley, esqrs. are the most considerable.
Sir Edward Hales, bart. and Richard Hulse, esq. are lessees of the dean and chapter of Canterbury, for lands in this level, which formerly belonged to the priory of Christ-church there.
About three quarters of a mile northward from the church, is Redbrooke-street, at which formerly resided a family named At-hale, possessed of lands in this and the neighbouring parishes.
THE MANOR OF TOWNLAND, alias WOODCHURCH, is subordinate to that of Apledore, and was part of those lands and estates assigned for the desence of Dover-castle, to the constable of which it was allotted, and made a part of his barony, which was usually stiled from him, the Constabularie, being held by him of the king in capite by barony, by the service of maintaining a certain number of soldiers from time to time for the desence of the castle. Of him and his heirs this manor was held in capite by the service of ward to the castle, Ralph de la Thun held this manor and other lands in Woodchurch, by the above service, in the 43d year of Henry III. in which year he died possessed of it, and from him it acquired the name of Thunland, or Townland, as it was afterwards called. After him Richard de Tunland became possessed of it, whose grandson John Ate Towneland paid aid for it in the 20th year of Edward III. and in his descendants it continued down to Thomas Townland, who died possessed of it in the 7th year of Henry IV. (fn. 1) After which it passed by sale into the family of Norton, whence it was sold, about the beginning of king Henry VIII.'s reign, to the prior and convent of Leeds, who were then possessed of it, as appears by the receipt in the exchequer anno 8 of that reign, Mich. Rot. 35; and it remained part of their possessions till the dissolution of the priory, in the 31st year of that reign, when it came into the hands of the crown; from whence it was granted that year to Thomas, lord Cromwell, earl of Essex, on whose attainder next year, this manor, among the rest of his estates, became forfeited to the crown, where it staid but a small time, for the king, in his 36th year, granted it to Sir Thomas Moile, chancellor of his court of augmentation, who in the 4th year of Edward VI. alienated it to Thomas Ancos, who afterwards sold it to Thomas Lucas, gent, who died possessed of it in the 3d year of queen Elizabeth, hold ing it in capite by knight's service. He was descended from William Lucas, gent. of Ashford, who is recorded in Fuller's history, among those gentry who were returned as such, and qualified to bear arms, by the commissioners anno 12 Henry VI. (fn. 2) By the inquisition taken after his death, it was found, that Thomas Godfrey was his nephew and next heir. He died in the 7th year of that reign, and was succeeded by his brother James Godfrey, who two years afterwards alienated it to Mary, the widow of Sir John Guldeford, of Hemsted, who in the 19th year of that reign sold it to John Shellie, whose son John Shelley, esq. of Michelgrove, was created a baronet in 1611; and in his descendants, baronets, this manor continued till the reign of Charles II. How long it continued in this name, I do not find; for it was now become but of very little note. At length, after some intermediate owners, it became the property of Mr. Gabriel Richards, and since his decease of Mr. William Evans, the present possessor, who resides in it.
THE PLACE-HOUSE, or Woodchurch house, is a seat situated at a small distance eastward from the church, and was the habitation of a family who took both their surname and original from it. Anchitel de Woodchurch was possessed of it about the time of the Conqueror, and gave for his arms, Gules, three swords, erected in pale, argent. His grandson Roger de Woodchurch, is the first that is mentioned in the antient deeds, without date, of this estate, and his grandson Sir Simon de Woodchurch, is in the register of those Kentish gentlemen who accompanied king Edward I. in his victorious expedition into Scotland, where he was knighted, with many others of his countrymen. But in him the name, though not the male line, determined; for by matching with Susan, daughter and heir of Henry le Clerk, of Munsidde, in the parish of Kingsnoth, who brought a large inheritance into his family; his successors, out of gratitude to those who had added so much splendour, and annexed so plentiful a revenue to their name, altered their paternal appellation from Woodchurch to Clerke; and in several of their deeds subsequent to this match were written, Clerke, alias Woodchurch. He left two sons, Simon, who died without male issue; (fn. 3) and Clerke Woodchurch, heir to his mother's lands, as well as to his elder brother at this place, on his failure of male issue; which latter left a son Peter Clerke, alias Woodchurch, who inherited this seat on his father's death, and in his descendants it continued down to Humphry Clarke, for so they then wrote their name, who resided at Buckford, in Great Chart. He sold this seat, with the estate belonging to it, to Martin Harlackenden, esq. of this parish, whose successor Walter Harlackenden resided here in the reign of James I. and his descendant Geo. Harlackenden, esq. of Woodchurch, sold it to Winifred Bridger, widow, and Laurence her son, the latter of whom at his death devised it to his son John, who dying s.p. his sister Mrs. Winifrid Bridger, of Canterbury, succeeded to it, and dying in 1776, unmarried, by will gave it to the Rev. William Dejovas Byrch, of Canterbury, and Elizabeth his wife. He died in 1792, and she in 1798, having surviving issue an only daughter Elizabeth, since deceased, who married Samuel Egerton Brydges, esq. of Denton, who is now in his late wife's right became entitled to it.
Great part of this house has been pulled down, and the remainder of it makes but a very mean appearance, and is inhabited by several different persons.
HENDEN is an estate in this parish, which from having had for a length of time the same owners as that last-described, was once almost accounted an ap pendage to it. This place is supposed (for there are no records existing of it) to have been the original seat of the Hendens, who were in much later times seated at Biddenden-place, in this neighbourhood, as has been mentioned before, where they continued till within these few years. How long they remained possessors of it, cannot therefore be traced; but in the reign of king Richard II. the Capells, of Capellscourt, in Ivychurch, were become owners of it; in the 15th year of which reign Richard Capell died possessed of it. At length, after it had continued in his descendants for some generations, it went by the marriage of a female heir into the family of Harlackenden, of this parish, where it remained till Deborah, daughter and heir of Martin Harlackenden, entitled her husband Sir Edward Hales, knight and baronet, to the possession of this estate, together with others in this parish and neighbourhood, and in his descendants it has continued down to Sir Edward Hales, bart. of St. Stephen's, the present owner of it.
HARLACKENDEN, usually called Old Harlackenden, situated within the boroughof that name which extended likewise over part of the adjoining parish of Shadoxhurst) was for some hundred years the patrimonial demesnes of that name and family, as appeared by a tomb in this church, the inscription on which, long since obliterated, shewed that one of them lay interred there soon after the conquest. Philipott says, the proportion and shape of the characters were much like those in use in the reigns of king Henry IV. and V. which he thinks was occasioned by this tomb having been renewed by one of this person's successors and descendants in one of the above reigns, and the former one might have been in old characters, suitable to the time in which it was first erected. There are none now remaining on it. Kilburne says, it was for William Harlackenden, anno 1081. They bore for their arms, Azure, a sess, ermine, between three lions beads erased, or; which arms were painted in an upper window of Grays-Inn hall, and appeared to have been of long standing there. In his descendants, residents here, many of whom lie buried in this church, this seat continued down to Thomas Harlackenden, esq. of Woodchurch, who procured his lands to be disgavelled by the acts of 31 Henry VIII. and 2 and 3 Edward VI. He died in 1558. (fn. 4) At length his descendant George Harlackenden, esq. of this place, alienated it to Winifried Bridger, widow, and Laurence her son, whose heirs, in the 9th year of queen Anne, procured an act to vest it in trustees, and they accordingly sold it, in 1711, to dame Sarah, widow of Sir Paul Barrett, sergeant-at-law. She died that same year, and by the limitation in her will, (fn. 5) this estate devolved to her grandson Sir Francis Head, bart. son of her first husband Francis Head, esq. who died possessed of it in 1768. After which his widow, lady Head, by virtue of her jointure, came into the possession of it. She died in 1792, and it then devolved to the daughters and coheirs of her late husband Sir Francis Head, and to their heirs, in the like proportions as the Hermitage, in Higham, and his other estates in this county, in which state it remains at present. (fn. 6)
HENHURST is an estate in the north-east part of this parish, which formerly belonged to a family of the same name, whose more antient seat was at Henhurst, in Staplehurst, of which this was but a younger branch. They were likewise often written in old deeds both Henhurst and Enghurst, and continued owners of this place until the reign of king Henry VII. and then Sir Thomas Henghurst dying without issue male, his daughter and sole heir carried it in marriage to Humphry Wife, whose daughter and heir Agnes entitled her husband Mr. Robert Master to the possession of it, who bore for his arms, A lion, rampant, holding in his paws an escallop shell. His son Mr. Thomas Master resided here, but his son Giles Master quitted this residence and removed to Canterbury, where he died in 1644. At length it descended to Sir Harcourt Master, alderman of London, who became possessed of it for the term of his life, by the will of his father's eldest brother's daughter, Mary Master. He died in 1648. Since which it has continued in his descendants, one of whom, Harcourt Masters, esq. of Greenwich, owns it at this time.
HENGHAM, now usually called Great Hengham, corruptly for Engeham, its original name, lies enveloped by woods, about a mile and an half northward from Woodchurch. It was once accounted a manor, and was in early times possessed by a family of the same name, who resided at it, and were stiled sometimes Engham, alias Edingham, in antient deeds, relating to their possessions in different parts of Romney marsh, the latter being probably their original name, and the former one an abbreviation of it. (fn. 7) Alanus de Engham resided here in the reign of king John, and married the daughter of Townland, of this parish, as did his descendant Moses de Engham, alias Edingham, who by marriage with Petronell, daughter of Alan de Plurenden, greatly increased his estate in Woodchurch; and probably of kindred to this family was Odomar Hengham, esq. who died in 1411, and lies buried in the body of Canterbury cathedral. They bore for their arms, Argent, a chevron, sable, between three pellets; on a chief, gules, a lion passant, guardant, or. A branch of this family became possessed of Singleton, in Great Chart, where they rebuilt the mansion, and afterwards resided; but the last residence of the Enghams, in this county, was at Gunston, where they flourished till the beginning of this century. At length Robert Engham, of Woodchurch, leaving two daughters his coheirs, this manor, about the latter end of the reign of Henry VIII. was carried in marriage by Mary, the eldest of them, to Thomas Isley, who leaving five daughters his coheirs, Mary, married to Francis Spelman; Frances, to William Boys, esq. Elizabeth, to Anthony Mason, esq. Anne, to George Delves, esq. and Jane, to Francis Haut, esq. they, in right of their respective wives, became jointly entitled to it. This occasioned a partition of this estate, which was afterwards called by the name of Great and Little Hengham; the former having the antient mansion and manor annexed to it. This part was afterwards alienated to William Hales, esq. of Nackington, who possessed it in the reign of king James I. and in 1640, passed it away by sale to Thomas Godfrey the younger, esq. of Lid, who conveyed it to Clerke, whence it was sold in the reign of king Charles II. to John Grove, gent. of Tunstall, whose descendant Richard Grove, esq. of London, who died unmarried in 1792, by will devised it to Mr. William Jemmott and Mr. William Marshall, the former of whom, on a partition of his estates, became the sole proprietor of it, and continues so at this time. A court baron is held for this manor.
THE OTHER PART of this manor, now called Little Hengham, which lies adjoining to it southward, is now the property of the heirs of Abbot, the Whitfields, and the Combers.
PLERYNDEN, now corruptly called Plunden, is situated in the north-west part of this parish, in the midst of a wood, and in the denne of the same name. It had in early times owners, who took their furname from it and continued so till Petronell, daughter and heir of Alan de Plerynden, who bore for his arms, Perchevron, in chief, two mullets, in base, a martlet, as they appear, carved in stone, on the roof of Canterbury cloysters, carried it in marriage to Moses de Engham, in whose descendants it remained till Vincent Engham, in the reign of queen Elizabeth, passed it away by sale to William Twysden, esq. of Chelmington, whose descendant Sir Thomas Twysden, bart. of Roydon-hall, in East Peckham, about the beginning of queen Anne's reign, sold it to Mr. John Hooker, of Maidstone, who died possessed of it in 1717, and devised it to his second son John, of Broadoak, in Brenchley, gent. who dying unmarried in 1762, devised it to his youngest and only surviving brother Stephen Hooker, gent. of Halden, and he alienated it to John Children, esq. of Tunbridge, whose son George Children, esq. of that place, is the present owner of it.
Charities.
RICHARD BROWNE, late of Woodchurch, by will in 1562, gave to the poor of this parish a rent charge of 4l. 10s. per annum, on every Trinity Sunday for ever, out of a messuage called Webbes, in this parish, of the clear annual produce of 3l. 8s.
SIR EDWARD HALES, of Woodchurch, by deed in 1610, gave to the poor yearly rents out of a farm, called the Legg farm, in Kenardington.
PHEBE GOBLE, of Woodchurch, by will in 1692, gave to the poor 2l. per annum, to be paid by her heirs for ever, out of a farm, called the Bonny Cravat, in Woodchurch, (now an alehouse) the first Sunday after Old Lady-day.
THERE IS A SCHOOL, for reading and writing, supported by contribution, in this parish.
The poor constantly relieved are about ninety, casually 45.
WOODCHURCH is within the ECCLESIASTICAL JURISDICTION of the dioceseof Canterbury, and deanry of Limne.
¶The church, which is dedicated to All Saints, is large and handsome, consisting of three isles and three chancels, with a spire steeple, shingled, at the west end, in which hang six bells. The windows in the high chancel are small and elegant. There are some very small remains of good painted glass. In this chancel is a stone, with the figure in brass, of a priest praying, and inscription for master Nicholas de Gore, in old French; and another stone, with inscription in brass, for William Benge Capellanus, obt. 1437. In this church are many tombs and gravestones of the family of Harlackenden, which have already been mentioned before. In the south chancel there is a handsome tomb, of Bethersden marble, for Sir Edward Waterhous, chancellor of the exchequer, and privy counsellor to queen Elizabeth, in Ireland, third son of John Waterhous, esq. of Whitechurch, in Buckinghamshire, obt. s. p. 1591, his arms on his tomb, Or, a pile engrailed, sable, quartered with other coats. Kilburne says, in the east window of this chancel, were the arms of Ellis; and in the east window of the north chancel, were several essigies of the Clerkes; and in the north window of it, those of William Harey; all long since gone. The sont in this church seems very antient, being of Bethersden marble, square, and standing on four pillars.
This church was part of the antient possessions of the see of Canterbury, and continues so at this time, his grace the archbishop being the present patron of it.
It is a rectory, valued in the king's books at 26l.13s. 4d. and the yearly tenths at 2l. 13s. 4d. In 1640 it was valued at one hundred and ten pounds. Communicants three hundred and forty-nine. In 1729 at two hundred and thirty pounds per annum.
Among the Lambeth MSS. is a decree of archbishop Peckham, concerning the tithes of Woodchurch, anno 1281. (fn. 8) There are about two acres of glebe land.
This is my Little Martin three quarter size travel guitar. A great little instrument made from composite materials which renders it very strong and very stable. Great for Blues numbers.
Thursday morning, and all I had to do was get back to Kent. Hopefully before five so I could hand the hire car back, but getting back safe and sound would do, really.
I woke at six so I could be dressed for breakfast at half six when it started, and as usual when in a hotel, I had fruit followed by sausage and bacon sarnies. And lots of coffee.
Outside it had snowed. OK, it might only be an inch of the stuff, but that's more than an inch needed to cause chaos on the roads.
Back to the room to pack, one last look round and back to reception to check out, then out into the dawn to find that about a quarter of the cars were having snow and ice cleared off them before being able to be driven.
I joined them, scraping the soft snow then the ice. Bracing stuff at seven in the morning.
Now able to see out, I inched out of the car park and out to the exit and onto the untreated roads.
It was a picturesque scene, but not one I wanted to stop to snap. My first road south had only been gritted on one side, thankfully the side I was travelling down, but was still just compacted snow.
After negotiating two roundabouts, I was on the on ramp to the M6, and a 60 mile or so drive south. The motorway was clear of snow, but huge amounts of spray was thrown up, and the traffic was only doing 45mph, or the inside lane was, and that was quite fast and safe enough for me.
More snow fell as I neared Stoke, just to add to the danger of the journey, and then the rising sun glinted off the road, something which I had most of the drive home.
I went down the toll road, it costs eight quid, but is quick and easy. And safe too with so little traffic on it. I think for the first time, I didn't stop at the services, as it was only about half nine, and only three hours since breakfast.
And by the time I was on the old M6, there was just about no snow on the ground, and the road was beginning to dry out.
My phone played the tunes from my apple music store. Loudly. So the miles slipped by.
After posting some shots from Fotheringhay online, a friend, Simon, suggested others nearby that were worth a visit, and I also realised that I hadn't taken wide angle shots looking east and west, so I could drop in there, then go to the others suggested.
And stopping here was about the half way point in the journey so was a good break in the drive, and by then the clouds had thinned and a weak sin shone down.
Fotheringhay is as wonderful as always, it really is a fine church, easy to stop there first, where I had it to myself, and this time even climbed into the richly decorated pulpit to snap the details.
A short drive away was Apethorpe, where there was no monkey business. The village was built of all the same buttery yellow sandstone, looking fine in the weak sunshine.
Churches in this part of Northamptonshire are always open, Simon said.
Not at Apethorpe. So I made do with snapping the church and the village stocks and whipping post opposite.
A short drive up the hill was King's Cliffe. Another buttery yellow village and a fine church, which I guessed would be open.
Though it took some finding, as driving up the narrow high street I failed to find the church. I checked the sat nav and I had driven right past it, but being down a short lane it was partially hidden behind a row of houses.
The church was open, and was surrounded by hundreds of fine stone gravestones, some of designs I have not seen before, but it was the huge numbers of them that was impressive.
Inside the church was fine, if cold. I record what I could, but my compact camera's batter had died the day before, and I had no charger, so just with the nifty fifty and the wide angle, still did a good job of recording it.
There was time for one more church. Just.
For those of us who remember the seventies, Warmington means Dad's Army, or rather Warmington on Sea did. THat there is a real Warmington was a surprise to me, and it lay just a couple of miles the other side of Fotheringhay.
The church is large, mostly Victorian after it fell out of use and became derelict, if the leaflet I read inside was accurate. But the renovation was excellent, none more so than the wooden vaulted roof with bosses dating to either the 15th or 16th centuries.
Another stunning item was the pulpit, which looks as though it is decorated with panels taken from the Rood Screen. Very effective.
Back to the car, I program the sat nav for home, and set off back to Fotheringhay and the A14 beyond.
No messing around now, just press on trying to make good time so to be home before dark, and time to go home, drop my bags, feed the cats before returning the car.
No real pleasure, but I made good time, despite encountering several bad drivers, who were clearly out only to ruin my mood.
Even the M25 was clear, I raced to the bridge, over the river and into Kent.
Nearly home.
I drive back down the A2, stopping at Medway services for a sandwich and a huge coffee on the company's credit card.
And that was that, just a blast down to Faversham, round onto the A2 and past Canterbury and to home, getting back at just after three, time to fill up the bird feeders, feed the cats, unpack and have a brew before going out at just gone four to return the car.
Jools would rescue me from the White Horse on her way home, so after being told the car was fine, walked to the pub and ordered two pints of Harvey's Best.
There was a guy from Essex and his American girlfriend, who were asking about all sorts of questions about Dover's history, and I was the right person to answer them.
I was told by a guide from the Castle I did a good job.
Yay me.
Jools arrived, so I went out and she took me home. Where the cats insisted they had not been fed.
Lies, all lies.
Dinner was teriyaki coated salmon, roasted sprouts and back, defrosted from before Christmas, and noodles.
Yummy.
Not much else to tell, just lighting the fire, so Scully and I would be toast warm watch the exciting Citeh v Spurs game, where Spurs were very Spursy indeed.
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I was exploring the churches of north-east Northamptonshire, and on my way back to Peterborough station how could I resist a visit to lovely Warmington church? The village is rather a suburban one but, the solid little entirely Early English church sits at its heart. Entirely a Huntingdonshire church in style, with a stubby spire and big dormer-style lucarnes.
I had previously visited almost exactly a year ago, and as before I left my bike in the Early English porch, which is vaulted in blocks of stone, handsome yet familiar. I remembered in 2015 stepping into what turned out to be then the most interesting interior of the day, although rather overshadowed by Apethorpe and Blatherwycke on my current trip. The most striking feature, and rather a surprising one, is that the roof of the nave is vaulted in wood. This was done in the 13th Century, and the bosses survive from that time - even more surprising, they all depict green men, nine of them. Why was this not done elsewhere?
The rood screen is one of the best in the area, and the medieval pulpit appears to be constructed of rood screen panels (can that be right? Did they come from the rood loft? Surely it is pre-Reformation, in which case perhaps they came from somewhere else). Lots to think about. A good church, it would be considered so in any county.
So I got back on my bike and headed on towards Peterborough, but not without a memory of the last time I had done the same thing, because in 2015, as I was about to leave the church, three young women came in. They were walking the Nene Way, and were attired as you might expect attractive young women to be on such a sunny day. I didn't want them to be made nervous by the presence of a middle-aged man with a camera, so I nodded a greeting as I left, but in the event they engaged me in conversation, asking me where I'd come from, telling me what they were doing, where they were going, and so on.
In the end I had to make my apologies and leave as they didn't seem to want to let me go, not an experience I have very often these days, I can tell you. It rather put me in mind of the Sirens episode in the Odyssey.
And so I headed on, wary now of any wandering rocks and one-eyed giants.
www.flickr.com/photos/norfolkodyssey/27033140016/in/photo...
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St Michael’s Parish Church, Warmington
Warmington was already an established farming community when its assets were recorded in Domesday Book. Shortly afterwards, its Norman owner, the Earl of Warwick, gave the manor of Warmington to the Benedictine Abbey which his father had endowed in Normandy, St.Peter’s at Preaux. Warmington was to remain in monastic hands, with one short break, for about 450 years. Monks were sent over from Preaux who built a small Priory. Its foundations were discovered when houses were built in Court Close in the 1950s. The Priory has disappeared, but the splendid church built under the monks’ supervision, mainly in the early medieval period, remains.
The church stands high above the village, close to the summit of Warmington Hill. Tradition tells us that the stone for building it was dug close by, in the area known as Catpits, or Churchpits. The stone for the tower was brought from a field known as Turpits, or Towerpits, a quarter of a mile away along the Hornton road. The churchyard is entered either by the lych-gate from the main road, or from the village by two long flights of steps. A diagonal line of pine trees marks the former boundary of the churchyard which was extended in the 1850s. In the older part, and especially near the south porch, are gravestones of exceptionally fine workmanship dating from the 17th and 18th centuries. About eighty of these are ‘listed’ by the Department of the Environment. All the inscribed memorials were recorded in 1981.
An admirable and detailed architectural description of the church is available in the Victoria County History. These notes are intended rather as a ‘layman’s conducted tour’. The church was purpose-built and used for the first half of its long life for forms of worship very different from our own. It was also the village meeting place for many secular purposes The church comprises north and south porches, nave with north and south aisles, a west tower and chancel with two-storey vestry adjoining.
As you enter the church by the south porch you walk forward into the nave. This area, with the first three pillars on each side, is where Warmington people have met and worshipped since the twelfth century. The area was extended by the addition of the aisles a century later. Today the overwhelming impression is a sense of simplicity, of space and of strength. Imagine the scene in the medieval period: no pews but white-washed walls covered with paintings, images of the saints in stone, on wood and painted cloths, the whole lit by the sunlight through stained glass and by candles and lamps burning before every image. On Sundays before Mass, at special festivals and for some fifty saints’ days in the year, a procession would form, with banners and hand bells, winding its way around the church and churchyard, and stopping at various points for particular acts of worship. The north and west doors, so rarely used today, had significance in these processions.
Before leaving this area of the church, notice the variety of windows, almost all of early date, but now mostly with clear glass. The ones at the east ends of the aisles, where the stone plate is pierced with roundels and a five-pointed star, are unusual. Considerable work has been undertaken in recent years in renewing the stone mullions, worn by the weather over time. The early Norman tub font of simple design is large enough for infant immersion. The aisles both taper by a foot, one to the east, and one to the west. The nave and chancel are slightly out of alignment, perhaps symbolic of Christ’s drooping head on the cross.
Before stepping down into the chancel, run your hand along the wooden screen under the chancel arch. This is all that remains of the great rood-screen which would have dominated the medieval church. The screen was hacked through quite roughly when the church was stripped of its ‘idolatrous’ treasures at the Reformation. Just to the right of the chancel arch is the doorway and stair which used to lead to the rood-screen loft.
The stained glass and memorial tablets in the chancel all commemorate the family of the Victorian rector during whose incumbency the church was restored. On the south wall are a richly decorated triple sedilia and piscina, dating from the fifteenth century when Warmington manor had newly passed to the Carthusian monks of Wytham in Somerset.
A door from the chancel leads into the vestry, built about 1340. The lower room was a chapel, dedicated to St Thomas. The stone altar shows four of its five original crosses cut in the top. An altar would have a piscina nearby for washing the vessels used at Mass. The piscina here has a trefoiled ogee-head and quartrefoil basin. On the opposite wall is a blocked fireplace.
The oak doors and stairway are delightful and a testament to the skills of local carpenters, smiths and masons. The upper room was the priest’s home complete with windows, commanding extensive views, fireplace, lavatory and a shuttered opening for keeping watch over the main alter. The exterior walls of the vestry are extraordinarily thick. One Warmington tradition was that it was used as a prison for recalcitrant monks!
A more credible and interesting suggestion is that the walls were so constructed to carry the weight of a tower. If this was indeed the plan, it was quickly abandoned, for soon after the vestry was built work started on the tower in the usual Warwickshire position at the west end of the nave.
The slightly different stonework on the exterior indicates the stages of its building. The tower is recessed slightly into the nave, presumably to accommodate it in the very limited land there was available for extending the church at the west end. A stair within the thickness of the wall gives access to the bell chamber and the roof. The flight is steep and the treads are worn down to the bottom of the risers. The present bells are dated 1602, 1613 and 1811.
There are many interesting gravestones in the churchyard, which were recorded by members of Warmington WI in a 1981 survey.
VICTORIA COUNTY HISTORY
WARMINGTON
This extract from the Victoria County History gives a very detailed description of the parish church.
The church stands directly on the east side of the main road from Banbury to Warwick at the top of a steep gradient and the village lies mostly to the northeast of it at a lower level. The parish church of ST. MICHAEL, or ST. NICHOLAS, consists of a chancel, north chapel with a priest’s chamber above it, nave, north and south aisles and porches and a west tower.
The nave dates from the 12th century; no detail is left to indicate its original date but it was of the proportion of two squares, common in the early 12th century. A north aisle was added first, about the middle of the 12th century, with an arcade of three bays; a south aisle followed, near the end of the 12th century, also with a three-bay arcade. After about a century a considerable enlargement was begun and continued over a period of half a century or more; the nave was lengthened eastwards about 10 ft. and a new chancel built. The extra length of the side walls added to the nave perhaps remained unpierced at first.
Although there is a general sameness in the Hornton stone ashlar walling throughout, all the various parts—chancel, chapel, aisles, and tower—have different plinths, &c., and there is a great variation in the elevations and details of the windows, showing constant changes from the 14th century, when there was much activity, onwards, probably because of decay and need for repair caused by the church’s exposed position on the brow of a hill.
The south aisle was widened to its present limits about 1290, on the evidence of the wide splays and other details of its windows; but an early-13th-century doorway was re-used. It is possible that the east part of the north aisle followed soon afterwards, c. 1300, as a kind of transeptal chapel, on the evidence of its east window, which differs from the other aisle windows. From c. 1330–40 much was done. The chancel arch was widened, new bays to match were inserted in the east lengths of the nave walls, making both arcades now of four bays, the widening of the whole of the north aisle was completed with the addition of the north porch. The 12th-century north arcade, which seems to have lost its inner order, was probably rebuilt. There is a curious distortion about both aisles, perhaps only explained by the widenings being made in more than one period; the north aisle tapers from west to east and the south aisle tapers from east to west, about a foot each, as compared with the lines of the arcades. The south porch was probably added about 1330.
About 1340 came also the addition of the chapel with the priest’s chamber above it. The north wall of the chancel, probably of the 13th century and thinner than any of the other walls, was kept to form the south wall of the chapel, but the other walls were made unusually thick, as though it was at first intended to raise a higher superstructure than was actually carried out, perhaps even a tower. If such was the intention it was quickly abandoned and the west tower was begun about 1340–5 and carried up to some two-thirds of its present height. There was not much room above the road-side and it had to encroach 2 or 3 ft. into the west end of the nave. The top stage was added or completed in the 15th century.
With the addition of the chapel, alterations were made to the chancel windows, but its south wall had to be rebuilt in the 15th century, when new and larger windows were inserted and the piscina and sedilia constructed.
There have been many repairs and renovations, notably in 1867 to the chancel and 1871 for the rest of the church, and others since then. The roofs have been entirely renewed, though probably more or less of the original forms of the 14th or 15th centuries.
The chancel (about 30½ft. by 16½ft.) has an east window of four trefoiled pointed lights and modern tracery of 14th-century character in a two-centred head with an external hood-mould having head-stops. The jambs and arch, of two moulded orders, and the hood-mould are early-14th-century. In the north wall is a 14th-century doorway into the chapel with jambs and ogee head of three moulded orders and a hoodmould with head-stops, the eastern a cowled man’s, the western a woman’s. It contains an ancient oak door, with stout diagonal framing at the back and hung with plain strap-hinges. At the west end of the wall are two windows close together; the eastern, of c. 1340, of two trefoiled ogee-headed lights and cusped piercings in a square head with an external label having decayed head-stops. It has a shouldered internal lintel which is carved with grotesque faces. The western is a narrower and earlier 14th-century window of two trefoiled ogee-headed lights and a quatrefoil, &c., in a square head with an external label.
The window at the west end of the south wall is similar. The other two are 15th-century insertions, each of two wide cinquefoiled three-centred lights under a square head with head-stops, one a cowled human head, the other beast-heads. The jambs and lintel of two sunk-chamfered orders are old, the rest restored. The rear lintel is also sunk-chamfered and is supported in the middle by a shaped stone bracket from the mullion.
The 14th-century priest’s doorway has jambs and two-centred ogee head of two ovolo-moulded orders and a cambered internal lintel; it has no hood-mould.
Below the south-east window is a 15th-century piscina with small side pilasters that have embattled heads, and a trefoiled ogee head enriched with crockets. The sill, which projects partly as a moulded corbel, has a round basin. West of it are three sedilia of the same character with cinquefoiled ogee heads also crocketed and with finials. At the springing level are carved human-head corbels: the cusp-points are variously carved, an acorn, a snake’s head, a skull, and foliage. The two outer are surmounted by crocketed and finialled gables and all are flanked and divided by pilasters with embattled heads and crocketed pinnacles.
The east wall is built of yellow-grey ashlar with a projecting splayed plinth; the gable-head has been rebuilt. At the south-east angle is a pair of square buttresses of two stages, probably later additions, as the plinth is not carried round them. Another at the former north-east angle has been restored. The south wall is of yellow ashlar but has a moulded plinth of the 15th century. The eaves have a hollow-moulded course with which the uprights of the 15th-century window-labels are mitred.
The 14th-century chancel arch has responds and pointed head of two ovolo-moulded orders interrupted at the springing line by the abacus.
The roof with arched trusses is modern and is covered with tiles.
The north chapel (about 12 ft. east to west by 17 ft. deep) is now used as the vestry, and dates from c. 1340. In its south wall, the thin north wall of the chancel, is a straight joint 3¼ft. from the east wall probably marking the east jamb of a former 13th-century window, and below it is the remnant of an early stringcourse that is chamfered on its upper edge. The east wall is 3 ft. 10 in. thick and the north wall 4 ft. 6 in. In the middle of each is a rectangular one-light window with moulded jambs and head of two orders and an external label; the internal reveals are half splayed and part squared at the inner edges and have a flat stone lintel. The lights were probably cusped originally. In the west wall is a filled-in square-headed fire-place, perhaps original. Partly in the recess of the east window and partly projecting is an ancient thick stone altarslab showing four of the original five crosses cut in the top. It has a hollow-chamfered lower edge and is supported by moulded stone corbels. South of it in the east wall is a piscina with a trefoiled ogee-head and hood-mould and a quatrefoil basin.
The stair-vice that leads up to the story above is in the south-west angle, its doorway being splayed westwards to avoid the doorway to the chancel. In it is an ancient oak door with one-way diagonal framing on the back. The turret projects externally to the west in the angle with the chancel wall; it is square in the lower part but higher is broadened northwards with a splay that is corbelled out below in three courses, the lowest corbel having a trefoiled ogee or blind arch cut in it. The top is tabled back up to the eaves of the chapel west wall. A moulded string-course passes round the projection and there is another half-way up the tabling. The doorway at the top of the spiral stair leading into the upper chamber has an ancient oak door hung with three strap-hinges.
The upper priest’s chamber has an east window of two plain square-headed lights, probably altered. In the north wall is a rectangular window that was of two lights but has lost its mullion. Outside it has a false pointed head of two trefoiled ogee-headed lights and leaf tracery, all of it blank, and a hood-mould with human-head stops, one cowled. Apparently this treatment was purely for decorative purposes, like the square-headed windows at Shotteswell and elsewhere. The south wall is pierced by a watching-hole into the chancel, which is fitted with an iron grill and oak shutter: it has been reduced from a larger opening that had an ogee head and hood-mould. There is a square-headed fire-place in the west wall and in the splayed north-west angle is the entrance to a garderobe or latrine, which is lighted by a north loop.
The walls are of yellow ashlar and have a plinth of two courses, the upper moulded, a moulded stringcourse at first-floor level, and moulded eaves-courses at the sides. The north wall is gabled and has a parapet with string-course and coping. At the angles are diagonal buttresses of two stages; the lower stage is 2½ft. broad up to the first-floor level, above this the upper stage is reduced to about half the breadth. They support square diagonal pinnacles with restored crocketed finials. The west wall is unpierced but above it is a plain square chimney-shaft with an open-side hood on top. Internally the walls are faced with whitish-brown ashlar. The gabled roof is modern and of two bays.
The nave (about 41½ft. by 16½ft.) has north and south arcades of four bays. The easternmost bay on each side, with the first pillar, is of the same detail and date as the chancel arch. They vary in span, the north being about 9 ft. and the south about 10 ft., and in both cases the span is less than those of the older bays. Those on the north side are of 11–12 ft. span and date from the middle of the 12th century. The pillars are circular, the west respond a half-circle, with scalloped capitals, 6 in. high and square in the deep-browed upper part and with a 4½in. grooved and hollowchamfered abacus. The bases are chamfered and stand on square sub-bases. The arches are pointed and of one square order with a plain square hood-mould, The voussoirs are small. The middle parts of the soffits are plastered between the flush inner ends of the voussoirs, suggesting a former inner order, abolished perhaps in a rebuilding of the heads.
The same three bays of the south side are of 11 ft. span and of late-12th-century date. The round pillars are rather more slender than the northern, and the capitals are taller, 12 in. high, with long and shallow scallops, and have 4 in. abaci like the northern. The bases are taller and moulded in forms approaching those of the 13th century, on chamfered square sub-bases.
The pointed arches are of one chamfered order and their hood-moulds are now flush with the plastered wall-faces above.
The half-round west responds of both arcades have been overlapped on the nave side by the east wall of the tower.
High above the 14th-century south-east respond is a 15th-century four-centred doorway to the former rood-loft. The stair-vice leading up to it is entered by a four-centred doorway in the east wall of the south aisle.
The north aisle (11½ft. wide at the east end and 12½ft. at the west) has an uncommon east window of c. 1300. It is of three plain-pointed rather narrow lights; above the middle light, which has a shorter pointed head than the others, is a circle enclosing a pierced five-pointed star, all in a two-centred head with an external hood-mould having defaced head-stops, and with a chamfered rear-arch.
Set fairly close together at the east end of the north wall are two tall windows of c. 1340, each of two trefoiled round-headed lights and foiled leaf-tracery below a segmental-pointed head with an ogee apex, the tracery coming well below the arch. The jambs are of two orders, the outer sunk-chamfered. The lights are wider and the splays of ashlar are more acute than those of the east window.
The third window near the west end is narrower and shorter and of two plain-pointed lights and an uncusped spandrel in a two-centred head: it is of much the same date as the east window. The jambs and head are of two hollow-chamfered orders and the fairly obtuse plastered splays have old angle-dressings. The segmental-pointed rear-arch is chamfered.
The north doorway, also of c. 1340, has jambs and two-centred head without a hood-mould; the segmental rear-arch is of square section. In it is an 18th-century oak door.
The three-light window in the west wall has jambs and splays like those of the north-west but its head has been altered; it is now of three trefoiled ogee-headed lights below a four-centred arch. The chamfered reararch is elliptical.
The walls are yellow ashlar with a chamfered plinth and parapets with moulded string-courses and copings that are continued over the east and west gables. Below the sills of the two north-east windows is a plain stringcourse. At the east angle is a pair of shallow square buttresses and a diagonal buttress at the west, all ancient. White ashlar facing is exposed inside between the two north-east windows only, the remainder being plastered. The gabled roof of trussed-rafter type is modern and covered with tiles.
The south aisle (13 ft. wide at the east end and 12 ft. at the west) has an east window of three plain-pointed lights, and three plain circles in plate tracery form, in a two-centred head with an external hood-mould having mask stops. The yellow stone jambs and head of two chamfered orders and the wide ashlar splays are probably of the late 13th century; the grey stone mullions and tracery are apparently old restorations but are probably reproductions of the original forms.
There are two south windows: the eastern is of two wide cinquefoiled elliptical-headed lights under a square main head with an external label with return stops. The jambs are of two moulded orders, the inner (and the mullion) with small roll-moulds, probably of the 13th century re-used when the window was refashioned in the 15th century. The wide splays are of rubble-work and there is a chamfered segmental reararch. The western is a narrower opening of two trefoiled-pointed lights, with the early form of soffit cusping, and early-14th-century tracery in a twocentred head: the jambs are of two chamfered orders and the wide splays are plastered, with ashlar dressings: the chamfered rear-arch is segmental pointed.
The reset south doorway has jambs and pointed head of two moulded orders with filleted rolls and undercut hollows of the early 13th century, divided by a three-quarter hollow more typical of a later period, and all are stopped on a single splayed base. The hoodmould has defaced shield-shaped head-stops. There are four steps down into the church through this doorway.
The window in the west wall is like that in the east but the three lights are trefoiled and the three circles in the two-centred head are quatrefoiled: the head is all restored work. The jambs are ancient and precisely like those of the square-headed south window, and the wide splays are of rubble-work.
The walls are of yellow fine-jointed ashlar and have plinths of two splayed courses, the upper projecting like that of the east chancel-wall, and plain parapets with restored copings. At the angles are old and rather shallow diagonal buttresses. There are three scratched sundials on the south wall, one, a complete circle, being on a west jambstone of the south-east window.
The gabled roof is modern like that of the north aisle.
The south porch is built of ashlar like that of the aisle but the courses do not tally and it has a different plinth, a plain hollow-chamfer. The gabled south wall has a parapet with a restored coping. The pointed entrance is of two orders, the inner ovolo-moulded, the outer hollow-chamfered, and has a hood-mould of 13thcentury form. There are side benches. The roof is modern but on the wall of the aisle are cemented lines marking the position of an earlier high-pitched roof at a lower level than the present one.
The north porch is of shallower projection. It has a gabled front with diagonal buttresses and coped parapet and a pointed entrance with jambs and head of two chamfered orders, the inner hollow, and a hood-mould with head-stops.
The west tower (about 9½ft. square) is of three stages divided by projecting splayed string-courses: it has a high plinth, with a moulded upper member and chamfered lower course, and a plain parapet. The walls are of yellow ashlar, that of the two upper stages being of rather rougher facing and in smaller courses than the lowest stage. At the west angles are diagonal buttresses reaching to the top of the second stage. There are no east buttresses but in the angle of the north wall with the end of the nave is a shallow buttress against the nave-wall. In the south-west angle, but not projecting, is a stair-vice with a pointed doorway in a splay, and lighted by a west loop. The archway to the nave has a two-centred head of two chamfered orders, the inner dying on the reveals, the outer mitring with the single chamfered order of the responds. It has large voussoirs. The wall on either side of the archway is of squared rough-tooled ashlar.
The 14th-century west doorway has jambs and pointed head of two wave-moulded orders divided by a three-quarter hollow, and a hood-mould with return stops. The head of the tall and narrow 14th-century west window is carried up into the second stage, its hood-mould springing from the string-course. It is of two trefoiled ogee-headed lights and a quatrefoil in a two-centred head: the jambs are of two chamfered orders.
There are no piercings in the second stage, but on the north side is a modern clock face.
The bell-chamber has 15th-century windows, each of two lights with depressed trefoiled ogee heads and uncusped tracery in which the mullion line is continued up to the apex of the two-centred head. The jambs are of two chamfered orders and there is no hood-mould.
The font is circular and dates probably from the 13th century. It has a plain tapering bowl, a short stem with a comparatively large 13th-century moulding at the top: a short base is also moulded.
In the vestry is an ancient iron-bound chest.
There are three bells, the first of 1811, the second of 1616, and the tenor of 1602 by Edward Newcombe.
The registers begin in 1636.
Advowson
The church was valued at £8 6s. 8d. in 1291, and at £16 3s. 10d., in addition to a pension of 13s. 4d. payable to Witham Priory, in 1535. The advowson passed with the manor until 1602, when the patron was Richard Cooper. In 1628 William Hall and Edward Wotton, by concession of — Hill, the patron, presented Richard Wotton, who at the time of his wife’s death in 1637 was ‘rector and patron, of the church’. In 1681 and 1694 presentations were made by Thomas Farrer, and from 1726 till his death in 1764 the patronage was held by his son Thomas Farrer. His widow Alice held it in 1766, but by 1773 it had been divided between their two daughters, Mary wife of John Adams, and Elizabeth Farrer (1782) who afterwards married Hamlyn Harris. In 1802 Henry Bagshaw Harrison was patron and rector. He died in 1830, and by 1850 the advowson had been acquired by Hulme’s Trustees, in whose hands it has continued, so that they now present on two out of three turns to the combined living of Warmington and Shotteswell, which was annexed to it in 1927.
For a list of rectors and clergy of Warmington see the ‘trades and occupations’ section of the site.
www.warmingtonheritage.com/village-history/significant-bu....
This car was driven in the 1979 F1 World Championship by Jody Scheckter and Gilles Villeneuve. The car won 6 races with the drivers for the team each winning 3. Scheckter took the title with Ferrari winning the Constructor's Championship. Sadly Villeneuve died 3 years later at the Belgium Grand prix in Zolder. This was the last Ferrari F1 car to win the Driver's World Championship until the Michael Schumacher in 2000.
+++ 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 Lockheed L300 was originally conceived as a military strategic airlifter that served under the designation C-141 Starlifter with the Military Air Transport Service (MATS), its successor organization the Military Airlift Command (MAC), and finally the Air Mobility Command (AMC) of the United States Air Force (USAF).
In the early 1960s, the United States Air Force's Military Air Transport Service (MATS) relied on a substantial number of propeller-driven aircraft for strategic airlift, such as the C-124 Globemaster II and C-133 Cargomaster. As these aircraft were mostly obsolescent designs and the Air Force needed the benefits of jet power, the USAF ordered 48 Boeing C-135 Stratolifters as an interim step. The C-135 was a useful stop-gap, but only had side-loading doors and much of the bulky and oversize equipment employed by the U.S. Army would not fit.
In the spring of 1960, the Air Force released Specific Operational Requirement 182, calling for a new aircraft that would be capable of performing both strategic and tactical airlift missions. The strategic role demanded that the aircraft be capable of missions with a radius of at least 3,500 nautical miles (6,500 km) with a 60,000 pounds (27,000 kg) load. The tactical role required it to be able to perform low-altitude air drops of supplies, as well as carry and drop combat paratroops. Several companies responded to SOR 182, including Boeing, Lockheed, and General Dynamics.
Lockheed responded to the requirement with a unique design: the Lockheed Model 300, the first large jet designed from the start to carry freight. The Model 300 had a swept high-mounted wing with four 21,000 pounds-force (93 kN) thrust TF33 turbofan engines pod-mounted below the wings. An important aspect was the cabin's floor height of only 50 inches (130 cm) above the ground, allowing easy access to the cabin through the rear doors. The two rear side doors were designed to allow the aircraft to drop paratroops (in August 1965 the aircraft performed the first paratroop drop from a jet-powered aircraft). The rear cargo doors could be opened in flight for airborne cargo drops. The high-mounted wings gave internal clearance in the cargo compartment of 10 feet (3.0 m) wide, 9 ft (2.7 m) high and 70 ft (21 m) long. The size enabled the Starlifter to carry, for example, a complete LGM-30 Minuteman intercontinental ballistic missile in its container. The aircraft was capable of carrying a maximum of 70,847 pounds (32,136 kg) over short distances, and up to 92,000 pounds (42,000 kg) in the version configured to carry the Minuteman, which lacked other equipment. The aircraft could also carry up to 154 troops, 123 paratroops or 80 litter patients.
President John F. Kennedy's first official act after his inauguration was to order the development of the Lockheed 300 on 13 March 1961, with a contract for five aircraft for test and evaluation to be designated the C-141. One unusual aspect of the aircraft was that it was designed to meet both military and civil airworthiness standards, since Lockheed hoped to sell the aircraft, much like the C-130 Hercules, to airlines, too. The prototype C-141A (s/n 61-2775) was manufactured and assembled in record time. The prototype was rolled out of the Lockheed factory at Marietta, Georgia on 22 August 1963 and first flew on 17 December, the 60th anniversary of the Wright brothers' first flight. The company and the Air Force then started an operational testing program and the delivery of 284 C-141 aircraft.
The effort to sell the aircraft on the civilian market included some detail changes like a different yoke and cockpit equipment. Two versions were offered: the original aircraft (designated L300-100 StarLifter), based on the C-141’s hull, and a strongly stretched version, 37 feet (11 m) longer than the L300-100, and marketed as the L300-200 SuperstarLifter. Specialized versions like an aerial firefighting water bomber were proposed, too, and an initial L300-100 prototype made a global sales tour (which was later donated to NASA).
Response from the civil market was rather lukewarm, though, and resulted only in orders from Flying Tiger Line and Slick Airways for four aircraft each. Nevertheless, production of the civil StarLifter was launched in 1966, since the differences to the military aircraft were only minimal and Lockheed considered the financial risks to be acceptable. However, only twelve aircraft were initially ordered when production was greenlighted, but there was the expectation to attract more sales once the aircraft proved itself in daily business.
Despite a very good service record, this did not happen. To make matters worse, unexpected legal problems seriously threatened the newly introduced transport aircraft: In the early 1970s, strict noise limits for civil aircraft threatened operations, esp. in the USA. Several American L300 operators approached Lockheed for suitable noise reduction modifications, but the company did not react. However, third parties that had developed aftermarket hush kits for other airliners like the Boeing 707 or the Douglas DC-8 chimed in and saw their opportunity, and in 1975 General Electric began discussions with the major L300 operators with a view to fitting the new and considerably quieter Franco-American CFM56 engine to the transport aircraft. Lockheed still remained reluctant, but eventually came on board in the late 1970s and supported the conversion kit with new nacelles and pylons. This engine kit was unofficially baptized the “StarSilencer” program, which was offered as a retrofit kit and as an option for newly built aircraft, which were designated L300-1100 and -1200, respectively.
The kit was well received and all operational private L300s were upgraded with the fuel-efficient 22,000 lb (98.5 kN) CFM56-2 high-bypass turbofans until 1984, preventing a premature legal end of operations in wide parts of the world. The benefits of the upgrade were remarkable: The new engines were markedly quieter than the original Pratt & Whitney TF33-P-7 turbofans, and fuel efficiency was improved by 20%, resulting in a higher range. The CFM56s also offered 10% more thrust than the TF33-P-7s’ 20,250 lbf (90.1 kN each) output, and this extra thrust improved the aircraft’s take-off performance, too.
The USAF did not adopt the “StarSilencer” upgrade and rather focused on the fuselage extension program that converted all existing C-141As into C-141Bs from 1979 onwards, so that the aircraft’s payload potential could be better exploited. However, the new CFM56 engines made the L300 more attractive to civil operators, and, beyond the upgrade program for existing airframes, a second wave of orders was placed for both the L300-1100 and -1200: until 1981, when civil L300 production was stopped, eighteen more aircraft had been ordered, primarily for operators in North America and Canada, bringing total production to 40 machines, plus the initial demonstrator prototype.
One of these late buyers outside of the American continent was Air Greenland. Founded in 1960 as Grønlandsfly, the airline started its first services with Catalina water planes and within the decade expanded to include DHC-3 Otters as well as Sikorsky S-61 helicopters, some of which remain in active service. Grønlandsfly also picked up a Danish government contract to fly reconnaissance missions regarding the sea ice around Greenland.
During the 1970s, Grønlandsfly upgraded its airliner fleet, and mining in the Uummannaq Fjord opened new business opportunities beyond passenger services. To enter the bulk cargo business for mining companies with routes to Canada, North America and Europe as well as civil freight flights for the U.S. Army in Greenland (e. g. for the USAF’s Sondrestrom and Thule Air Bases), the purchase of a dedicated transport aircraft was considered. This eventually led to the procurement of a single, new L300-1100 StarLifter with CFM56-2 engines in 1980 – at the time, the biggest aircraft operated by Grønlandsfly. Domestic as well as international passenger service flourished, too: By the end of 1979, the number of Grønlandsfly passengers served annually exceeded 60,000 – this was more than the population of Greenland itself! However, the airline’s first true jet airliner, a Boeing 757-200, began operation in May 1998. Before, only propeller-driven aircraft like vintage Douglas DC-4 and DC-6 or the DHC Twin Otter and Dash 7 turboprop aircraft had been the main passenger types. In 1999, the airline already served 282,000 passengers, nearly triple the number at the end of the previous decade.
In 2002 the company rebranded itself, anglicizing its name to Air Greenland and adopting a new logo and livery. The L300-1100 was kept in service and remained, until the introduction of a single Airbus A330 in 2003 (purchased after SAS abandoned its Greenland service and Air Greenland took these over), Air Greenland’s biggest aircraft, with frequent cargo flights for the Maarmorilik zinc and iron mines.
StarLifters remained in military duty for over 40 years until the USAF withdrew the last C-141s from service in 2006, after replacing the airlifter with the C-17 Globemaster III. In civil service, however, the L300, despite its small production number, outlasted the C-141. After the military aircraft’s retirement, more than twenty StarLifters were still in private service, most of them operating under harsh climatic conditions and in remote parts of the world.
General characteristics:
Crew: 4 - 6 (2 pilots, 2 flight engineers, 1 navigator, 1 loadmaster)
Length: 145 ft (44.27 m)
Wingspan: 160 ft 0 in (48.8 m)
Height: 39 ft 3 in (12 m)
Wing area: 3,228 ft² (300 m²)
Empty weight: 136,900 lbs (62,153 kg)
Loaded weight: 323,100 lbs (146,688 kg)
Max Payload, 2.25g: 94,508 lb (42.906 kg)
Max Takeoff Weight, 2.25g: 343,000 lb (155,722 kg)
Powerplant:
4× CFM International CFM56-2 high-bypass turbofans, delivering 22,000 lb (98.5 kN) each
Performance:
Maximum speed: 567 mph (493 kn, 912 km/h)
Cruise speed: 495 mph (430 kn, 800 km/h)
Range: 4,320 mi (2,350 nmi, 6,955 km)
Ferry range: 7,245 mi (6,305 nmi, 11,660 km)
Service ceiling: 41,000 ft (12,500 m)
Rate of climb: 2,600 ft/min (13.2 m/s)
Wing loading: 100.1 lb/ft2 (490 kg/m²)
Thrust/weight: 0.25
The kit and its assembly:
This is another project I had on my agenda for a long time, it was inspired by a picture of the civilian L300 demonstrator and the question what a StarLifter in civil service could look like? Such a type (like the C-130) would only make sense for bulk cargo transport business, and probably only for rather remote locations, so I went up North with my thoughts and initially considered Air Canada or Buffalo Airways as an operator, but then remembered Air Greenland – a very good fit, and the current livery would make the L300 a colorful bird, too.
The basis is Roden’s C-141B kit, AFAIK the only affordable IP kit of this aircraft when I had the idea for this build a while ago; A&A Models released in the meantime a C-141A in June 2021, but it is prohibitively expensive, and Anigrand does a C-141A resin kit. The Roden kit is a sound offering. The parts fit well, even though the seams along the long fuselage and the wing roots need attention and PSR, and at the small 1:144 scale the (engraved) surface details are just fine. It’s not a stellar model, but a sturdy representation with surprisingly massive parts, esp. the fuselage: its walls are almost 3mm thick!
However, I did not want to build the stretched USAF version. The original civil L300 had the same fuselage as the C-141A, and I found this option to be more plausible for the haul of singular heavy equipment than the stretched version, and the decision to shorten the C-141B also had logistic reasons, because I’d have to store the model somewhere once finished… And, finally, I think that the original, short C-141 is just looking good. ;-)
So, I simply “de-plugged” the fuselage. In real life, the C-141B had two extensions: a 160” plug in front and another 120” insert behind its wings. This translated into 2.8 and 2.1 cm long sections on the model that were simply sawed off from the completed fuselage. Thanks to the massive fuselage walls, gluing the parts back together was an easy task, resulting in a very stable connection. The seams were hidden under some PSR, as well as two windows. The C-141B’s fairing for the refueling receptive was also sanded away. The front plug was easily hidden, but the rear plug called for some body sculpting, because the fuselage has a subtle bulge around the cargo door and its ramp – the shapes in front and behind it don’t differ much, though.
Another change for a more fictional civil variant: the engines. This was a lucky coincidence, because I had a complete set of four CFM56 turbofan nacelles left over from my shortened Minicraft DC-8 build a while ago, and the StarLifter lent itself to take these different/more modern engines, esp. for the civilian market. The swap was not as easy as expected, though, because the C-141’s nacelles are much different, have longer pylons and their attachment points in the wings were OOB not compatible at all with the CFM56 pods. I eventually filled the attachment slots in the wings and glued the complete CFM56 nacelles with their short DC-8 pylons directly under the wings, blending these areas with PRS. The engines’ position is now markedly different (higher/closer to the wings and further forward), but the engines’ bigger diameter IMHO justifies this change – and it turned out well.
The rest of the Roden model was left OOB, I just added a ventral display adapter for the flight scenes.
Painting and markings:
As mentioned above, I was looking for a “bush pilot” operator of suitable size in the Northern hemisphere, and Greenland Air was chosen because of its exoticism and the airline’s distinctive and simple livery. Does anyone know this rather small airline at all? Potential freight for the US Army as well as for private mining companies with lots of heavy equipment made the StarLifter’s operation plausible.
To make the plan work I was lucky that Draw Decal does an 1:144 sheet for the airline‘s (sole) Boeing 757, and its simple post-2002 all-red paint scheme was easily adapted to the StarLifter. The fuselage and the nacelles were painted with brushes in Humbrol 19 (Gloss Red, it comes IMHO close to the rich real-world tone), while the wings and the engine pylons became Humbrol 40 (Glossy Light Gull Grey). For some variety I added a medium grey (Humbrol 126, FS 36270) Corroguard panel to the wings’ upper surface, later framed with OOB decals. The white door markings came from a generic PAS decals sheet. All decals were very thin, esp. the Draw Decals sheet, which had to be handled with much care, but they also dried up perfectly and the white print inks turned out to have very good opacity. Adapting the Boeing 757 decals to the very different C-141 hull was also easier than expected, even though the "Air Greenland" tag on the nose ended up quite far forward and the emblem on the fin lots its uppermost white circle.
The cockpit, which comes with no interior, was painted in black, while the landing gear wells and struts were painted in a very light grey (Humbrol 196, RAL 7035) with white rims.
Panel lines were emphasized with a little black ink, and the cockpit glazing turned out to be a bit foggy - which became only apparent after I added the red around it. In order to hide this flaw I just laid out the window panels with Tamiya "Smoke".
Finally the model finally received an overall coat of gloss acrylic varnish from a rattle can.
A colorful result, even though the bright red C-141 looks unusual, if not odd. The different engines work well; with the shorter fuselage, the new, wider nacelles change the StarLifter’s look considerably. It looks more modern (at least to me), like a juiced-up Bae 146 or a C-17 on a diet?
We’re granted a lie in, but when my alarm goes off, the extra half hour’s sleep doesn’t seem to have done me much good. I stagger about my bedroom, turning the temperature down on the shower trying to wake myself up into the rootin’-tootin’ health care professional I’m meant to be.
I shave and fix my hair and survey the damage…do I look like a highly skilled paramedic?
Nope.
I look like a pale faced laddie with a hangover from hell.
Oops.
Breakfast is a delicate operation, I tentatively sip tea and nibble on lightly buttered toast, risking an egg and a slice of bacon only once I’m confident they’ll stay down.
We gather in the classroom. Stingray dozes with his head on the desk, Bulk looks ghastly. I’ve resuscitated healthier looking folk.
Uzi and Benito stride in, banging the door against its frame. Seven headaches chorus in response.
“Owwww…..”
This pair excel at keeping a straight face, there are no clues from either of them as to how we’ve done. They’re just as smiley, yet business like as they’ve been through the whole course.
There’s a brief chat and we’re sent for early coffee while they arrange the tutorial room.
And on our return Uzi starts calling us in.
One of us doesn’t make it. They slipped on a practical. As they come back in the room and tell us the bad news it deflates and terrifies us all.
I’m third in.
Benito and Uzi sit in a tiny wee room across the corridor from our classroom, just yesterday I was dealing with the delivery from hell on this very table.
There is no fucking around.
Benito beams and shakes my hand. Uzi does similar. They pass me my grades. They’re good, and my midwife examiner has highly complimentary notes written on my exam.
I’m frustrated to spot my grade from my paediatric practical, it’s the weakest practical mark I’ve had through the whole course. Seems churlish to gripe about it, since I’ve just passed with praise ringing in my ear, but the irony pisses me off.
Not enough to stop me grinning like an idiot and dancing around the classroom when I return, hugging Granny and Midge, bouncing up and down on my heels as nervous elation burns off.
Everyone else returns from their tutorials in much the same fashion, bouncy elation and smiles.
We gather for a group photo (thanks, Vatican), since Midge and I had spent an enjoyable half hour in the trainers office laughing at old photos of Benito, Vatican and NorthCunt passing out from their paramedic exams. It seems important to have a memento of the people whose pockets you lived in for a month and a half. Immediate friends and colleagues without question.
And then…nothing.
An anti-climactic hour where we lounge about on sofas, complete paperwork minutiae and drink more coffee. There is no ticker tape parade, no fireworks or dancing girls. We’ve driven ourselves as hard as we can to this point and found that there is nothing but an absence of study.
I only really grin when I phone the parents and hear my Mum enthusing down the phone that my news is “Bloody BRILLIANT!”
It’s at that point that it hits me.
Yeah, you’re right. It is.
For all our celebrations, hand shakes and shoulder slappings, there’s nothing left to do but bid farewell to everyone as they slide away in their cars, back to normal life and daily routines. Stingray, Midge and I loiter in the car park, hug and step away. I’ll miss everyone, but I made two really good friends in those two.
There’s another month of training waiting for me before I can apply to the HPC for my Paramedic Registration. It’s all based in hospital, with a couple of weeks in operating theatres, a week in coronary care and a week in A&E adding the practical finesse required to do the job well.
Until that’s arranged (and it’ll take a long time) I’m on the road with Pally for the foreseeable future, watching, listening and learning.
My name’s Kal…I’m 27…and I’m going to be a paramedic.
(Photo published with kind permission of all subjects. Back row from left, Sensei, Kal, Bulk, Stingray, Granny Chan. Front row from left, Kappa, Benito, Uzi, Midge.)
A illustration of the progression of angiogenesis, which is the physiological process involving the growth of new blood vessels from pre-existing vessels. Tumours cannot grow beyond a few mm due to a lack of oxygen and other nutrients, so they encourage the formation of blood vessels to support their rapid cell division. For this reason, angiogenesis is a fundamental step in the transition of tumours from a dormant state to a malignant one.
From the website...
www3.gendisasters.com/iowa/8060/gladbrook-ia-train-wreck-...
Disaster to Rock Island Train Most Horrifying in History of Iowa Railroads
Marshalltown, Ia., March 22. -- The total number of dead in the wreck of the Rock Island double header at Green Mountain yesterday is now forty-six, the list having been swelled today by the death of Miss Bessie Service, of Washington, Ia., Lizzie Anderson of Vinton, and M. B. Kennedy, of Burlington, at the hospital here.
Many of the wreck victims, maimed and injured, who are now in the hospitals, will not live. Hopes for the lives of at least a score or more are despaired of the work of identifying the victims is slowly progressing. Before night the list of dead will be increased many more.
The hospitals are crowded to overflowing with the injured and surgeons of Marshalltown and surrounding cities labored all night long in an effort to alleviate the sufferings of the unfortunates, may of whom have only slight chances for recovery.
The only plausible cause of the wreck yet conceived is that it was due to the fact that both engines drawing the passenger trains were backing, pushing their light tenders in front of them. The tender of the locomotive, it is said, is too light to hold the heavy piece of machinery on the track when a high rate of speed is being made.
Railroad officials refuse to talk however, and the public must wait for an examination before an official cause is given. instead of the engines running along on the ties after they left the track, they buried themselves deep in the high banks of the cut, causing the heavy sleepers to crush through the telescope the day coaches, killing or injuring every soul they contained.
Every undertaker's establishment here is a morgue, the hospitals are running over with the injured and incoming trains are bringing hundreds of people looking for their loved ones. Early this morning forty-two of the dead had been identified. They are:
LOREN ALLSCHLAGER, Ogden, Ia.
A.P. ADAMS, Wilmar, Minn., identification incomplete
J. BAMBRIDGE, Toronto, Ont.
LOUIE BIEBUCK, Muscatine, Ia.
THOMAS G. BETTS, traveling man, Cedar Rapids, Ia.
GEORGE P. BUNT, Waterloo, Ia.
ALFRED X. BROWN, Waterloo, Ia.
MRS. ALFRED X. BROWN, Waterloo, Ia.
FRED COLTON, Washington, Ia.
R. E. CHARTER, Cedar Rapids, Ia.
MRS. WALTER DAVIS, Waterloo, Ia.
C. G. EVES, West Branch, Ia.
W. W. EGGERS, Waterloo, Ia.
F.F. FISHER, West Branch, Ia.
WILLIAM FLECK, Vinton, Ia.
DAVID FAUST, Dalhart, Tex, partial identification
J. S. GOODNOUGH, Cedar Rapids, Ia.
MAY HOFFMAN, Waterloo, Ia.
N. C. HEACOCK, West Liberty, Ia.
FRANK HEINZ or HURTZ, Muscatine, Ia.
CAESAR C. HOFF, Burlington, Ia.
DR. LEWIS, woman physician, Haley Junction, Ia.
F. D. LYMAN, Waterloo, Ia.
MRS. B. G. LYMAN, Cedar Rapids, Ia.
EARL T. MAINE, Williamsfield, Ia.
J. NAUHOLZ, Cedar Rapids, Ia.
MRS. PEATS, Gladbrook, Ia.
BESSIE PURVIS, Washington, Ia.
ARCHIE PRICE, colored, Cedar Rapids, Ia.
MILTON PARRISH, Cedarville, Mo.
ANTHONY PHILLIPS, Waterloo, Ia.
H. L. PENNINGTON, Galesburg, Ia.
L. W. PARRISH, Cedar Falls, Ia.
R. B. ROBINSON, Cedar Rapids, Ia.
GEORGE ROSS, Cedar Rapids, Ia.
ROBERT L. TANGEN, Northwood, Ia.
E. M. WORTHINGTON, address unknown.
WILLIAM WARD, West Branch, Ia.
ANDREW J. WHITE, colored St. Paul, Minn.
MISS JENNIE YOUNG, Vinton, Ia.
A. X. BROWN, wife and two daughters, of Waterloo, Ia.
BESSIE SERVICE of Washington, Ia.
M. B. KENNEDY, of Burlington, Ia.
Railroad officials make no statement in regard to the cause of the wreck, but the state board of railroad commissioners will make a complete investigation. The train of eight coaches was being pulled by two engines, both running at high speed. This may be the cause of the wreck, for the tender of the first engine jumped the track, and stopped suddenly when it hit the embankment beside the cut. The second engine and train followed, and the Pullmans in the rear drove the light day coaches together like cardboard against the engines in front. All the people in the first car were killed, and nearly all the men and women in the second car were killed or wounded. There was no time to jump - it all happened in an instant. No one was killed in the Pullmans.
It was not until late yesterday that the names of the injured were secured for the rescuers, hundreds of them from the surrounding county, gave their first attention to the injured. A special relief train carried the injured from the wreck here and then returned for the dead. Rarely has there been a wreck where the bodies were so badly mangled and the work of identification so difficult as a consequence.
Nurses from Des Moines hospitals were brought here on a special train to care for the injured. Many of the injured are now in private homes, there being not sufficient room to care for them in St. Thomas hospital here, but as nearly all are residents of Iowa they will be taken home as soon as they can be moved.
The passengers in the two smashed cars were terribly mangled. One man's head was cut off cleanly above the eyes; another's body was cut in two. A third man was driven head first into a window. The glass was broken and was cutting him where his head rested on the sill. He pleaded with survivors to kill him and one of them broke the glass under his cheek. His lower jaw, cut cleanly away, fell to the ground, and the man died. Mae Hoffman, of Waterloo, known as "The most beautiful woman in Iowa" was in the day coach. She was killed, her body crushed into a shapeless mass.
The work of the rescue was supervised by Dr. John W. Devry, of Chicago, who was a passenger on the ill-fated train and was himself injured badly. He organized the survivors and they dragged the dead and injured from the wreckage an laid them in long rows in an adjoining field.
When Coroner Jay and nurses reached Marshalltown three hours after the wreck, the coroner started in an ambulance for the scene. As the ambulance was whirling around a corner Dr. Jay was thrown out upon his back. He was picked up unconscious, his back broken.
Lincoln Evening News, Lincoln, NE, 22 Mar 1910
1962 Huffaker Genie MkV driven by David Martin in Group 7A at the 2017 Rolex Monterey Motorsports Reunion.
If you are interested in this, or any of my other photos from this event please visit my website. prints.swankmotorarts.com/f923231362
+++ 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:
Never colonised, Oman has benefited from a long and close alliance with Britain, which helped transform the tribal levies and palace guard of Muscat and Oman into modern armed forces. The 1950s had seen several challenges to Oman’s sovereignty, which led to the modernisation of the Sultan’s Armed Forces. This was driven by increased nationalism in the Middle East and the discovery of oil. The successful use of air power during the Jebel Akhdar Campaign provided the impetus for the formation of the Sultan of Muscat and Oman’s Air Force, as it illustrated the importance of air power.
An exchange of letters in 1958 between the Sultan and the British Government agreed to the formation of a national air force. The British Foreign Office agreed to fund it while the Royal Air Force would supply officers. This set a precedence that continues to this day.
The Sultan of Muscat and Oman’s Air Force was officially formed on 1 March 1959. Initial RAF aircrew, under Wing Commander Barry Atkinson, arrived at Bayt Al-Falaj airfield on 19 August 1959. Initial aircraft for the Sultan of Muscat and Oman’s Air Force consisted of two Scottish Aviation Pioneers (XL518 and CL554), provided by No 78 Squadron based at Aden, together with three Hunting Provosts T.52 (XF682, XF683 and XF688) delivered directly from the manufacturer. The Pioneers were the first aircraft to wear the Sultan’s insignia; the crossed swords and Khanjar (dagger) design.
While the Sultan of Muscat and Oman’s Air Forces early aircraft were not modern, their simple designs perfectly suited Oman’s rugged terrain. The first jets for the Sultan of Muscat and Oman’s Air Force arrived in 1961, in the form of eight Supermarine Swifts, which came just in time for the escalating Dhofar Rebellion.
The Swift was a British single-seat jet fighter of the Royal Air Force (RAF), built by Supermarine during the 1950s. After a protracted development period, the Swift entered service as an interceptor, but, due to a spate of accidents, its service life was short - even though it did break a number of speed records in its time.
A photo reconnaissance variant, the FR.5, resolved some of the Swift's teething problems, and the FR.5 was the last Swift variant to enter service with the RAF and was eventually replaced by the Hunter FR.10, leaving the RAF in 1961. The FR.5 was primarily based with RAF Germany during the Cold War and the Swift never saw combat action with the RAF – . Some of these early retired aircraft were revamped and offered as FR.51 to friendly nations. Oman was happy to buy some of these fast aircraft which paved the way to the country’s entry to the jet age.
The Omani Swifts were used in both the reconnaissance and interceptor role. In order to improve the air-to-air capabilities, the Mk. 51s were retrofitted with an EKCO Ranging Radar Mk.1 (ARI.5820) in a bulged new nose, coupled with a Gyro Gunsight Mk.5 (actually a predecessor of the Swift F.7's system, but this type did not make it into operational RAF service). The nose-mounted camera was re-located in a shallow fairing behind the front wheel well. The FR.5's two ADEN cannon were retained, and two additional pylons under the wing roots for AIM-9 Sidewinders were added - similar to the arrangement on Singaporean Hawker Hunters. The outer pylons were hardwired for Sidewinders as well, so that a total of four could be carried.
The new jets had just become operational, the Dhofar Rebellion escalated in 1962. At first, 12 armed Percival Provost T.Mk 52s were taken on charge, and these saw extensive use in the close air support role. The Swifts were primarily used for low level reconnaissance missions, or for the Provosts' air cover.
The rebellion, initially supported by Saudi Arabia, intensified in 1967, with the establishment of the People’s Democratic Republic of Yemen (PDRY), which gave the rebels an adjacent source of arms and supplies, and which radicalised the Adoo rebel forces, whose aims went from greater autonomy for their region, and an improvement in living standards, to an overthrow of the Sultanate.
The campaign moved from a tribal revolt into a major communist rural insurgency backed by the USSR and the Peoples Republic of China. The Omani Supermarine Swifts were deployed for close air support missions (firing unguided missiles or dropping iron bombs), but they were not really suited for this type of mission. Therefore fet-engined BAC Strikemaster Mk.82s entered service in 1968 (the order increasing from four to 12 and later to 24), and these were augmented by Dakota transports and later by DHC-4 Caribous and Short Skyvans and five second-hand Vickers Viscounts. Pilatus PC-6 Porter air ambulances were also used extensively during the conflict. The Supermarine Swifts were then relegated to their original reconnaissance and escort fighter role.
Around 1971 the reorganised and modernised armed forces, ably supported by British SAS and (from 1971) Iranian detachments, and by RAF, IIAF and SOAF air power, drove the rebels back into their heartland. But the rebellion lasted was finally declared to be over in 1976.
The Swifts did not serve with the Omani forces that long - the machines had become outdated and by 1970 three had been lost (two through AA fire, one through a ground accident) and the harsh climate took its toll on the airframes and engines – by the early 1970ies all Swifts were eventually replaced by Hawker Hunter FR.10.
General characteristics:
Crew: 1
Length: 42 ft 3 in (12.88 m)
Wingspan: 32 ft 4 in (9.85 m)
Height: 13 ft 2 in (4.02 m)
Wing area: 328 ft² (30.5 m²)
Empty weight: 13,435 lb (6,094 kg)
Max. take-off weight: 21,673 lb (9,381 kg)
Powerplant:
1× Rolls-Royce Avon RA.7R/114 turbojet, rated at 7,175 lbf (31.9 kN) dry thrust
and at 9,450 lbf (42.0 kN) with afterburner
Performance:
Maximum speed: at sea level 713 mph (1,148 km/h)
Range: 630 mi (1,014 km)
Service ceiling: (service) 45,800 ft (13,960 m)
Rate of climb: (initial) 14.660 (74.5 m/s)
Armament:
2 × 30 mm ADEN cannon under the air intakes
Underwing provisions for drop tanks, bombs, AIM-9 Sidewinder AAMs
or up to eight unguided missiles
The kit and its assembly:
A rather unglamorous whif kit. The Swift did not have a breathtaking career in RAF service, and the Oman is not a country that comes to your mind when you consider air power. Anyway, since Great Britain exported many aircraft in the post WWII era to "friendly countries", inclusing the Venom and the Hunter, why shouldn't the Swift have seen a second life after RAF retirement?
The kit is the Xtrakit offering, not the new Airfix kit, I had it in the stash for some time until the background story came to fruition. It's a nice rendition of the FR.5, with fine, engraved panel lines, a nice interior and superb clear parts. The only issue I had upon building it was that the wing section (which also forms a part of the lower fuselage) was 1mm too long for the fuselage opening, and the interscetion between these major parts called for some putty work.
The only personal additions are the wing pylons, the Sidewinders and the drop tanks - the Xtrakit model comes clean. The nose camera was replaced by a small radome and a new camera fairling - carved from a piece of 1.5mm styrene sheet - mounted under the fuselage. Furthermore the flaps were lowered, for a more lively look.
Painting and markings:
This livery is based on 1st generation Omani aircraft like the Provost or Strikemaster, with a livery in Dark Green, Dark Earth and Light Aircraft Grey (Humbrol 163, 29 and 166, respectively). The pattern is the original RAF scheme, just the Dark Sea Grey was replaced by Dark Earth. The cockpit became very dark grey (RAL 7021) while the landing gear remained in Aluminum. Very simple.
The Swift depicted in this model is supoosed to have seen some service, so the kit received a black ink wash and the panels were lightened, esp. directly from above, with several green and brown tones (including RLM82, Faded Olive Drab, French Earth Brown and even Israeli Armor Brown, all ModelMaster enamels).
Decals come primaily from an Xtradecal aftermarket sheet for the BAC Strikemaster, which offers several Omani aircraft. Stencils come from the OOB sheet, and some more details like the white ring behind the radome or the yellow markings on the canopy were scratched from generic stripes and sheet.
Finally, after the white AIM-9 and the drop tanks were mounted, the kit received a final coat with acrylic matt varnish.
A simple and quick project, but I think the Swift has a lot of whiffing potential - concerning both operators as well as further, fictional versions?
In 1975, driven by Marianne Hoepfner within the female Aseptogyl team, this 304 came first at the "Ronde de la Giraglia" in Corsica and at the Women Cup at the "Ronde Limousine". In 1976 it won the french Women Cup in the group 2.
1.290 cc
4 Cylinder
75 bhp
Vmax : 170 km/h
Musée de l'Aventure Peugeot
Carrefour de l’Europe
Sochaux
France
July 2015