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+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
The Sea Fury was a British fighter aircraft designed and manufactured by Hawker. It was the last propeller-driven fighter to serve with the Royal Navy, and also one of the fastest production single piston-engined aircraft ever built. Developed during the Second World War, the Sea Fury entered service two years after the war ended. The Sea Fury proved to be a popular aircraft with a number of overseas militaries, and it was successfully used during the Korean War in the early 1950s where it could keep up with 1st generatiom jet fighters like the MiG-15.
The Sea Fury's development was formally initiated in 1943 in response to a wartime requirement of the RAF, thus the aircraft was initially named Fury. 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. Production Sea Furies were fitted with the powerful Bristol Centaurus engine, and armed with four wing-mounted Hispano V 20mm cannons. While originally developed as a pure aerial fighter aircraft, the definitive Sea Fury FB 11 was a fighter-bomber, the design having been found suitable for this mission as well.
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.
Originally, an initial order for 50 Sea Fury FB 60 aircraft for the Pakistan Air Force (PAF) was placed in 1949. A total of 87 new-build Sea Furies were purchased and delivered between 1950 and 1952, but some ex-FAA and Iraqi Sea Furies were also subsequently purchased.
The aircraft was operated by three frontline squadrons, Nos. 5, 9, and 14 Squadrons.
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.
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.
Unpretentiously, these modified Sea Furies just received a new 'Sea Fury FB.71' designation. Inofficially they were called 'Turbo Furies' or 'وایلار' (Urdu: Wailer), for their characteristic, penetrating engine and propeller sound.
The last piston engine Sea Furies in Pakistani service were ultimately retired in 1960, while the Turbo Fury fleet was kept in service, and they even fired in anger during the 1965 India-Pakistan War. The PAF fleet at that time consisted of 12 F-104 Starfighters, some 120 F-86 Sabres, around 20 B-57 Canberra bombers and still almost all converted 30 Furys. The latter were primarily used against small ground targets like tanks, supply trucks and single buildings, and achieved some success - but the permament threat from Indian fighters like the agile Hawker Hunter or the Folland Gnat limited efficacy. Air superiority was not achieved, from neither side. Thus 1965 was a stalemate in terms of the air 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.
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 (.79 in) Hispano Mk V cannons in the wings
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:
Well, the combination of a WWII figher design and a C-130 Hercules sounds like an unlikely combination, 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, so here's another contribution to that wild bunch of whifs.
Inspiration came with a set of 1:72 aftermarket C-130J resin engine nacelles from OzMods, which I had bunkered a while ago. One idea had been to modify a P-51 Mustang, as an alternative to the Cavalier Enforcer. But then I remembered the very succesful Hawker Sea Fury and its many international users - and a check with a fuselage confirmed that an engine swap might be rather easy!
The kit I used is the simple but solid Sea Fury 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.
For the turboprop's exhaust I drilled up oval holes on the fuselage flanks, under the cockpit, and inserted styrene tubes - the best position I could think of?
The spinner comes from the OzMods set, too, but the C-130J sickle-shaped propeller blades were just a bit too modern and too large for the Sea Fury. I was lucky to have some spare blades from a Pavla propeller set for the Academy B-24 Liberator - these were attached to the pointed spinner, and it looks menacing!
Otherwise, only littel 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 of the aicraft.
All pylons are new, and the bomb ordnance was puzzled together from the spares box.
Painting and markings:
It took a while to settle on a user and a respective livery. The Netherlands had been a serious option, Myanmar and Morocco, too, but I eventually settled for Pakistan because the timeframe would provide a plausible story, and the PAF would also provide a good, if not unique, paint scheme.
Most PAF Sea Furies had been painted in Mid Stone/Dark Earth/Azure Blue, but some had the dark brown tone replaced by an "Olive Green". I was not able to turn up a photo of such an aircraft, only a profile, though, so there's some guessing involved.
Basic colors are Humbrol 84 (Mid Stone), Modelmaster #2091 (RLM 82) and #2087 (RLM 78), later shaded with Humbrol 83 (ochre), 102 and FS 35414.
The cockpit interior was kept in very dark gray, the landing gear is in Aluminum.
Decals come 100% from the Pakistani option from PM Model's Sea Fury T.61 trainer - they were printed slighlty offset, but I rolled with it as the flaw is not very obvious.
In the end, the "Turbo Fury" looks very conclusive, and the whole thing was tinkered together in less than 3 days (plus some time for the pics). And the conversion is rather easy to realize - there are more potential users of this whiffy creation...
When 2010 began I was real heavy into motivational messages and designs. One word I used a lot in my designs was DRIVEN. Here is one of those designs I created this year using that word!
The freezing weather has driven us inside to be alone with our thoughts....
and It's Valentine's Day.
Have a Great One!
Julie Bee
Driven by steam from the boilers to help hoist heavy lines, hoist anchor, and move guns, the capstan could also be turned by hand by inserting wooden spokes into the hub at the top.
#8 De Tomaso Pantera. Matchbox 1975.
So my favorite band is Pantera however I have never heard of these cars until I was already a fan of this band, but it turns out that I had this car my whole life. I guess my connection to them was always meant to be.
... (or rather food) by the Irish weather!!!
Those of you not lucky enough to live in this wee emerald isle will not understand why our grass is so green here! Oodles and oodles of lovely dark grey clouds and RAIN!!!
There was a Crème Brûlée sitting waiting here so I ran out of patience trying to capture the light on both wrappers and their reflections ..I know ..pathetic excuse.
And I think I should crop this one ...ah well it is too wet to concentrate..Lol!
Inspired by Rodney's wee image in the same place which I can't find but here is the link to his deLIGHTful stream www.flickr.com/photos/22246849@N02/ which is full of light.
The Douglas A-1 Skyraider (formerly AD) was an American single-seat attack aircraft that saw service between the late 1940s and early 1980s. It became a piston-powered, propeller-driven anachronism in the jet age, and was nicknamed "Spad", after a French World War I fighter. The Skyraider had a remarkably long and successful career, even inspiring its straight-winged, slow-flying, jet-powered successor, the A-10 Thunderbolt II.
It was operated by the United States Navy (USN), the U.S. Marine Corps (USMC) and the United States Air Force (USAF), and also saw service with the British Royal Navy, the French Air Force, the Air Force of the Republic of Vietnam (VNAF), and others.
Though the Skyraider was produced too late to take part in World War II, it became the backbone of United States Navy aircraft carrier and United States Marine Corps (USMC) strike aircraft sorties in the Korean War, with the first ADs going into action from the USS Valley Forge with VA-55 on 3 July 1950. Its weapons load and 10-hour flying time far surpassed the jets that were available at the time. On 2 May 1951, Skyraiders made the only aerial torpedo attack of the war—successfully hitting the Communist-controlled Hwacheon Dam. On 16 June 1953, a USMC AD-4 from VMC-1 piloted by Major George H. Linnemeier and CWO Vernon S. Kramer shot down a Soviet-built Polikarpov Po-2 biplane, the only documented Skyraider air victory of the war. AD-3N and -4N aircraft carrying bombs and flares flew night-attack sorties, and radar-equipped ADs carried out radar-jamming missions from carriers and land bases. During the Korean War (1950–1953) A-1 Skyraiders were flown only by the U.S. Navy and U.S. Marine Corps, and were normally painted in dark navy blue. It was called the "Blue Plane" by enemy troops. A total of 101 Navy and Marine AD Skyraiders were lost in combat during the Korean War, and 27 were lost to operational causes, for a total loss of 128 Skyraiders in the Korean War.
The Sea Fury was the Fleet Air Arm's last piston-engined fighter to serve in front-line Squadrons. The prototype Sea Fury first flew on 21 February 1945 and carried out deck landing trials in HMS Ocean in October of that year. The first production aircraft (Mk.F.10) flew on 15 August 1946 and the first Squadron, No.807, re-equipped with F.10s at the Royal Naval Air Station Culdrose in late 1947. The first Squadron to fly with the FB.11 variant, No.802, re-formed in May 1948. In all, fifty Sea Fury F.10s were built, followed by 615 Sea Fury FB.11s, the last of which came off the production line in November 1952.
A 2-seat trainer variant, the T.20, was also produced with the prototype flying in January 1948. A total of 60 of these aircraft were built.
When the Korean War broke out in 1950, the Sea Fury was the Fleet Air Arm's leading single-seat fighter, and it fought with great distinction during the conflict. Sea Fury squadrons involved in Korea were 802 Squadron (HMS Ocean), 807 Squadron (HMS Theseus), 801 and 804 Squadrons (HMS Glory) and 805 and 808 Squadrons (HMAS Sydney). The aircraft were mainly used in the ground attack role armed with bombs and rockets, but they were also engaged in air-to-air combat with the much faster MiG-15. On 9 August 1952 a Flight of Sea Furies from 802 Squadron flown by Lieutenants Carmichael and Davis, and Sub-Lieutenants Haines and Ellis, were on an armed reconnaissance flight in an area just North of Chinimpo when they were attacked by eight enemy MiG-15s. Despite the enemy's superiority in numbers and a 200 mph speed advantage, the Sea Fury pilots shot down one MiG and badly damaged two others without incurring any damage to their own aircraft. As Flight leader, Lieutenant Carmichael was officially accredited with the 'kill' and was subsequently awarded the DSC for his heroism, but all of the other pilots officially claimed their quarter share.
With the advent of the introduction into Fleet Air Arm service of jet aircraft such as the Sea Hawk, the Sea Fury was relegated to second-line duties, with many being employed by the Air Branch of the Royal Naval Volunteer Reserve. After the premature axing of the RNVR units in 1957 the majority of Sea Furies were sadly scrapped. Happily a handful survived to see service with the civilian-run Fleet Requirements Unit, used as 'flying targets' for the training of RN ship crews, until finally being retired in 1962 – the final piston-engined, fighter-type aircraft to see service in Royal Navy markings.
VR930 whilst with 801 Naval Air Squadron aboard HMS Glory, ashore at RNAS Hal Far, late 1953. [via AJ Leahy]
Sea Fury FB.11 VR930
Delivered to the Royal Navy at RNAS Culham in March 1948, VR930 then spent from May to December of that year in front-line service with 802 Squadron aboard HMS Vengeance and ashore at RNAS Eglinton. Between December 1948 and August 1953 she was held in reserve at various Aircraft Holding Units at Anthorn, Abbotsinch, Sembawang and Fleetlands, undergoing a Category 4 repair at the Royal Naval Aircraft Yard Donibristle before returning to front-line service again with 801 Squadron. Between August 1953 and July 1954 she flew a further 284 hours with the squadron before going to RNAY Fleetlands for reconditioning.
With the airframe now effectively reset to zero hours she was held in reserve at Anthorn and Lossiemouth before transferring to the Fleet Requirements Unit at Hurn (now Bournemouth Airport) in November 1959. With this unit she flew a further 828 hours, and when put up for disposal in January 1961 she had flown an absolute total of almost 1280 hours during her active service. In 'retirement' she spent several years at RAF Colerne, and periods at RNAS Yeovilton and Boscombe Down, being used as a spares source for the RNHF's original Sea Fury FB.11 TF956. With the loss of the latter aircraft in 1989 the decision was taken to rebuild VR930 and she was duly moved to British Aerospace's Brough works for restoration to flying standard, eventually joining the RNHF in 1998 in pristine condition in 802 NAS Korean War markings.
VR930 now wears her authentic, original 802 NAS code of '110/Q' as worn when she first joined the unit at the shore base of RNAS Eglinton, Northern Ireland, and embarked in HMS Vengeance in 1948. This early scheme was applied to all F.10 and the early FB.11 aircraft.
Harley Earl's design genius and Cadillac’s commitment to luxury make the 1958 Eldorado Biarritz a true investment grade collector car. Bold new styling, including hood and front fenders, distinguished the 1958 Eldorado from its predecessors. The Biarritz convertible remained Cadillac’s undisputed image leader.
This Eldorado Biarritz convertible is one of just 815 examples produced for 1958, and one of the few cars equipped with optional factory air conditioning. Also checked on the order sheet was the Autronic-eye headlight dimmer option in addition to over 30 standard features.
This freshly restored example is 100% rust free, and it retains a straight body with a solid fit and finish. The car's original code 98 Desert Bronze exterior color (with matching parade boot) is paired to a correct Copper interior. This color combination is both rare and desirable. The stainless and brightwork has a fresh restored finish with no dents, crimps, or pitting.
The engine bay and its 335-horsepower, 365 cubic inch v8 is tuned to drive, complete with the correct air cleaner and triple-carburetor induction system. This car is riding on its correct Cadillac Sabre-spoke wheels with whitewall tires. This rare and well restored Eldorado Biarritz can be driven and shown anywhere with pride.
1967 Dodge Dart driven by Terrance Underwood during the Saturday morning race for Group 9A (1966-1972 Trans-Am) at the 2012 Rolex Monterey Motorsports Reunion.
I saw Holy Trinity come up on the Heritage Weekend website, so I thought a nice Sunday afternoon out, a drive, an ice cream, and visit a new church.
But turns out that Holy Trinity is the Victorian church the other end of the High Street, and I came to the much older one, which happened to be open, but also explains the rest of the account below......
The passing of HM the Queen changed plans somewhat, but I didn't know that.
Sittingbourne is not a pretty town. It has a main road driven through the middle of it, and the area around the church, not pretty either. Four Ne'er-do-wells were drinking and smoking in the churchyard, and in time would attract the attention of two PCOs.
The blurb talked about visiting the crypt and so on, so I was looking forward to the visit. And upon entering, I was pretty much the only one looking round, in the south aisle a coffee shop had been set up.
A woman came up to me and asked:
"Are you SFM?", which I assume to be Swale FM, the local radio station.
I told her I wasn't. But then I did have my new Tron t shirt on, and and looked like a nerd. The actual nerd came out from behind the organ carrying leads and mics. He was SFM.
I introduced the woman to the guy and got on with my shots.
A voice behind me asked:
"Are you SFM?"
Again, I said I wasn't, but there was a guy around who was.
It seems a service was being broadcast, and they were setting up equipment, and in time members of the choir arrived and people carrying instruments. Either that or it was the mafia.
By then I had my shots, and so we made to leave, as yet more people came into the church, while outside people waited for the service to start.
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SITTINGBORNE.
THE next parish westward from Murston is Sittingborne, antiently written Sedingbourne, in Saxon, sœdingburna, i. e. the hamlet by the bourne, or small stream.
THE PARISH and town of Sittingborne is situated about forty miles from London, the high road from thence to Dover leading through it. The parish, though rather above the level of the marshes, which bound the northern side of it, from which the ground rises to the town, is still a damp situation, and both from the air and water is not accounted a healthy one, though much more so than several of the neighbouring parishes equally northward, than which it has a more chearful and populous aspect; from the town the ground still keeps rising southward till it joins Tunstall, in the road to which about a quarter of a mile from the town is a good modern house called Glovers, which lately belonged to Thomas Bannister, esq. who resided in it, and died in 1791, and his widow, Mrs. Bannister, now owns it; eastward from which, at about the same distance, are the estates of Chilston and Fulston, and Hysted Forstall, with Golden-wood at the boundary of the parish, part of which is within it, adjoining to Bapchild and Rodmersham. The parish, which is but small, contains little more than eight hundred acres of land, consisting of arable, pasture, orchards, hop ground, and woods. In the upper and western parts it is much inclined to chalk and thin land, but the rest of it is in general a fertile loam, especially about the town, which was formerly surrounded by orchards of apples and cherries, but many of them have been destroyed to make room for plantations of hops, which, however, are not so numerous as formerly, and several of those which remain are kept up only as nurseries for young plantations of fruit trees, to which they must soon in their turn give place. Northward from the town the grounds are entirely pasture and orchards, lying on a descent to the town of Milton and the creek, both about half a mile distant from it; on the latter is a key called Crown key, of great use to this part of the country for the exporting of corn and wood, and relanding the several commodities from London and elsewhere. At a small distance north-west from the town is Bayford-court.
It appears by a survey made in the 8th year of queen Elizabeth, that there was then in this parish houses inhabited eighty-eight; lacking inhabitants five; keys two, Crown key and Holdredge key; ships and boats three, two of one ton, and one of twenty-four tons.
THE town of Sittingborne is built on each side of the high road at the fortieth mile-stone from London, and stands on a descent towards the east. It is a wide, long street unpaved, the houses of which are mostly modern, being well built of brick, and sashed, the whole having a chearful aspect. The principal support of it has always been from the inns, and houses of reception in it for travellers, of which there are several.
The inhabitants boast much of John Northwood, esq. of Northwood, having entertained king Henry V. on his triumphant return from France, at the Red Lion inn, in this town; and though the entertainment was plentiful, and befitting the royalty of his guest, yet such was the difference of the times, that the whole expence of it amounted to no more than 9s. 9d. wine being then sold at two-pence a pint, and other articles in proportion. The principal inn now in it, called the Rose, is perhaps the most superb of any throughout the kingdom, and the entertainment afforded in it equally so, though the traveller probably will not find his reckoning near so moderate as that of John Northwood before-mentioned. About the middle of the opposite side of the town there is a good family seat, which was once the residence of the Tomlyn's, and then for many years of the Lushingtons, several of whom lie buried in this church, of whom a further mention has already been made under Rodmersham manor, which they possessed. At length Thomas Godfrey Lushington left it to reside at Canterbury, and his second son the Rev. James-Stephen Lushington, becoming possessed of it afterwards, sold it to Mr. John May, who resided in it for some time. Since which it has been converted into an inn. At this house, whilst in the possession of the Lushingtons, king George the 1st. and 11d. constantly lodged, whenever they travelled through this town, both in their way to, and return from visiting their German dominions.
The church and vicarage stand almost at the east end of the town, near which there rises a clear spring of water in the high road, which flows from thence northward into Milton creek.
Queen Elizabeth, by her charter, in her 16th year, incorporated the town of Sittingborne, by the name of a guardian and free tenants thereof; and granted to it a market weekly on a Wednesday, and two fairs yearly, the one at Whitsuntide, and the other at Michaelmas, with many other privileges: which charter was used for several years, and until the queen was pleased, through further favor to grant to it another more ample charter, in her 41st year, by which she incorporated this place, by the name of a mayor and jurats, and regranted the market and fairs, with the addition of a great number of privileges, and among others, of returning two members to parliament.
This charter does not appear ever to have been used, or the privileges in it exercised. The market, after having been used for several years, was dropped, and only the two yearly fairs have been kept up, which are still held on Whit-Monday and the two following days, for linen and toys, and on October 10, and the four following days, for linen, woollen, cloaths, hardward, &c. and on the second day of it, for the hiring of servants, both in the town, and in a field, called the Butts, at the back of it.
Lewis Theobald, the poet, made famous by Mr. Pope, in his Dunciad, was born at Sittingborne, his father being an attorney at this place.
SOME FEW of our antiquarians have been inclined to six the Roman station, called, in the second iter of Antonine, Durolevum, at or near Sittingborne; among which are Mr. Talbot, Dr. Horsley, Baxter, and Dr. Stukeley in his comment upon his favorite Richard of Cirencester; (fn. 1) but they have but little to offer in support of their conjecture, except the distances made use of in one or two copies, which are so different in many of them, that there is no trusting to any one in particular; consequently each alters them as it suits his own hypothesis best. The reader will find more of this subject under the description of both Lenham and Newington.
In the year 893, the Danes having fitted out a great number of ships, with an intention of ravaging the coasts of this kingdom, divided them into two fleets; with one of which they failed up the river Limene, or Rother, and with the other, under the command of Hastings, their captain, they entered the mouth of the river Thames, and landed at the neighbouring town of Milton. Near Milton they built a castle, at a place called Kemsley-down, about a quarter of a mile north-east from where the church of Milton now stands, which being overgrown with bushes, acquired the name of Castle rough. King Alfred, on receiving intelligence of these depredations, marched his forces towards Kent, and in order to flop their incursions, some time afterwards built on the opposite or eastern side of the creek, about a mile from the Danish intrenchments, a fortification, part of the ditches of which, and a small part of the stone-work, is still to be seen at Bayford-castle, in this parish.
Gerarde, the herbalist, found on the high road near this place,
Tragoriganum Dodonæi, goats marjorum of Dodo- næus.
Ruta muraria sive salvia vitæ, wall rue, or rue maidenhair; upon the walls of the church-yard here.
Colutea minima five coronilla, the smallest bastard sena; on the chalky barren grounds near Sittingborne, (fn. 2) and lately likewise by Mr. Jacob.
Hieracium maximum chondrillæ folio asperum; observed by Mr. John Sherard, very plentisully in the road from this place to Rochester.
Lychnis saponaria dicta, common sopewort; by him on the same road.
Tithymalus Hybernicus, Irish Spurge; between this place and Faversham.
Erysimum sophia dictum; found by Mr. Jacob, on the road sides near Sittingborne, and on the Standard Key.
Oenanthe cicutæ facie Lobellii, hemlock dropwort, found by him in the water lane between Sittingborne and Milton. (fn. 3)
THE MANOR OF MILTON is paramount over this parish, subordinate to which is
THE MANOR OF GOODNESTON, perhaps so called from its having been the property of Goodwyne, earl of Kent, who might have secured himself here at Bayford castle, in the year 1052, when having taken up arms against king Edward the Consessor, he raised an army, and ravaged the king's possessions, and among them the town of Milton, which he burnt to the ground.
On his death it most probably came to his son king Harold, and after the battle of Hastings into the hands of the crown, whence it seems to have been granted to the eminent family of Leyborne, of Leyborne, in this county. William, son of Roger de Leyborne, died possessed of it in the 3d year of king Edward II.
His grand-daughter Juliana, daughter of Thomas de Leyborne, who died in his life-time, became her grandfather's heir, and succeeded in this manor, to which she entitled her several husbands successively, all of whom she survived, and died S. P. in the 41st year of king Edward III. when no one being found, who could make claim to any of her estates, this manor, among the rest of them, escheated to the crown.
After which this manor of Goodneston, as it was then called, seems to have been granted by the crown to Robert de Nottingham, who resided at a seat adjoining to this manor, called
BAYFORD-CASTLE, where his ancestors had resided for several generations. Robert de Nottingham lived here in the reign of king Edward I. and dates several of his deeds apud castellum suum de Bayford, apud Goodneston. Robert de Nottingham, his successor, who became possessed of the manor of Goodneston as beforementioned, was sheriff in the 48th year of king Edward III. and kept his shrievalty at Bayford, bearing for his arms, Paly, wavy of two pieces, gules and argent, in which year he died, and was found by the inquisition to die possessed of lands at Sharsted, Pedding in Tenham, Newland, La Hirst, Higham in Milsted, Bixle, now called Bix, in Tong, and lastly, Goodneston, with Bayford, in Sittingborne; all which descended to his only son John Nottingham, who died without issue male, leaving Eleanor his daughter his sole heir, who marrying Simon Cheney, of Crall, in Sussex, second son of Sir Richard Cheney, of Shurland, he became, in her right, entitled to it. His grandson Humphry Cheney alienated both Goodneston and Bayford, at the latter end of king Henry VI.'s reign, to Mr. Richard Lovelace, of Queenhyth, in London.
His son Launcelot Lovelace was of Bayford, and purchased the manor of Hever in Kingsdown, near Farningham, under which a more ample account of him and his descendants may be seen. His second son William, heir to his eldest brother Sir Richard, who died S. P. at length became possessed of Goodneston, with Bayford, at which he resided, and dying anno 17 king Henry VII. left two sons, John and William Lovelace, esqrs. who possessed this manor and seat between them; the former of whom resided at Bayford, where he died in the 2d year of Edward VI. holding the moiety of this manor in capite, by knight's service, and leaving seven sons, of whom Thomas Lovelace, esq. his eldest son, inherited his interest in this manor and seat. He procured his lands to be disgavelled, by the act passed anno 2 and 3 Edward VI. and afterwards in the 10th year of queen Elizabeth, together with his cousin William Lovelace, by a joint conveyance, alienated Goodneston, with Bayford, to Mr. Ralph Finch, of Kingsdown, in this neighbourhood, whose son Mr. Thomas Finch, of that place, passed it away by sale to Sir William Garrard, who had been lord mayor in 1555, whose ancestors had been of this parish for several generations before, and perhaps were seated at Fulston in it, as many of them lie buried, in the chancel belonging to that seat, in this church. (fn. 4)
He died in 1571, and was buried in St. Magnus's church, in London, bearing for his arms, Argent, on a fess sable, a lion passant of the field; which arms, borne by his ancestors, are carved on the roof of the cloysters at Canterbury. After which it descended down to his grandson Sir John Garrard, or Gerrard, as this family now began to spell their name, who was of Whethamsted, in Hertfordshire, and was created a baronet in 1621. He was succeeded in it by his eldest son of the same name (at which time Bayford was become no more than a farm-house, being called Bayford-court farm). He died in 1700, leaving an only daughter and heir Mary, who carried the manor of Goodneston, with Bayford, among the rest of her inheritance, in marriage to Montague Drake, esq. of Shardeloes, in Agmondesham, in Buckinghamshire, who bore for his arms, Argent, a wivern, with wings displayed, and tail moved, gules. In whose descendants it continued down to William Drake, esq. M. P. for the borough of Agmondesham, as his ancestors had been, some few intermissions only excepted, ever since its being restored to its privilege of sending members to parliament, as a borough, anno 21 James I. He died possessed of this estate in 1796, and his heirs are at this time possessed of it.
A court baron is held for the manor of Goodneston, with Bayford.
CHILTON is a manor situated in the south-east part of this parish, which was formerly accounted a manor, and had owners of that furname, who held the manor of Chilton in Ash, near Sandwich, both which William de Chilton held at his death in the 31st year of king Edward I. one of whose descendants, in the beginning of king Edward III.'s reign, passed it away to Corbie, whose descendant Robert Corbie, of Boughton Malherb, died possessed of this manor of Chilton, alias Childeston, in the 39th year of that reign. (fn. 5) After which it passed by a female heir of this name in like manner as Boughton Malherb, to the family of Wotton, and from them again to the Stanhopes, (fn. 6) in which it continued till Philip, earl of Chesterfield, about the year 1725, alienated it to Richard Harvey, esq. of Dane-court, whose grandson, the Rev. Richard Harvey, died possessed of it in 1772, leaving his widow surviving, since which it has been sold to Balduck, and by him again to Mr. George Morrison, who now owns it, and resides in it.
FULSTON, called antiently Fogylston, was a large mansion, situated at a small distance southward from Chilton last-described, which, from the burials of the Garrards in the chancel belonging to this estate in Sittingborne church, seems to have been the early residence of that family in this parish. However that be, in the reign of Henry VIII. it was become the estate and residence of John Cromer, esq. the third son of Sir James Cromer, of Tunstall, who died in 1539, and was buried in this church, leaving his three daughters his coheirs; and in one of the windows of this church were the arms of John Cromer, esq. of Fulston, and his two wives, Guldeford and Grove, and their several quarterings.
Probably, by his will, or by a former entail, on his dying without male issue, this seat descended to his nephew Sir James Cromer, of Tunstall, whose grandson, of the same name, dying without male issue in 1613, Christian, one of his daughters and coheirs carried it in marriage to John Hales, esq. eldest son of Sir Edward Hales, of Tenterden, knight and baronet, as has been already more fully mentioned before under Tunstall, and in his descendants it has continued down to Sir Edward Hales, bart. of St. Stephen's, near Canterbury, the present owner of it. The greatest part of this mansion has been pulled down within memory, and a neat farm-house has been erected on the ruins of it.
Charities.
JOHN ALLEN, of Sittingborne, by his will in 1615, gave 40s. per annum for repairing the alms-houses in Crown-key-lane, and firing for the poor in them, to be paid out of Glovers, now Mrs. Bannister's.
ROBERT HODSOLE, by will in 1684, gave 10s. per annum to the poor, payable every Christmas-day yearly, out of Mrs. Rondeau's land.
JOHN GRANT, by will in 1689, gave 20s. per annum, to be paid in corn and bread on January 1, out of Mrs. Trott's farm.
FIVE SEAMS of boiling peas are yearly paid from the parsonage, to be distributed to the poor on every Christmas-day yearly.
KATHERINE DICKS, by her will, left the sum of 25l. to be put out on land security, the interest of it to be said out for ever in six two-penny loaves, to be given to six poor widows &c. who attend divine service, beginning every year on the first Sunday after Christmas-day, of the annual produce of 1l.
The poor annually relieved are about forty; casually eight hundred and fifty.
SITTINGBORNE is within the ECCLESIASTICAL JU RISDICTION of the diocese of Canterbury, and deany of Sittingborne
The church, which is dedicated to St. Michael, is a large, handsome building, of three isles and two chancels, and two cross ones; at the west end is a tower beacon steeple, in which is a clock, a set of chimes, and six bells.
On the stone font, which is an octagon, are the arms of archbishop Arundel, a shield, having on it a cross story; and another with the emblems of Christ's crucifixion on it.
On the 17th of July, 1762, the wind being exceeding high, a fire broke out on the roof of this church, occasioned by the plumbers, who were repairing the leads, having left their fire burning during their absence at dinner, which consumed the whole of it, except the bare walls and the tower. Next year a brief passed for rebuilding of it, which with the contribution of the inhabitants, and a gift of fifty pounds from archbishop Secker, they were enabled to set about.
This was stopped for some little time by the owners of the three chancels, belonging to the Bayford, Chilton, and Fulston estates, refusing to contribute to the rebuilding of them, and they were at length rebuilt at the same cost with the rest of the church; and the whole of it was afterwards completed and fitted up in a very handsome manner. By the fire the monuments against the walls were destroyed, and most of the gravestones broken by the falling of the timbers. The latter, in the rebuilding of the church, have, the greatest part of them, been most absurdly removed from the graves over which they lay, to other parts of the church, and some even from the church-yard, as it suited to make the pavement complete; so that there is now hardly a guess to be made, where the bodies lie, that the inscriptions commemorate, but the gravestones of the Lushingtons, I believe, were none of them removed. In the south cross chancel belonging to the estate of Fulston, is a monument for Thos. Bannister, gent. obt. 1750, arms, Argent, a cross story, sable. The brass plate, on which the inscription was, for John Crowmer, of Fulston, and his two wives, in this chancel, being loose, there was found on the under side of it one in Latin, for Robert Rokele, esq. once dwelling with the most revered lady, the lady Joane de Bohun, countess of Hereford, Essex, and Northton, who died in 1421, an instance of œconomy which has been discovered at times in other churches.
The south-east chancel belonged to the Chilton estate; there are many gravestones of the family of Lushington in it. Dr. Lushington's monument was entirely destroyed at the time of the fire. In the upper part of this chancel is a vault, belonging to the Chilton estate, in which is only one coffin, of Mr. Harvey, who died in 1751, and a great quantity of bonespiled up at one end of it.
The archdeacon's court, in which he holds his visitation, is at the upper end of this chancel.
The coats of arms in the windows of the church, which were many, were entirely destroyed, and they have been since entirely resitted with modern glass.
The middle chancel is the archbishop's, and belongs to the parsonage; in which there is a memorial for Mathew, son of Sir John, and grandson of archbishop Parker, who died in 1645. The north chancel is made use of now as a vestry. The north cross chancel belongs to the Bayford estate. In the north wall of it there is the effigies of a woman, lying at length, in the hollow of the wall, with an arch, carved and ornamented, over her, and midway between the arch and figure, a flat table stone of Bethersden marble: the whole of it seems very antient.
In this church there was, before the reformation, a chantry, called Busherb's chantry.
The church of Sittingborne belonged to the Benedictine nunnery of Clerkenwell, to which it was appropriated before the 8th year of king Richard II. and it remained part of the revenues of it till its dissolution, in the 31st year of king Henry VIII.'s reign.
¶This church thus coming into the king's hands, seems to have remained part of the revenues of the crown till queen Elizabeth, in her 3d year, granted the parsonage of it, with the advowson of the vicarage, the former being then valued at 13l. 6s. 8d. to archbishop Parker. Since which they have continued parcel of the possessions of the archbishopric, and remain so at this time.
The parsonage has been from time to time leased out on a benesicial lease, at the yearly rent of 13l. 6s. 8d. In 1643 John Olebury, gent. was lessee; in later times, Cockin Sole, esq. of Bobbing, whose son John Cockin Sole, esq. died possessed of it in 1790, since which this lease has been sold under the directions of his will.
In the 8th year of king Richard II. this parsonage was valued at 23l. 6s. 8d.
In 1578, on a survey of the diocese of Canterbury, it was returned, that this parsonage was impropriate to the queen's majesty; the vicarage also in her gift; dwelling-houses eighty; communicants three hundred; the tenths twenty shillings.
The vicarage is valued in the king's books at ten pounds, the yearly tenths being one pound. In 1640, it was valued at fifty-six pounds. Communicants three hundred and eighty.
The vicarage is situated not far from the north side of the church-yard, adjoining to which is the only piece of glebe land belonging to it.
Napper Bridge and the Overlanders. Sturt passed Overland Corner on 31st January 1830.
By 1842 South Australia was nearly bankrupt and the colony was not growing and developing quickly enough. Sailing ships could bring only a few sheep or cattle each trip from Sydney (or Hobart) to Port Adelaide. Joseph Hawdon and Charles Bonney proved a viable alternative existed. Sheep and cattle had been driven down from western NSW to the new settlement at Melbourne and Port Phillip Bay in 1836. They began their great livestock drive to SA because of those drives to Melbourne. Hawdon met Charles Bonney with 1,200 sheep and up to 400 cattle on the Goulburn River in northern Victoria in late January 1838. In February the set off along the Murray River. Camps were made places like Swan Hill on 11th February. When Aboriginal men approached them they offered metal tomahawks which were highly prized by the Aboriginal men. Near Balranald where the Murrumbidgee enters the Murray River they saw about 150 Aboriginal men with spears watching them. Charles Bonney made some jokes and laughed to ease the tension which worked. Further along another group of Aboriginal men encouraged them to follow them to a lake where Hawdon and Bonney got ducks for eating. Towards Wentworth they saw “twenty poor looking” Aboriginal men and Hawdon gave them a killed kangaroo. Hawdon kept the tail for his kangaroo tail soup. By early March they had reached the Darling River which was difficult to ford. Here they met about 100 Aboriginal men plus 100 women and children. They were aggressive with their spears and a shot was fired by one of Hawdon’s men but it did not hit anyone but it subdued the Aborigines. An old senior man came forward with some men without spears and sought peace. Hawdon said “their chief was one of the most sensible men I ever met among the savages of New Holland”. Hawdon explained the use of their tools to the chief and how the wheels of the dray turned around. Hawdon then gave him a tomahawk. The chief then went with Hawdon to shoot ducks for food. When they left next day the chief sent two of his men with them to be ambassadors to the next tribe along the Murray River. Further on they found a lake which Hawdon named Lake Victoria near the Rufus River which Charles Sturt had named in 1830. Near Lake Victoria they camped and shot a rogue bull for their dinner. About 90 Aboriginal people watched in terror and delight seeing the angry beast felled by one shot. Near a lake which Hawdon called Lake Bonney about 90 Aboriginal people watched the overlanders for a day. The men then offered their women to the overlanders in return for goods. When the offer was refused the Aboriginal men then stole some iron items before they left. On another day when Hawdon was alone in the bush without his gun a group of four Aboriginal men with aggressive looks and raised spears startled him. To defuse the situation he did a funny little dance. The Aboriginal men and Hawdon all laughed and then accepted that Hawdon wanted peace. At their camp on Lake Bonney where there was 163 Aboriginals some were enticed to approach their tents. But only 30 were males did this as the rest were off fighting another Aboriginal tribe. Hawdon’s dog barked when the Aboriginal attempted to steel anything. If one then became angry and threatening with their spear the others would hold his arms down until he calmed down. Three of the men then used sign language to say they would alert the next Aboriginal tribe of Hawdon’s approach. This would have been around overland Corner before the river does a right hand bend.
Hawdon and Bonney’s successful overlanding of sheep and cattle began a flood of overlanders. Edward John Eyre and a party was the second to bring much needed livestock into Sth Australia. He found the Aboriginals menacing and difficult around the Rufus River area but threatened them with their guns but never fired any shots. One of Eyre’s men was speared but not seriously injured. Along the way Eyre met Hart and Pullen who were overlanding cattle from Portland. Eyre reached Adelaide in March 1839 with 600 cattle and 1,000 sheep. The third group to overland livestock was led by Captain Charles Sturt. He left from the Goulburn River in April 1838. This time, eight years after his initial trip along the Murray River, he found the Aboriginal people troublesome and one of the cattle was speared and a dog injured. Sturt kept the peace between his men and groups of Aborigines several times. Eyre in particular made a good profit from overlanding 1,000 sheep and 6000 cattle. Many more followed these pioneering three. Overlanding livestock lasted thirty years or so. In 1865 the Surveyor General George Goyder estimated that 350,000 sheep passed by the top of Lake Bonney each year on their overland trip. But as more livestock was overlanded the Riverland Aboriginals were more troubled by it especially around the Rufus River area which is in NSW. Governor Hindmarsh called for a report on violence in early 1840. In October 1839 overseer Thomas Young was killed. In retaliation the overlanders killed 11 Aboriginal people. The Police troopers were unable to locate the offenders and in the same district another overlanding party was attacked with injuries to both sides a month later. In April 1841 Henry Inman and Henry Field were attacked at the Rufus River. A police party was despatched by Governor Gawler but was recalled. A civilian party went out meeting 300 Aboriginal people where upon a fight ensued in which eight Aboriginal people were killed, but no Europeans. Major O’Halloran the Police Commissioner was then sent with a detachment of police. They met a group of 68 Aboriginal’s who had clashed with Charles Langhorne and his overlanding party in June. His party was attacked by a group of over 500 Aboriginal people resulting in the deaths of four of his men and five Aboriginal people. Before peace permanently settled on the region another attacked occurred. William Robinson’s party was attacked in August 1841 at the Rufus River. Fifteen Aboriginal people were killed but no overlanders were killed. The next day Matthew Moorhouse, the Protector of Aborigines, with Police Inspector Shaw and troopers met the attackers. In the fracas that followed, known as the “Rufus River massacre” between 30 and 40 Aborigines were killed and four taken prisoner (including two women and a boy). It was determined that the cause of the trouble was the Europeans engaging in sexual relations with the women without giving the food and clothing they had promised to give. The prisoners were released and no disciplinary action was taken against Moorhouse and Shaw as their response was considered justified.
William Napper a farm labourer from Guernsey arrived in SA on the Oriental in 1855 when he was 28 years old. With his friend William Parnell they tried working as timber cutters for the passing riverboat trade along the Murray. Their wives and families joined them. In 1859 William Parnell built the Lake Bonney Hotel to capitalise on the travellers passing to overland corner with their livestock. In 1863 Napper purchased 80 acres of land and the hotel buildings from Parnell. William’s first wife Ann died in 1869 and his second wife died in 1877 just after they had moved from Nappers Bridge to become the licensees of the Overland Corner Hotel. It is not clear but the Lake Bonney Hotel probably closed when Napper left it in 1877. The hotel had eleven rooms, some with magnificently built chimneys and a store hut nearer Lake Bonney. Napper’s private residence which still stands was located in front of the old store and cellars. William Napper returned to the deserted Lake Bonney Hotel in the 1880s to operate it as an accommodation place. He died here in 1907 and was buried nearby in the Overland Corner Hotel cemetery. Before the locks were completed along the Murray River in the 1920s the river was often a series of small channels and connected pools. One of the best narrow crossing points for the overlanders was at Overland Corner where they could move their livestock south of the river with another crossing to the east bank closer to Adelaide.
©2011 Susan Ogden-All Rights Reserved Images Thruthelookingglass
When getting to the NYBG Orchid show proved to be a daunting task due to all the flooding in Eastern NJ, Nan and i decided to stay local for a shoot on Sunday. We visited Stoney Hill Gardens, Bamboo Brook and Willowwood, and had lunch at the pub.
A most enjoyable way to pass the afternoon!
Of all the Orchid’s, the Lady’s Slipper is my very favorite (of course it would be,,,it is one of the more difficult to actually keep alive, let alone get to bloom again after you spend big bucks to buy one....with my track record this is just not an option!) SO....i had to be content with a very abstract shot of this fabulously beautiful and sensual flower....
Happy Tuesday!! Smile and make it count!
The wind has picked up at high elevations along the Front Range in the past few weeks, and with a drop in temperatures, interesting ice formations were generated along the eastern edge of the Rainbow Lakes.
A Northern Harrier was making a pass over the Hope Airpark and was then driven away by Crows. They kept up the pursuit for quite a time.
So I was being driven mad by the ultra awful Dream Dancer body. It was far too awkward for me to use for photography or general play. So I ended up hacking up a Descendants body so it’ll be shorter and carved the Dream Dancer head to fit on this body.
1969 Ford Mustang Boss 302 driven by Vic Edelbrock during Friday practice for Group 9A (1966-1972 Trans-Am) at the 2012 Rolex Monterey Motorsports Reunion.
If you are interested in this photo or any of my other photos from this event please visit my website. prints.swankmotorarts.com/f211274133
Monster Jam Triple Threat Series presented by AMSOIL @ Verizon Center, Washington, DC on January 28, 2017
Featuring:
Grave Digger driven by Krysten Anderson,
El Toro Loco driven by Armando Castro,
Pirate's Curse driven by Camden Murphy,
Megalodon driven by Justin Sipes,
Alien Invasion driven by Bernard Lyght,
Zombie driven by Ami Houde, Monster Mutt Rottweiler driven by JR Seasock,
Blue Thunder driven by Matt Cody,
HMS RENOWN
Class……………………………Renown-class Battlecruiser
Builder………………………..Fairfield Shipbuilding & Engineering Co. Ltd., Govan, Glasgow
Yard number……………….503
Laid down..………………….25 January 1915
Launched….…………………4 March 1916
Completed.………………….20 September 1916
Propulsion.…………………..4 shafts each driven by Brown-Curtis steam turbines , manufactured by the shipbuilder. Steam was supplied by 42 oil fired Babcock & Wilcox boilers
Speed..…………………………30 knots (max)
Range…………………………..3650 nm at 10 knots
Fate…………………………….1948: Broken up at Faslane
An undated photograph of HMS RENOWN firing her main armament
This shot came about in an unusual, unrepeatable way, and purely by chance, so I was quite amazed when I downloaded this shot. It all happened in the following way: -
I was using a tripod to shoot a landscape, but had to stand in the middle of a very quiet lane to get the shot I wanted. Sure enough, a rare car came along at the wrong moment, and I had to move out of the way, just as the camera self timer opened the shutter. This lead to the "speed blurs" of this image, which after winding up the colour and contrast produced this interesting abstract image.
And so to the title - Whilst using a tripod to get a stable image, ironically I managed to get the most blurred image I think I have ever taken! Honestly, it's enought to - drive you to abstraction :-)
A carriage is a two- or four-wheeled horse-drawn vehicle for passengers. Second-hand private carriages were common public transport, the equivalent of modern cars used as taxis. Carriage suspensions are by leather strapping or, on those made in recent centuries, steel springs. Two-wheeled carriages are usually owner-driven.
Coaches are a special category within carriages. They are carriages with four corner posts and a fixed roof. Two-wheeled war chariots and transport vehicles such as four-wheeled wagons and two-wheeled carts were forerunners of carriages.
In the 21st century, horse-drawn carriages are occasionally used for public parades by royalty and for traditional formal ceremonies. Simplified modern versions are made for tourist transport in warm countries and for those cities where tourists expect open horse-drawn carriages to be provided. Simple metal sporting versions are still made for the sport known as competitive driving.
The word carriage (abbreviated carr or cge) is from Old Northern French cariage, to carry in a vehicle.[3] The word car, then meaning a kind of two-wheeled cart for goods, also came from Old Northern French about the beginning of the 14th century (probably derived from the Late Latin carro, a car); it is also used for railway carriages and in the US around the end of the 19th century, early cars (automobiles) were briefly called horseless carriages.
Some horse carts found in Celtic graves show hints that their platforms were suspended elastically. Four-wheeled wagons were used in Bronze Age Europe, and their form known from excavations suggests that the basic construction techniques of wheel and undercarriage (that survived until the age of the motor car) were established then.
First prototyped in the 3rd millennium BC, a bullock cart is a large two-wheeled cart pulled by oxen or buffalo. It includes a sturdy wooden pole between the oxen, a yoke connecting a pair of oxen, a wooden platform for passengers or cargo, and large steel rimmed wooden wheels.
Two-wheeled carriage models have been discovered from the Indus valley civilization including twin horse drawn covered carriages resembling ekka from various sites such as Harappa, Mohenjo Daro and Chanhu Daro. The earliest recorded sort of carriage was the chariot, reaching Mesopotamia as early as 1900 BC. Used typically for warfare by Egyptians, the Near Easterners and Europeans, it was essentially a two-wheeled light basin carrying one or two standing passengers, drawn by one to two horses. The chariot was revolutionary and effective because it delivered fresh warriors to crucial areas of battle with swiftness.
One of the great innovations in carriage history was the invention of the suspended carriage or the chariot branlant (though whether this was a Roman or medieval innovation remains uncertain). The "chariot branlant" of medieval illustrations was suspended by chains rather than leather straps as had been believed. Suspension, whether on chains or leather, might provide a smoother ride since the carriage body no longer rested on the axles, but could not prevent swinging (branlant) in all directions. It is clear from illustrations (and surviving examples) that the medieval suspended carriage with a round tilt was a widespread European type, referred to by any number of names (car, currus, char, chariot).
In 14th century England carriages, like the one illustrated in the Luttrell Psalter, would still have been a quite rare means of aristocratic transport, and they would have been very costly until the end of the century. They would have had four six-spoke six-foot high wheels that were linked by greased axles under the body of the coach, and did not necessarily have any suspension. The chassis was made from oak beam and the barrel shaped roof was covered in brightly painted leather or cloth. The interior would include seats, beds, cushions, tapestries and even rugs. They would be pulled by four to five horses.
Under King Mathias Corvinus (1458–90), who enjoyed fast travel, the Hungarians developed fast road transport, and the town of Kocs between Budapest and Vienna became an important post-town, and gave its name to the new vehicle type. The earliest illustrations of the Hungarian "Kochi-wagon" do not indicate any suspension, a body with high sides of lightweight wickerwork, and typically drawn by three horses in harness. Later models were considerably lighter and famous for a single horse being able to draw many passengers.
The Hungarian coach spread across Europe, initially rather slowly, in part due to Ippolito d'Este of Ferrara (1479–1529), nephew of Mathias' queen Beatrix of Aragon, who as a very junior Archbishopric of Esztergom developed a taste for Hungarian riding and took his carriage and driver back to Italy. Then rather suddenly, in around 1550, the "coach" made its appearance throughout the major cities of Europe, and the new word entered the vocabulary of all their languages. However, the new "coach" seems to have been a fashionable concept (fast road travel for men) as much as any particular type of vehicle, and there is no obvious technological change that accompanied the innovation, either in the use of suspension (which came earlier), or the adoption of springs (which came later). As its use spread throughout Europe in the late 16th century, the coach's body structure was ultimately changed, from a round-topped tilt to the "four-poster" carriages that became standard everywhere by c.1600.
The coach had doors in the side, with an iron step protected by leather that became the "boot" in which servants might ride. The driver sat on a seat at the front, and the most important occupant sat in the back facing forwards. The earliest coaches can be seen at Veste Coburg, Lisbon, and the Moscow Kremlin, and they become a commonplace in European art. It was not until the 17th century that further innovations with steel springs and glazing took place, and only in the 18th century, with better road surfaces, was there a major innovation with the introduction of the steel C-spring.
Many innovations were proposed, and some patented, for new types of suspension or other features. It was only from the 18th century that changes to steering systems were suggested, including the use of the 'fifth wheel' substituted for the pivoting fore-axle, and on which the carriage turned. Another proposal came from Erasmus Darwin, a young English doctor who was driving a carriage about 10,000 miles a year to visit patients all over England. Darwin found two essential problems or shortcomings of the commonly used light carriage or Hungarian carriage. First, the front wheels were turned by a pivoting front axle, which had been used for years, but these wheels were often quite small and hence the rider, carriage and horse felt the brunt of every bump on the road. Secondly, he recognized the danger of overturning.
A pivoting front axle changes a carriage's base from a rectangle to a triangle because the wheel on the inside of the turn is able to turn more sharply than the outside front wheel. Darwin suggested a fix for these insufficiencies by proposing a principle in which the two front wheels turn (independently of the front axle) about a centre that lies on the extended line of the back axle. This idea was later patented in 1818 as Ackermann steering. Darwin argued that carriages would then be easier to pull and less likely to overturn.
Carriage use in North America came with the establishment of European settlers. Early colonial horse tracks quickly grew into roads especially as the colonists extended their territories southwest. Colonists began using carts as these roads and trading increased between the north and south. Eventually, carriages or coaches were sought to transport goods as well as people. As in Europe, chariots, coaches and/or carriages were a mark of status. The tobacco planters of the South were some of the first Americans to use the carriage as a form of human transportation. As the tobacco farming industry grew in the southern colonies so did the frequency of carriages, coaches and wagons. Upon the turn of the 18th century, wheeled vehicle use in the colonies was at an all-time high. Carriages, coaches and wagons were being taxed based on the number of wheels they had. These taxes were implemented in the South primarily as the South had superior numbers of horses and wheeled vehicles when compared to the North. Europe, however, still used carriage transportation far more often and on a much larger scale than anywhere else in the world.
Today, carriages are still used for day-to-day transport in the United States by some minority groups such as the Amish. They are also still used in tourism as vehicles for sightseeing in cities such as Bruges, Vienna, New Orleans, and Little Rock, Arkansas.
The most complete working collection of carriages can be seen at the Royal Mews in London where a large selection of vehicles is in regular use. These are supported by a staff of liveried coachmen, footmen and postillions. The horses earn their keep by supporting the work of the Royal Household, particularly during ceremonial events. Horses pulling a large carriage known as a "covered brake" collect the Yeoman of the Guard in their distinctive red uniforms from St James's Palace for Investitures at Buckingham Palace; High Commissioners or Ambassadors are driven to their audiences with the King and Queen in landaus; visiting heads of state are transported to and from official arrival ceremonies and members of the Royal Family are driven in Royal Mews coaches during Trooping the Colour, the Order of the Garter service at Windsor Castle and carriage processions at the beginning of each day of Royal Ascot.
1969 Ford Escort Mk. 1 with the Lotus-Ford eight-valve Twin Cam. This Escort was being driven by Peter Frijlink (Classic Competition) during the Dantuma GTTC Race (Dantuma Dutch Historic GT & Touringcars NK).
I've shot this at the Nationaal Oldtimer Festival 2013 on Circuit Park Zandvoort. Hundreds of classic cars from all kinds of marques showed up. There were classic races on the track, free tracktime for anyone who wanted a go, a huge Porsche Paddock, various Bulls in honour of Lamborghini's 50th anniversary year and a demonstration by Indian Pete and his Peterbilt Jettruck (2 Phantom F4 turbine engines developing a whopping 12000 HP).
Take a look at the rest of the photo's I took at the Nationaal Oldtimer Festival here:
Orders can also be placed via that website. Or you can contact me directly.
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Canon EOS5DMkII 254mm Newtonian @ 1200mm 18 x 30s f/4.8 ISO6400 2010-12-11 23:10:27-23:21:37 UT
Taken from Rookhope, Co. Durham (Bortle 3)
The star Zeta Orionis (the brightest one here, with large diffraction spikes from the telescope) is surrounded by nebulae. This photo is oriented with N to the left to make the Horsehead nebula more obvious. It is a dark cloud of dust obscuring the brighter emission nebula behind it.
Standard DSLR at prime focus of Newtonian, no filters. On HEQ5 mount, driven but not guided. A remarkably short exposure (9 minutes total). It was easy to get this from a dark site in the North Pennines, but quite impossible from suburbia (Tyneside).
I saw Holy Trinity come up on the Heritage Weekend website, so I thought a nice Sunday afternoon out, a drive, an ice cream, and visit a new church.
But turns out that Holy Trinity is the Victorian church the other end of the High Street, and I came to the much older one, which happened to be open, but also explains the rest of the account below......
The passing of HM the Queen changed plans somewhat, but I didn't know that.
Sittingbourne is not a pretty town. It has a main road driven through the middle of it, and the area around the church, not pretty either. Four Ne'er-do-wells were drinking and smoking in the churchyard, and in time would attract the attention of two PCOs.
The blurb talked about visiting the crypt and so on, so I was looking forward to the visit. And upon entering, I was pretty much the only one looking round, in the south aisle a coffee shop had been set up.
A woman came up to me and asked:
"Are you SFM?", which I assume to be Swale FM, the local radio station.
I told her I wasn't. But then I did have my new Tron t shirt on, and and looked like a nerd. The actual nerd came out from behind the organ carrying leads and mics. He was SFM.
I introduced the woman to the guy and got on with my shots.
A voice behind me asked:
"Are you SFM?"
Again, I said I wasn't, but there was a guy around who was.
It seems a service was being broadcast, and they were setting up equipment, and in time members of the choir arrived and people carrying instruments. Either that or it was the mafia.
By then I had my shots, and so we made to leave, as yet more people came into the church, while outside people waited for the service to start.
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SITTINGBORNE.
THE next parish westward from Murston is Sittingborne, antiently written Sedingbourne, in Saxon, sœdingburna, i. e. the hamlet by the bourne, or small stream.
THE PARISH and town of Sittingborne is situated about forty miles from London, the high road from thence to Dover leading through it. The parish, though rather above the level of the marshes, which bound the northern side of it, from which the ground rises to the town, is still a damp situation, and both from the air and water is not accounted a healthy one, though much more so than several of the neighbouring parishes equally northward, than which it has a more chearful and populous aspect; from the town the ground still keeps rising southward till it joins Tunstall, in the road to which about a quarter of a mile from the town is a good modern house called Glovers, which lately belonged to Thomas Bannister, esq. who resided in it, and died in 1791, and his widow, Mrs. Bannister, now owns it; eastward from which, at about the same distance, are the estates of Chilston and Fulston, and Hysted Forstall, with Golden-wood at the boundary of the parish, part of which is within it, adjoining to Bapchild and Rodmersham. The parish, which is but small, contains little more than eight hundred acres of land, consisting of arable, pasture, orchards, hop ground, and woods. In the upper and western parts it is much inclined to chalk and thin land, but the rest of it is in general a fertile loam, especially about the town, which was formerly surrounded by orchards of apples and cherries, but many of them have been destroyed to make room for plantations of hops, which, however, are not so numerous as formerly, and several of those which remain are kept up only as nurseries for young plantations of fruit trees, to which they must soon in their turn give place. Northward from the town the grounds are entirely pasture and orchards, lying on a descent to the town of Milton and the creek, both about half a mile distant from it; on the latter is a key called Crown key, of great use to this part of the country for the exporting of corn and wood, and relanding the several commodities from London and elsewhere. At a small distance north-west from the town is Bayford-court.
It appears by a survey made in the 8th year of queen Elizabeth, that there was then in this parish houses inhabited eighty-eight; lacking inhabitants five; keys two, Crown key and Holdredge key; ships and boats three, two of one ton, and one of twenty-four tons.
THE town of Sittingborne is built on each side of the high road at the fortieth mile-stone from London, and stands on a descent towards the east. It is a wide, long street unpaved, the houses of which are mostly modern, being well built of brick, and sashed, the whole having a chearful aspect. The principal support of it has always been from the inns, and houses of reception in it for travellers, of which there are several.
The inhabitants boast much of John Northwood, esq. of Northwood, having entertained king Henry V. on his triumphant return from France, at the Red Lion inn, in this town; and though the entertainment was plentiful, and befitting the royalty of his guest, yet such was the difference of the times, that the whole expence of it amounted to no more than 9s. 9d. wine being then sold at two-pence a pint, and other articles in proportion. The principal inn now in it, called the Rose, is perhaps the most superb of any throughout the kingdom, and the entertainment afforded in it equally so, though the traveller probably will not find his reckoning near so moderate as that of John Northwood before-mentioned. About the middle of the opposite side of the town there is a good family seat, which was once the residence of the Tomlyn's, and then for many years of the Lushingtons, several of whom lie buried in this church, of whom a further mention has already been made under Rodmersham manor, which they possessed. At length Thomas Godfrey Lushington left it to reside at Canterbury, and his second son the Rev. James-Stephen Lushington, becoming possessed of it afterwards, sold it to Mr. John May, who resided in it for some time. Since which it has been converted into an inn. At this house, whilst in the possession of the Lushingtons, king George the 1st. and 11d. constantly lodged, whenever they travelled through this town, both in their way to, and return from visiting their German dominions.
The church and vicarage stand almost at the east end of the town, near which there rises a clear spring of water in the high road, which flows from thence northward into Milton creek.
Queen Elizabeth, by her charter, in her 16th year, incorporated the town of Sittingborne, by the name of a guardian and free tenants thereof; and granted to it a market weekly on a Wednesday, and two fairs yearly, the one at Whitsuntide, and the other at Michaelmas, with many other privileges: which charter was used for several years, and until the queen was pleased, through further favor to grant to it another more ample charter, in her 41st year, by which she incorporated this place, by the name of a mayor and jurats, and regranted the market and fairs, with the addition of a great number of privileges, and among others, of returning two members to parliament.
This charter does not appear ever to have been used, or the privileges in it exercised. The market, after having been used for several years, was dropped, and only the two yearly fairs have been kept up, which are still held on Whit-Monday and the two following days, for linen and toys, and on October 10, and the four following days, for linen, woollen, cloaths, hardward, &c. and on the second day of it, for the hiring of servants, both in the town, and in a field, called the Butts, at the back of it.
Lewis Theobald, the poet, made famous by Mr. Pope, in his Dunciad, was born at Sittingborne, his father being an attorney at this place.
SOME FEW of our antiquarians have been inclined to six the Roman station, called, in the second iter of Antonine, Durolevum, at or near Sittingborne; among which are Mr. Talbot, Dr. Horsley, Baxter, and Dr. Stukeley in his comment upon his favorite Richard of Cirencester; (fn. 1) but they have but little to offer in support of their conjecture, except the distances made use of in one or two copies, which are so different in many of them, that there is no trusting to any one in particular; consequently each alters them as it suits his own hypothesis best. The reader will find more of this subject under the description of both Lenham and Newington.
In the year 893, the Danes having fitted out a great number of ships, with an intention of ravaging the coasts of this kingdom, divided them into two fleets; with one of which they failed up the river Limene, or Rother, and with the other, under the command of Hastings, their captain, they entered the mouth of the river Thames, and landed at the neighbouring town of Milton. Near Milton they built a castle, at a place called Kemsley-down, about a quarter of a mile north-east from where the church of Milton now stands, which being overgrown with bushes, acquired the name of Castle rough. King Alfred, on receiving intelligence of these depredations, marched his forces towards Kent, and in order to flop their incursions, some time afterwards built on the opposite or eastern side of the creek, about a mile from the Danish intrenchments, a fortification, part of the ditches of which, and a small part of the stone-work, is still to be seen at Bayford-castle, in this parish.
Gerarde, the herbalist, found on the high road near this place,
Tragoriganum Dodonæi, goats marjorum of Dodo- næus.
Ruta muraria sive salvia vitæ, wall rue, or rue maidenhair; upon the walls of the church-yard here.
Colutea minima five coronilla, the smallest bastard sena; on the chalky barren grounds near Sittingborne, (fn. 2) and lately likewise by Mr. Jacob.
Hieracium maximum chondrillæ folio asperum; observed by Mr. John Sherard, very plentisully in the road from this place to Rochester.
Lychnis saponaria dicta, common sopewort; by him on the same road.
Tithymalus Hybernicus, Irish Spurge; between this place and Faversham.
Erysimum sophia dictum; found by Mr. Jacob, on the road sides near Sittingborne, and on the Standard Key.
Oenanthe cicutæ facie Lobellii, hemlock dropwort, found by him in the water lane between Sittingborne and Milton. (fn. 3)
THE MANOR OF MILTON is paramount over this parish, subordinate to which is
THE MANOR OF GOODNESTON, perhaps so called from its having been the property of Goodwyne, earl of Kent, who might have secured himself here at Bayford castle, in the year 1052, when having taken up arms against king Edward the Consessor, he raised an army, and ravaged the king's possessions, and among them the town of Milton, which he burnt to the ground.
On his death it most probably came to his son king Harold, and after the battle of Hastings into the hands of the crown, whence it seems to have been granted to the eminent family of Leyborne, of Leyborne, in this county. William, son of Roger de Leyborne, died possessed of it in the 3d year of king Edward II.
His grand-daughter Juliana, daughter of Thomas de Leyborne, who died in his life-time, became her grandfather's heir, and succeeded in this manor, to which she entitled her several husbands successively, all of whom she survived, and died S. P. in the 41st year of king Edward III. when no one being found, who could make claim to any of her estates, this manor, among the rest of them, escheated to the crown.
After which this manor of Goodneston, as it was then called, seems to have been granted by the crown to Robert de Nottingham, who resided at a seat adjoining to this manor, called
BAYFORD-CASTLE, where his ancestors had resided for several generations. Robert de Nottingham lived here in the reign of king Edward I. and dates several of his deeds apud castellum suum de Bayford, apud Goodneston. Robert de Nottingham, his successor, who became possessed of the manor of Goodneston as beforementioned, was sheriff in the 48th year of king Edward III. and kept his shrievalty at Bayford, bearing for his arms, Paly, wavy of two pieces, gules and argent, in which year he died, and was found by the inquisition to die possessed of lands at Sharsted, Pedding in Tenham, Newland, La Hirst, Higham in Milsted, Bixle, now called Bix, in Tong, and lastly, Goodneston, with Bayford, in Sittingborne; all which descended to his only son John Nottingham, who died without issue male, leaving Eleanor his daughter his sole heir, who marrying Simon Cheney, of Crall, in Sussex, second son of Sir Richard Cheney, of Shurland, he became, in her right, entitled to it. His grandson Humphry Cheney alienated both Goodneston and Bayford, at the latter end of king Henry VI.'s reign, to Mr. Richard Lovelace, of Queenhyth, in London.
His son Launcelot Lovelace was of Bayford, and purchased the manor of Hever in Kingsdown, near Farningham, under which a more ample account of him and his descendants may be seen. His second son William, heir to his eldest brother Sir Richard, who died S. P. at length became possessed of Goodneston, with Bayford, at which he resided, and dying anno 17 king Henry VII. left two sons, John and William Lovelace, esqrs. who possessed this manor and seat between them; the former of whom resided at Bayford, where he died in the 2d year of Edward VI. holding the moiety of this manor in capite, by knight's service, and leaving seven sons, of whom Thomas Lovelace, esq. his eldest son, inherited his interest in this manor and seat. He procured his lands to be disgavelled, by the act passed anno 2 and 3 Edward VI. and afterwards in the 10th year of queen Elizabeth, together with his cousin William Lovelace, by a joint conveyance, alienated Goodneston, with Bayford, to Mr. Ralph Finch, of Kingsdown, in this neighbourhood, whose son Mr. Thomas Finch, of that place, passed it away by sale to Sir William Garrard, who had been lord mayor in 1555, whose ancestors had been of this parish for several generations before, and perhaps were seated at Fulston in it, as many of them lie buried, in the chancel belonging to that seat, in this church. (fn. 4)
He died in 1571, and was buried in St. Magnus's church, in London, bearing for his arms, Argent, on a fess sable, a lion passant of the field; which arms, borne by his ancestors, are carved on the roof of the cloysters at Canterbury. After which it descended down to his grandson Sir John Garrard, or Gerrard, as this family now began to spell their name, who was of Whethamsted, in Hertfordshire, and was created a baronet in 1621. He was succeeded in it by his eldest son of the same name (at which time Bayford was become no more than a farm-house, being called Bayford-court farm). He died in 1700, leaving an only daughter and heir Mary, who carried the manor of Goodneston, with Bayford, among the rest of her inheritance, in marriage to Montague Drake, esq. of Shardeloes, in Agmondesham, in Buckinghamshire, who bore for his arms, Argent, a wivern, with wings displayed, and tail moved, gules. In whose descendants it continued down to William Drake, esq. M. P. for the borough of Agmondesham, as his ancestors had been, some few intermissions only excepted, ever since its being restored to its privilege of sending members to parliament, as a borough, anno 21 James I. He died possessed of this estate in 1796, and his heirs are at this time possessed of it.
A court baron is held for the manor of Goodneston, with Bayford.
CHILTON is a manor situated in the south-east part of this parish, which was formerly accounted a manor, and had owners of that furname, who held the manor of Chilton in Ash, near Sandwich, both which William de Chilton held at his death in the 31st year of king Edward I. one of whose descendants, in the beginning of king Edward III.'s reign, passed it away to Corbie, whose descendant Robert Corbie, of Boughton Malherb, died possessed of this manor of Chilton, alias Childeston, in the 39th year of that reign. (fn. 5) After which it passed by a female heir of this name in like manner as Boughton Malherb, to the family of Wotton, and from them again to the Stanhopes, (fn. 6) in which it continued till Philip, earl of Chesterfield, about the year 1725, alienated it to Richard Harvey, esq. of Dane-court, whose grandson, the Rev. Richard Harvey, died possessed of it in 1772, leaving his widow surviving, since which it has been sold to Balduck, and by him again to Mr. George Morrison, who now owns it, and resides in it.
FULSTON, called antiently Fogylston, was a large mansion, situated at a small distance southward from Chilton last-described, which, from the burials of the Garrards in the chancel belonging to this estate in Sittingborne church, seems to have been the early residence of that family in this parish. However that be, in the reign of Henry VIII. it was become the estate and residence of John Cromer, esq. the third son of Sir James Cromer, of Tunstall, who died in 1539, and was buried in this church, leaving his three daughters his coheirs; and in one of the windows of this church were the arms of John Cromer, esq. of Fulston, and his two wives, Guldeford and Grove, and their several quarterings.
Probably, by his will, or by a former entail, on his dying without male issue, this seat descended to his nephew Sir James Cromer, of Tunstall, whose grandson, of the same name, dying without male issue in 1613, Christian, one of his daughters and coheirs carried it in marriage to John Hales, esq. eldest son of Sir Edward Hales, of Tenterden, knight and baronet, as has been already more fully mentioned before under Tunstall, and in his descendants it has continued down to Sir Edward Hales, bart. of St. Stephen's, near Canterbury, the present owner of it. The greatest part of this mansion has been pulled down within memory, and a neat farm-house has been erected on the ruins of it.
Charities.
JOHN ALLEN, of Sittingborne, by his will in 1615, gave 40s. per annum for repairing the alms-houses in Crown-key-lane, and firing for the poor in them, to be paid out of Glovers, now Mrs. Bannister's.
ROBERT HODSOLE, by will in 1684, gave 10s. per annum to the poor, payable every Christmas-day yearly, out of Mrs. Rondeau's land.
JOHN GRANT, by will in 1689, gave 20s. per annum, to be paid in corn and bread on January 1, out of Mrs. Trott's farm.
FIVE SEAMS of boiling peas are yearly paid from the parsonage, to be distributed to the poor on every Christmas-day yearly.
KATHERINE DICKS, by her will, left the sum of 25l. to be put out on land security, the interest of it to be said out for ever in six two-penny loaves, to be given to six poor widows &c. who attend divine service, beginning every year on the first Sunday after Christmas-day, of the annual produce of 1l.
The poor annually relieved are about forty; casually eight hundred and fifty.
SITTINGBORNE is within the ECCLESIASTICAL JU RISDICTION of the diocese of Canterbury, and deany of Sittingborne
The church, which is dedicated to St. Michael, is a large, handsome building, of three isles and two chancels, and two cross ones; at the west end is a tower beacon steeple, in which is a clock, a set of chimes, and six bells.
On the stone font, which is an octagon, are the arms of archbishop Arundel, a shield, having on it a cross story; and another with the emblems of Christ's crucifixion on it.
On the 17th of July, 1762, the wind being exceeding high, a fire broke out on the roof of this church, occasioned by the plumbers, who were repairing the leads, having left their fire burning during their absence at dinner, which consumed the whole of it, except the bare walls and the tower. Next year a brief passed for rebuilding of it, which with the contribution of the inhabitants, and a gift of fifty pounds from archbishop Secker, they were enabled to set about.
This was stopped for some little time by the owners of the three chancels, belonging to the Bayford, Chilton, and Fulston estates, refusing to contribute to the rebuilding of them, and they were at length rebuilt at the same cost with the rest of the church; and the whole of it was afterwards completed and fitted up in a very handsome manner. By the fire the monuments against the walls were destroyed, and most of the gravestones broken by the falling of the timbers. The latter, in the rebuilding of the church, have, the greatest part of them, been most absurdly removed from the graves over which they lay, to other parts of the church, and some even from the church-yard, as it suited to make the pavement complete; so that there is now hardly a guess to be made, where the bodies lie, that the inscriptions commemorate, but the gravestones of the Lushingtons, I believe, were none of them removed. In the south cross chancel belonging to the estate of Fulston, is a monument for Thos. Bannister, gent. obt. 1750, arms, Argent, a cross story, sable. The brass plate, on which the inscription was, for John Crowmer, of Fulston, and his two wives, in this chancel, being loose, there was found on the under side of it one in Latin, for Robert Rokele, esq. once dwelling with the most revered lady, the lady Joane de Bohun, countess of Hereford, Essex, and Northton, who died in 1421, an instance of œconomy which has been discovered at times in other churches.
The south-east chancel belonged to the Chilton estate; there are many gravestones of the family of Lushington in it. Dr. Lushington's monument was entirely destroyed at the time of the fire. In the upper part of this chancel is a vault, belonging to the Chilton estate, in which is only one coffin, of Mr. Harvey, who died in 1751, and a great quantity of bonespiled up at one end of it.
The archdeacon's court, in which he holds his visitation, is at the upper end of this chancel.
The coats of arms in the windows of the church, which were many, were entirely destroyed, and they have been since entirely resitted with modern glass.
The middle chancel is the archbishop's, and belongs to the parsonage; in which there is a memorial for Mathew, son of Sir John, and grandson of archbishop Parker, who died in 1645. The north chancel is made use of now as a vestry. The north cross chancel belongs to the Bayford estate. In the north wall of it there is the effigies of a woman, lying at length, in the hollow of the wall, with an arch, carved and ornamented, over her, and midway between the arch and figure, a flat table stone of Bethersden marble: the whole of it seems very antient.
In this church there was, before the reformation, a chantry, called Busherb's chantry.
The church of Sittingborne belonged to the Benedictine nunnery of Clerkenwell, to which it was appropriated before the 8th year of king Richard II. and it remained part of the revenues of it till its dissolution, in the 31st year of king Henry VIII.'s reign.
¶This church thus coming into the king's hands, seems to have remained part of the revenues of the crown till queen Elizabeth, in her 3d year, granted the parsonage of it, with the advowson of the vicarage, the former being then valued at 13l. 6s. 8d. to archbishop Parker. Since which they have continued parcel of the possessions of the archbishopric, and remain so at this time.
The parsonage has been from time to time leased out on a benesicial lease, at the yearly rent of 13l. 6s. 8d. In 1643 John Olebury, gent. was lessee; in later times, Cockin Sole, esq. of Bobbing, whose son John Cockin Sole, esq. died possessed of it in 1790, since which this lease has been sold under the directions of his will.
In the 8th year of king Richard II. this parsonage was valued at 23l. 6s. 8d.
In 1578, on a survey of the diocese of Canterbury, it was returned, that this parsonage was impropriate to the queen's majesty; the vicarage also in her gift; dwelling-houses eighty; communicants three hundred; the tenths twenty shillings.
The vicarage is valued in the king's books at ten pounds, the yearly tenths being one pound. In 1640, it was valued at fifty-six pounds. Communicants three hundred and eighty.
The vicarage is situated not far from the north side of the church-yard, adjoining to which is the only piece of glebe land belonging to it.
+++ 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 F-94 Starfire was a first-generation jet aircraft of the United States Air Force. It was developed from the twin-seat Lockheed T-33 Shooting Star in the late 1940s as an all-weather, day/night interceptor.
The aircraft reached operational service in May 1950 with Air Defense Command, replacing the propeller-driven North American F-82 Twin Mustang in the all-weather interceptor role. The F-94 was the first operational USAF fighter equipped with an afterburner and was the first jet-powered all-weather fighter to enter combat during the Korean War in January 1953.
The initial production model was the F-94A, which entered operational service in May 1950. Its armament consisted of four 0.50 in (12.7 mm) M3 Browning machine guns mounted in the fuselage with the muzzles exiting under the radome. Two 165 US Gallon (1,204 litre) drop tanks, as carried by the F-80 and T-33, were carried on the wingtips. Alternatively, these could be replaced by a pair of 1,000 lb (454 kg) bombs under the wings, giving the aircraft a secondary fighter bomber capability. 109 were produced.
The subsequent F-94B, which entered service in January 1951, was outwardly virtually identical to the F-94A. The Allison J33 turbojet had a number of modifications made, though, which made it a very reliable engine. The pilot was provided with a more roomy cockpit and the canopy was replaced by a canopy with a bow frame in the center between the two crew members, as well as a new Instrument Landing System (ILS). 356 of these were built.
The following F-94C was extensively modified and initially designated F-97, but it was ultimately decided to treat it as a new version of the F-94. USAF interest was lukewarm, since aircraft technology developed at a fast pace in the Fifties, so Lockheed funded development themselves, converting two F-94B airframes to YF-94C prototypes for evaluation.
To improve performance, a completely new, much thinner wing was fitted, along with a swept tail surface. The J33 engine was replaced with a more powerful Pratt & Whitney J48, a license-built version of the afterburning Rolls-Royce Tay, which produced a dry thrust of 6,350 pounds-force (28.2 kN) and approximately 8,750 pounds-force (38.9 kN) with afterburning.
The fire control system was upgraded to the Hughes E-5 with an AN/APG-40 radar in a modified nose with an enlarged radome. The guns were removed and replaced with an all-rocket armament, which was – at that time – regarded as more effective against high-flying, subsonic bomber formations. The internal armament consisted of four flip-up panels in a ring around the nose, each containing six rockets. External pods on the wings augmented the offensive ordnance to 48 projectiles. Operational service began with six squadrons by May 1954.
According to test pilot Tony LeVier, the F-94C was capable of supersonic flight, but Lockheed felt that the straight wing limited the airframe's potential, esp. with the uprated engine. Besides, the earlier F-94 variants already saw the end of their relatively brief operational life, already being replaced in the mid-1950s by the Northrop F-89 Scorpion and North American F-86D Sabre interceptor aircraft in front-line service and relegated to National Guard service. Therefore, Lockheed launched another update program for the F-94 in 1953, again as a private venture.
The resulting F-94E (the F-94D was a proposed fighter bomber variant which made it to prototype staus) was another, evolutionary modification of the basic concept, which, in the meantime, had almost nothing left in common with its F-80/T-33 ancestry.
It was based on the F-94C, most obvious change was the introduction of swept wings for supersonic capability in level flight. This change also necessitated other aerodynamic adjustments, including a new, deeper fin with increased area and a modified landing gear that would better cope with the increased AUW.
Under the hood, the F-94E was constructed around the new Hughes MG-3 fire control system, similar to the early F-102, but kept the AN/APG-40, even though it was coupled with an enlarged antenna. The respective new radome now covered the complete nose cross section. Furthermore, the F-94 E introduced innovations like a Texas Instruments infrared search/tracking system (IRST), which allowed passive tracking of heat emissions, mounted in a canoe fairing under the nose, passive radar warning receivers, transponders as well as backup artificial horizons.
With this improved equipment the interceptor was now able to deploy semi-active radar homing GAR-1s and/or infrared GAR-2s (later re-designated AIM-4A/B Falcon), operating at day and night as well as under harsh weather conditions.
All missiles were carried externally on underwing pylons. Beside the original main wet hardpoints outside the landing gear (typically a pair of 165 US Gallon (1,204 litre) drop tank, that were carried on the wing tips on the former versions), two additional pairs of lighter pylons were added under the wing roots and the outer wings.
Typically, a pair of SARH- and IR-guided AIM-4s were carried, one per pylon, plus a pair of drop tanks. Alternatively, the F-94E could carry up to 4.000 lb (1,816 kg) of ordnance, including up to six streamlined pods, each holding nineteen 2 ¾” in (70 mm) Mk 4/Mk 40 Folding-Fin Aerial Rockets. Any internal armament was deleted.
The F-94E's new wings allowed a top speed of 687mph at sea level and a top speed of 693 mph (1,115 km/h) at height – compared with the F-94C’s 640 mph (556 kn, 1,030 km/h) a rather mild improvement. But the enlarged wing area resulted in a considerably improved rate of climb as well as good maneuverability at height. The F-94E's performance was overall on par with the F-86D, with the benefit of a second crew member, while its weapon capability was comparable with the much bigger (but slower) F-89.
Both of these types were already introduced, so the Air Force's interest was, once more, less than enthusiastic. Eventually the F-94's proven resilience to harsh climate conditions, esp. in the Far North, earned Lockheed in 1955 a production contract for 72 F-94Es for interceptor squadrons based in Alaska, New Foundland, Greenland and Iceland.
These production machines arrived to the Northern theatre of operations in summer 1956 and featured an improved weapon capability: on the wet wing hardpoints, a pair of MB-1 Genie (formerly known as ‘Ding Dong’ missile, later re-coded AIR-2) nuclear unguided rockets could be carried.
For the missile pylons under the wing roots, twin launch rails were introduced so that the F-94E could theoretically carry a total of up to eight AIM-4 missiles, even though the wet pylons were typically occupied with the drop tanks and only two pairs of AIM-4A and B were carried under the wing roots. The J48 engine was slightly uprated, too: the F-94E’s P-9 variant delivered now 6,650 lbf (29.5 kN) dry thrust and 10,640 lbf (47.3 kN) at full afterburner.
Keflavik Airport, Iceland, although controlled by Military Air Transport Service (MATS), was the first base to be equipped with F-94Es as part of the 82d Fighter-Interceptor Squadron in early 1957, where the machines replaced F-94Bs and F-89Cs.
The type was popular among the crews, because it coupled a relatively high agility (compared with the F-89 Scorpion) with the psychological benefit of a two men crew, not to be underestimated during operations in the Far North as well as over open water.
The F-94's career didn't last long, though, the aircraft soon became outdated. The last F-94E was already retired from USAF front-line service in November 1962, only three years after the last F-94C Starfires were phased out of ANG service. Eventually, the fighters were replaced by the F-101, F-102 and the F-106.
General characteristics:
Crew: 2
Length: 44 ft 11 in (13.71 m)
Wingspan: 39 ft 10 in (12.16 m)
Height: 14 ft 6 in (4.43 m)
Wing area: 313.4 sq ft (29.11 m²)
Empty weight: 12,708 lb (5,764 kg)
Loaded weight: 18,300 lb (8,300 kg)
Max. takeoff weight: 24,184 lb (10,970 kg)
Powerplant:
1× Pratt & Whitney J48-P-9 turbojet, rated at 6,650 lbf (29.5 kN) dry thrust
and 10,640 lbf (47.3 kN) at full afterburner.
Performance:
Maximum speed: 693 mph (1,115 km/h) at height and in level flight
Range: 805 mi (700 nmi, 1,300 km) in combat configuration with four AAMs and two drop tanks
Ferry range: 1,275 mi (1,100 nmi, 2,050 km)
Service ceiling: 51,400 ft (15,670 m)
Rate of climb: 12,150 ft/min (61.7 m/s)
Wing loading: 78.6 lb/ft² (384 kg/m²)
Thrust/weight: 0.48
Armament:
Six underwing pylons for a mix of AIM-4 Falcon AAMs (IR- and SARH-guided),
pods with unguided 19× 2.75” (70 mm) Mk 4/Mk 40 Folding-Fin Aerial Rockets,
a pair of 165 gal. drop tanks or a pair of unguided nuclear MB-1 Genie air-to-air missiles
The kit and its assembly:
Another entry for the Cold War GB at whatifmodelers.com. This build was originally inspired by profiles of a P-80/F-86 hybrid, and respective kitbashings from other modelers. An elegant, though fictional, aircraft! Nevertheless, I wanted to build one, too, and take the original idea a step further. So I chose the F-94 as an ingredient for the kit mix – a rather overlooked aircraft, and getting hands on a donation kit took some time, since there are not many options.
I wanted to use the F-94C as starting point, which is already considerably different from the F-80/T-33. Adding swept wings (from a Hobby Boss F-86F, with larger “6-3” wings) changed this look even more. So much that I decided to modify the fin, which did not look appropriate anymore.
The fin and the spine’s rear end was replaced with the fin of a Kangnam/Revell Yak-38. In order to unify shapes and make the donation less obvious, the Yak-38 fin’s characteristic, pointed tip was clipped and replaced by a more conventional design, scratched from a piece of 1.5mm styrene sheet. In the wake of this modification, the round elevator tips were clipped, too.
Using the F-94’s landing gear wells as benchmarks, the F-86 wings (which had to be cut off of the Hobby Boss kit’s integral, lower fuselage part) were sanded into shape and simply glued into a proper position.
This worked so well that a completely new and plausible main landing gear installation was created. As a consequence, I used the F-86’s landing gear struts - they are much better detailed than the Emhar F-94C’s parts. The front wheel strut (it’s a single piece) was transplanted too, even though the suspension was switched 180°.
The Emhar F-94C’s cockpit is pretty good (esp. the seats) and were taken OOB. I just covered some gaps in the cockpit walls and under the windscreen with paper tissue, soaked with white glue.
The nose was replaced by a bigger radome, taken from an Armstrong Whitworth Meteor NF.14 (Matchbox kit). Its diameter and shape fit almost perfectly onto the F-94C’s front end, and the result reminds a lot of the EF-94C photo reconnaissance test aircraft! Under the nose, a shallow fairing for the IR sensor was added, and all four air brakes were mounted in open position.
The underwing pylons come from the scrap box (one pair from an Airfix A-1 Skyraider, another from an ESCI Kamow Ka-34 ‘Hokum’ which also provide the launch rails for the ordnance). The drop tanks come probably from an Italeri F-16 (not certain) while the four AIM-4s come from a Hasegawa USAF air-to-air weapons set.
Painting and markings:
This was supposed to become a classic USAF aircraft of the late Fifties, since the F-94 had never been exported. I was actually tempted to add Red Stars, though, because the overall shape has a certain Soviet look to it - esp. the nose, which reminds a lot of the contemporary Yak-25 interceptor?
But the original USAF idea won, with an all-metal finish. In order to brighten things up I chose a squadron that served with the Northeast or Alaskan Air Command, which added orange-red high-viz markings to wings and fuselage.
The NMF sections were primed with a base coat of Revell’s acrylic Aluminum. On top of that, single panels and details were painted with Alu Plate and Steel Metallizer from Modelmaster.
The International Orange markings were created with Humbrol 132, slightly shaded with orange (Humbrol 18).
Part of the nose section and the spine were painted in ADC Grey (FS 16473, Modelmaster), just for some diversity. Cockpit interior and landing gear wells received a coat of US Cockpit Green (Humbrol 226), while the interior of the air brakes was painted in Zinc Primer (Humbrol 81), according to pictures of operational F-94s.
The landing gear struts and the inside of their covers became Aluminum (Humbrol 56). The anti glare panel in front of the cockpit was done with dark olive drab (Humbrol 66), the radome flat black and weathered with wet-in-wet streaks of sand brown.
Operational F-94s show serious weathering on their di-electric noses, so this detail was taken over to the kit. Other weathering with paint, beyond a basic black ink wash and some shading on the orange areas, was not done.
The drop tanks were painted with Steel Metallizer, for a different metallic shade from the fuselage, and the AIM-4’s received a typical outfit in white and bright red with different seeker heads.
Primary decals come from a Heller F-94B kit, which have the benefit of a silver background – even though this does not match 100% with the paint. Squadron markings come from an Xtradecal F-102 sheet, tailored to the kit. Most stencils come from the Emhar OOB sheet, plus some more from the aforementioned F-102 sheet.
After some soot stains around the exhaust were added with graphite, the kit was sealed under a coat of semi-glossy acrylic varnish. The anti glare panel and the radome were kept matt, though.
A pretty result. Mixing parts from a Shooting Star and a Sabre (a Shooting Sabre, perhaps?) results in a very elegant aircraft. And while the F-94 lost much of its original, elegant appeal, the combo still works with this later interceptor variant of the F-80. Very plausible, IMHO.
Manor Oreca 05 - Nissan #44 driven by Tor Graves / Roberto Merhi / Matthew Rao during the race for the 24 Heures du Mans held at Circuit des 24 heures, Pays da la Loire, Le Mans, France on June18th - 19th 2016
We did 12,000 or so steps on Saturday, but we knew we would crush that today. I had looked at the map, and a plan had come together.
Only, I have man flu, and as the day went on my temperature went up and up and I was sweating for England. And sneezing. I was a mess. But also driven to take snaps and see thing I have only dreamed of seeing.
First of all we walked up Greenwich Street for about ten blocks, past all these grand old buildings, offices and tree lined streets, not having a village feel, but this was The Village.
We stopped off for breakfast at a café, sat at a table and pretended it wasn’t trying to rain. We both have pancakes and either bacon or sausage, and lashings of syrup. And plenty of hot joe.
Refuelled, we set off north some more, until we went one block west and in front of us, was the start of the High Line. The High Line is an old elevated freight railway, that has now been converted to a walk and wildflower garden
But before we walked that, we had an appointment with Mr Hopper at the Whitney Gallery. And we were half an hour ahead of schedule, so we sat outside a while, just resting up. I got talking to an artist who had set up a stall to sell her work, and got onto the subject of copyright theft as she thought I had snapped her work, and I said I would not do that as I respected people’s work.
She was very pleasantly surprised, and so we had a long talk, until it was time to go into the museum.
We went to the top of the building, out to the viewing platforms to get views over the city to the huge scrapers in Uptown.
Contemporary art can be challenging, and not all floats my boat, but there were some great stuff in there. And some blank canvasses, that’s all I’m saying.
Outside again, we buy a drink and a pretzel, then climb the steps onto the High Line and find a place to sit and eat.
Now, I like a walk, especially if there are plants and butterflies to look at, what I was not expecting is that half the city would also be out walking too, and getting in the way too, I mean, we’re all photographers these days, but damn, there were some crowds and slow walking people.
Highlight really was seeing a Monarch Butterfly, near enough to snap, even if I did not have the macro lens, but still, amazingly beautiful to see.
Near the end of the walk, the line winds through some spectacular new scrapers being built, then around the sidings for trains operating out of Penn Station, then one final corner and the walk drops to street level, right by the Mega Bus stops, and the place was even busier, that and the ComicCon taking place the other side of the street.
-----------------------------------------
The High Line is a 1.45-mile-long (2.33 km) elevated linear park, greenway and rail trail created on a former New York Central Railroad spur on the west side of Manhattan in New York City.[1] The High Line’s design is a collaboration between James Corner Field Operations (Project Lead), Diller Scofidio + Renfro, and Piet Oudolf. The abandoned spur has been redesigned as a "living system" drawing from multiple disciplines which include landscape architecture, urban design, and ecology. Since opening in 2009, the High Line has become an icon of contemporary landscape architecture.[3]
The park is built on a disused, southern viaduct section of the New York Central Railroad line known as the West Side Line. Originating in the Lower West Side of Manhattan, the park runs from Gansevoort Street – three blocks below 14th Street, in the Meatpacking District – through Chelsea to the northern edge of the West Side Yard on 34th Street near the Javits Center.[4] The West Side Line formerly extended south to a railroad terminal at Spring Street, just north of Canal Street, and north to 35th Street at the site of the Javits Center. Most of the viaduct's southern section was demolished in 1960,[5] and the section north of 34th Street was demolished and reconfigured in 1981.[6] Another small portion was demolished in 1991.[7] The High Line was inspired by the 3-mile-long (4.8 km) Promenade plantée (tree-lined walkway), a similar project in Paris which was completed in 1993.[8][9]
Because of declining usage, the railway viaduct was effectively abandoned in 1980. Repurposing the railway into an urban park began in 2006,[10][11] with the first phase opening in 2009[12] and the second phase opening in 2011.[13] The third and final phase opened to the public on September 21, 2014.[14] A short stub above Tenth Avenue and 30th Street will open by 2018, when the first phase of the Hudson Yards Redevelopment Project is complete.[15]
The High Line's success has inspired cities throughout the United States to redevelop obsolete infrastructure as public space.[16] The project has spurred real estate development in adjacent neighborhoods,[17] increasing real-estate values and prices along the route in an example of the halo effect.[18] As of September 2014, the park had nearly five million visitors annually
The park extends from Gansevoort Street to 34th Street. At 30th Street the elevated tracks turn west around the Hudson Yards Redevelopment Project[19] to the Jacob K. Javits Convention Center on 34th Street,[4] although the northern section is expected to be integrated with the Hudson Yards development and the Hudson Park and Boulevard.[20] When the Hudson Yards Redevelopment Project's Western Rail Yard is finished in 2018 it will be elevated above the High Line Park, so an exit along the viaduct over the West Side Yard will lead to the Western Rail Yard.[21] The 34th Street entrance is at grade, with wheelchair access.[4][21]
The park is open daily from 7 a.m. to 7 p.m. in winter, until 10 p.m. in spring and fall, and until 11 p.m. in summer (except for the Interim Walkway west of 11th Avenue, which is open until dusk). It can be reached through eleven entrances, five of which are accessible to people with disabilities. The wheelchair-accessible entrances, each with stairs and an elevator, are at Gansevoort, 14th, 16th, 23rd, and 30th Streets. Additional staircase-only entrances are located at 18th, 20th, 26th, and 28th Streets, and 11th Avenue. Street-level access is available at 34th Street via the Interim Walkway, which runs from 30th Street and 11th Avenue to 34th Street west of 11th Avenue.
In 1847, the City of New York authorized the construction of railroad tracks along Tenth and Eleventh Avenues on Manhattan's West Side. The street-level tracks were used by the New York Central Railroad's freight trains, which shipped commodities such as coal, dairy products and beef.[53][54] For safety the railroad hired "West Side cowboys", men who rode horses and waved flags in front of the trains.[55] However, so many accidents occurred between freight trains and other traffic that the nickname "Death Avenue" was given to Tenth[56][57] and Eleventh Avenues.[53] In 1910, one organization estimated that there had been 548 deaths and 1,574 injuries over the years along Eleventh Avenue.[53]
Public debate about the hazard began during the early 1900s.[58] In 1929 the city, the state, and New York Central agreed on the West Side Improvement Project,[54] conceived by Robert Moses.[59] The 13-mile (21 km) project eliminated 105 street-level railroad crossings and added 32 acres (13 ha) to Riverside Park; it also included construction of the West Side Elevated Highway. It cost more than $150 million,[60] worth about $2.14 billion in 2017 dollars.[61] The last stretch of street-level track was removed from Eleventh Avenue in 1941.[58]
The first train on the High Line viaduct, part of New York Central's West Side Line, ran along the structure in 1933.[62] The elevated structure was dedicated on June 29, 1934, and was the first part of the West Side Improvement Project to be completed.[63] The High Line, which originally ran from 35th Street to St. John's Park Terminal at Spring Street,[6] was designed to go through the center of blocks rather than over an avenue;[63][55] as a result, the viaduct's construction necessitated the demolition of 640 buildings.[63][58] It connected directly to factories and warehouses, allowing trains to load and unload inside buildings. Milk, meat, produce, and raw and manufactured goods could be transported and unloaded without disturbing street traffic.[55] This reduced the load on the Bell Laboratories Building (which has housed the Westbeth Artists Community since 1970)[64] and the former Nabisco plant in Chelsea Market, which were served from protected sidings in the buildings
+++ 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 Nakajima Ki-104 was a further development of the Ki-87; the latter was a Japanese high-altitude fighter-interceptor of World War II, a single seat, exhaust-driven turbo-supercharged engined, low-wing monoplane with a conventional undercarriage.
The Ki-87 was one of several designs of various manufacturers developed in response to American B-29 Superfortress raids on the Home Islands. The Ki-87 followed up on earlier research by Nakajima and the Technical Division of Imperial Army Headquarters into boosting a large radial engine with an exhaust-driven turbo-supercharger, which had begun in 1942, well before the B-29 raids began.
The efforts of the Technical Division of Imperial Army Headquarters eventually culminated into the high-performance, tandem-engine Tachikawa Ki-94-I, while the Ki-87 under the lead of Kunihiro Aoki was developed as a fall-back project, using less stringent requirements.
Nakajima started in July 1943 with the construction of three prototypes, to be completed between November 1944 and January 1945, and seven pre-production aircraft, to be delivered by April 1945.
The Technical Division of Imperial Army Headquarters made itself felt during the development of the Ki-87 prototype when they insisted upon placing the turbo-supercharger in the rear-fuselage, and from the sixth prototype the Nakajima fighter was to have that arrangement. Construction was further delayed due to problems with the electrical undercarriage and the turbo-supercharger itself. As a consequence, the first Ki-87 prototype was not completed until February 1945; it first flew in April, but only five test flights were completed.
A further variant, the Ki-87-II, powered by a 3,000 hp Nakajima Ha217 (Ha-46) engine and with the turbo-supercharger in the same position as the P-47 Thunderbolt. Due to the long development period of the Ki-87, several major structural changes were made, too, that eventually changed the aircraft so much that it received a new, separate kitai number and became the Ki-104.
Kunihiro Aoki's new design was approved by the Koku Hombu, and an order was placed for one static test airframe, three prototypes, and eighteen pre-production aircraft. Only 2 prototypes were built in the event; the first was equipped with a single 1,895 kW (2,541 hp) Nakajima Ha219 [Ha-44] engine, driving a 4-blade, but the second one received the stronger Nakajima Ha217 (Ha-46) and a 6-blade propeller.
The pre-production machines (Ki-104-I or -Tei) were all produced with Ha217 engines, but featured various four-bladed propeller (-a, -b) designs as well as the new 6-blade propeller (-c). Compared to the prototypes, armament was beefed up from a pair of 20mm Ho-5 and a pair of 30mm Ho-155-I cannons in the wings to four of the new, more compact Ho-155-II cannons (originally designed for the unsuccessful Ki-102 assault aircraft and optimized for wing installation).
All pre-production Ki-104-Is were allocated to an independent IJA Headquarter Flight where they were tested alongside established fighters in the defence of the Tokyo region. Based on this 3rd Independent Flight's unit marking, a completely black tail with the unit's emblem, the Ki-104s were inofficially called Ic '黒の尾'/'Kurono-'o, which literally means "Black Tail".
The first operational Ki-104s reached this unit in spring 1945 and saw limited use against the incoming streams of B-29 bombers (2 unconfirmed downings in the Tokyo region). After these initial contacts that left a serious impression the new type received the USAF code name "Cooper", but the hostilities' soon end however stopped any further work and serial production. No Ki-104 survived the war.
General characteristics:
Crew: 1
Length: 12 m (39 ft 4 in)
Wingspan: 14 m (45 ft 11 in)
Height: 4.65 m (15 ft 3 in)
Wing area: 28 m² (301.388 ft²)
Airfoil: Tatsuo Hasegawa airfoil
Empty weight: 4,637 kg (10,337 lb)
Loaded weight: 6.450 kg (14.220 lb)
Powerplant:
1× Nakajima Ha219 [Ha-44-12] 18-cylinder air-cooled radial engine, 1,835 kW (2,461 hp)
Performance
Maximum speed: 712 km/h (385 kn, 443 mph)
Cruise speed: 440 km/h (237 kn, 273 mph)
Range: 2,100 km (1,305 mi)
Service ceiling: 14,680 m (48,170 ft)
Wing loading: 230.4 kg/m² (47.2 lb/ft²)
Power/mass: 0.28 kW/kg (0.17 hp/lb)
Climb to 5,000 m (16,400 ft): 5 min 9 sec;
Climb to 10,000 m (32,800 ft): 17 min 38 sec;
Climb to 13,000 m (42,640 ft): 21 min 03 sec
Armament
4× 30 mm (1.18 in) Ho-155-II cannons in the wings
Underwing hardpoints and centerline pylon for up to 3× 250 kg (551 lb) bombs
or a single 300l drop tank under the fuselage
The kit and its assembly:
This whif is the result of many ideas and occasions. First of all, I had a leftover six-blade propeller from a Hasegawa J7W Shinden in stock. Then I recently had an eye on kits of late Japanese high altitude fighters with turbosuperchargers, like the Ki-91-II or the Ki-106. These are available from RS Models, but rare and rather costly. And I wondered how a P-47 might look like without its deep belly? All this was finally thrown into a big idea stew, and the Ki-104 is the home-made hardware result!
As a side note: the Ki-104 was a real IJA project, AFAIK based/related to the Tachikawa Ki-94-I twin-boom/push-pull high altitude fighter, a re-worked, more conventional design. Information is sparese and it never reached any hardware stage and remained a paper project as the Rikugun Kogiken Ki-104; I just "revived" the number for my whif, but maybe the real Ki-104 could have looked like it... ;-)
The kit is a bashing of various parts and pieces:
- Fuselage and wing roots from an Academy P-47-25
- Wings from an Ark Model Supermarine Attacker (ex Novo)
- Tail fin is a modified part of a Matchbox Ju 188 stabilizer
- The stabilizers are outer sections from a Matchbox Douglas F3D Skyknight
- Cowling comes from an ART Model Grumman F8F Bearcat, the engine was scratched
- Propeller from a Hasegawa J7W Shinden
- Main wheels from a Matchbox F6F Hellcat
My choice fell onto the Academy Thunderbolt because it has engraved panel lines, offers the bubble canopy as well as good fit and detail. The belly duct had simply been sliced off, and the opening later faired over with styrene sheet and putty.
The Bearcat cowling was chosen because it had very good fitting width in order to match with the P-47 fuselage, and it turned out to be a very good choice - even though I had to add a dorsal connection, a simple styrene wedge, to create a good profile.
Inside, the engine consists of a reversed Hobby Boss F6F engine, with a fan dummy that covers any view on non-existent interior details... A styrene tube was added, into which a metal axis can be inserted. The latter holds the propeller, so that it can spin with little hindrance.
The Attacker wings were chosen because of their "modern" laminar profile - the Novo kit is horrible, but acceptable for donations. And the risen panel lines and rivets should later do great work during the weathering process... OOB, the Attacker wings had too little span for the big P-47, so I decided to mount the Thunderbolt's OOB wings and cut them at a suitable point: maybe 0.5", just where the large wheel fairings for the main landing gear ends.
The intersection with the Attacker wings is almost perfect in depth and width, relatively little putty work was necessary. I just had to cut out new landing gear well parts.
With the new wing shape, the tail surfaces had to be changed accordingly, with parts from a Matchbox Skyknight and a highly modified piece from a Matchbox Ju 188 stabilizer.
The OOB cockpit and landing gear was retained, I just replaced the main wheels with slightly more delicate alternatives from a Matchbox F6F Hellcat.
Once the basic bodywork was done I added the exhaust arrangement under the fuselage; the outlets are oil cooler parts from a Fw 190A, the air scoop once belonged to a Martin Marauder and the long ducts are actually HO scale roof rails. The oil cooler under the engine comes from a Hobby Boss La-7.
Pretty wild mix, but it works surprisingly well!
Painting and markings:
Even though this was supposed to become a late WWII IJA fighter, I did neither want the stereotype NMF look nor the classic green/grey livery or a respective mottled scheme. What I finally settled upon, though, took a long while to manifest, and it looks ...odd.
I wanted a camouflage scheme, but none of the more exotic real world options was fine for me; there had been fighters with black upper surfaces, bright blue ones, or blue mottle on top of NMF. But all this did not convince me, and I eventually created an experimental scheme. And the paint was supposed to look heavily worn, as if the paint had been applied directly onto the bare metal, without primer, so that it chips and flakes off easily.
The tones were supposed to be suitable for high altitudes, but not the classic IJA colors - nothing even close. eventuelly I came up with an all-around turquoise green (ModelMaster Fulcrum Grey Green) plus a pale grey-green (ModelMaster RAF Dark Slate Grey) as contrast for the upper sides. Sick combination, yes, esp. with the Aluminum shining through, which was applied first as a kind of acrylic primer. The camouflage paint was carefully brushed on top of that, with panel-wise strokes from back to front. Tedious, but effective.
The black tail was applied similarly, it is a free interpretation of real IJA markings; for instance, the 244th Sentai arcraft bore all-red tail sections. Black is an uncommon color, but since I wanted to create fictional squadron markings, too, this was a suitable concept. And it looks cool and mysterious...
The cockpit interior was painted with Aodake Iro (Modelmaster), the section behind the pilot's seat and where the sliding canopy moves on the outside, were painted with IJA Dark Green - just an odd idea. In front of the cockpit a black anti glare panel was added. The landing gear and the respective wells were painted with Steel Metallizer (just to set them apart from the lighter Aluminum all around). The propeller was painted in reddish brown tones, the spinner in Humbrol 160 and the blades in 173.
After this basic painting the kit received a black ink wash, and decals were applied. These were taken from various aftermarket sheets, including generic, white and yellow sheet for the Home Defence markings on wings and fuselage, the white fuselage trim or the yellow ID markings on the wings' leading edges.
As next step the complete kit was carefully wet-sanded, primarily from front to back, so that more of the aluminum primer showed through, the decals (esp. the Hinomaru) were worn out and the camouflage paint on top lost some of its hard edges.
The sanding residues had to be cleaned away thoroughly (with a soft toothbrush and lots of water), and then, repairs, e .g. where the bare plastic came through, as well as extra effects with dry-painted, lighter camouflage tones were done. Final cosmetics also include oil and dirt stains with Tamiya"Smoke", also applied by brush.
Once everything was dry and clean (despite the kit's look), everything was sealed under a coat of varnish - a 3:1 mix of matt and gloss Revell Acrylics.
A complex and lengthy painting process, but I think the effort paid out because the procedure mimicks the structure and look of a worn paint job instead of trying to look like it when you paint a cammo scheme and add metal effects "on top". This works for small chips, but not for the flaked look I had been looking for.
The Ki-104 turned out to be a very conclusive kitbashing - I think that the P-47-with-Attacker-wings-and-new-cowling bears more potential, and I might try it again, e. g. for a naval Thunderbolt development?
I seek refuge in Allah from Satan, the outcast.
In the name of Allah, the Beneficent, the Merciful.
Allah’s peace be upon Prophet Muhammad (S.A.W), the glorious Prophet of Islam, and on his Companions and his followers.
TASAWWUF
"There is no doubt that Tasawwuf is an important branch of Islam. The word itself may have been derived form the Arabic word "Soof" (Wool) or from "Safa" (cleanliness), but its foundation lies in one’s personal sincerity in seeking Allah’s nearness and trying to live a life pleasing to Him. Study of the Quran, the Hadith, and the practical life of the holy Prophet Muhammad (S.A.W) and his faithful Companions provide unmistakable support to this reality." (Hazrat Moulana Allah Yar Khan (R.A)
SUFISM, AN ESSENTIAL PART OF ISLAM
Doubts exist not only in the minds of the Muslim faithful but also among the Ulema, notably the exoteric about Tasawwuf and its votaries. Often they lead to misunderstanding, as if Shariah and Tariqah were two separate entries, or that Tasawwuf was some obscure discipline foreign to Islam, or that it was altogether above the established laws and injunctions of our Religion. To help remove these misgivings and to reassure seekers, as well as scholars, our Sheikh Hazrat Moulana Allah Yar Khan (R.A), Sheikh Silsila Naqshbandia Awaisia, wrote Al-Jamal Wal Kamal, Aqaid-O-Kamalaat Ulmai-e-Deoband, Binat-e-Rasool (S.A.W), Daamad-e-Ali (R.A), Dalael-us-Salook, Ejaad-e-Mazhab Shia, Hayat-un-Nabi (S.A.W), Hayat Barzakhia, Ilm-o-Irfan, Niffaz-e-Shariat Aur Fiqah-e-Jaferia, Saif-e-Owaisi, Shikast-e-Ahdai Hussain and Tahkeek Halal Haram books.
BIOGRAPHY
Sheikh Allah Yar Khan was born in Chakrala, a remote village of Mianwali District of Pakistan, in 1904. He completed his religious education in 1934. The very year, he met Shaykh Abdul Rahim, who took him to the shrine of Shaykh Allah Deen Madni. By Divine Will his spiritual connection was right away established with the saint of the 10th century Hijra (sixteenth century) and he started receiving spiritual beneficence. His sublime education in Sufism, signifying progressive spiritual growth and advancement, continued for about twenty-five years. In 1962 he was directed to carry out the propagation of Prophetic blessings - a noble mission that he accomplished with singular enthusiasm and devotion for a period spanning half a century. Anybody who visited him was duly rewarded with a share of spiritual bliss as per his/her sincerity and capacity. Shaykh Allah Yar Khan's mission produced men and women of deep spiritual vision and distinction.
Although Hazrat Moulana Allah Yar Khan (R.A) have lived a major portion of his life as a scholar, with the avowed mission of illuminating the truth of Islam and the negation of fallacious sects, and this would appear quite removed from Tasawwuf, yet the only practical difference between the two, namely the use of the former as a media to expound the truth, and the latter to imbue people with positive faith. Nevertheless, people are amazed that a man, who until the other day, was known as a dialectician and a preacher of Islam, is not only talking of Mystic Path, but is also claiming spiritual bonds with the veteran Sufi Masters of the Past. This amazement is obviously out of place in the view of Quranic injunction: This is the bounty of Allah which He gives to whom He wills. (62:4)
THE PURIFICATION OF THE SOUL
The purification of the soul always formed part of the main mission of the Prophets; that is, the dissemination and propagation of the Devine Message. This responsibility later fell directly on the shoulders of the true Ulema in the Ummah of the last Prophet Muhammad (S.A.W), who, as his genuine successors, have continued to shed brave light in every Dark Age of materialism and sacrilege. In the present age of ruinous confusion, the importance of this responsibility has increased manifold; of the utter neglect of Islam by Muslims has not only driven them to misery, but also grievously weakened their bonds of faith in Allah and His Prophet Muhammad (S.A.W). The decay in their belief and consequent perversion in their conduct has reached a stage that any attempt to pull them out of the depth of ignominy and the heedless chaos of faithlessness, attracts grave uncertainties and apprehensions rather than a encouraging will to follow the Shariah, to purify the soul and to reform within. The Quranic Verse: Layers upon layers of darkness… (24:40) provides the nearest expression of their present state.
SHARIAH & SUFISM
Any action against the Sunnah (Prophet’s way of life) cannot be called Sufism. Singing and dancing, and the prostration on tombs are not part of Sufism. Nor is predicting the future and predicting the outcome of cases in the courts of law, a part of Sufism. Sufis are not required to abandon their worldly possessions or live in the wilderness far from the practical world. In fact these absurdities are just its opposites. It is an established fact that Tazkiyah (soul purification) stands for that inner purity which inspires a person’s spirit to obey the holy Prophet Muhammad (S.A.W). If a false claimant of Sufism teaches tricks and jugglery, ignoring religious obligations, he is an impostor. A true Sheikh will lead a believer to the august spiritual audience of the holy Prophet Muhammad (S.A.W). If you are fortunate enough to be blessed with the company of an accomplished spiritual guide and Sheikh of Sufism, and if you follow his instructions, you will observe a positive change in yourself, transferring you from vice to virtue.
ISLAM, AS A COMPLETE CODE OF LIFE
Islam, as a complete code of life or Deen, was perfected during the life of the Holy Prophet Muhammad (S.A.W). He was the sole teacher and his mosque was the core institution for the community. Although Islam in its entirety was practiced during that blessed era, the classification and compilation of its knowledge into distinct branches like ‘Tafsir’ (interpretation of the Quran), Hadith (traditions or sayings of the holy Prophet- SAWS), Fiqh (Islamic law), and Sufism (the soul purification) were undertaken subsequently. This Deen of Allah passed from the holy Prophet Muhammad (S.A.W) to his illustrious Companions in two ways: the outward and the inward. The former comprised the knowledge defined by speech and conduct, i.e., the Quran and Sunnah. The latter comprised the invisible blessings or the Prophetic lights transmitted by his blessed self. These blessings purified the hearts and instilled in them a passionate desire to follow Islam with utmost love, honesty and loyalty.
WHAT’S SUFISM
Sufism is the attempt to attain these Barakah (Blessings). The Companions handed down Prophet Muhammad (S.A.W) teachings as well as blessings to the Taba’een. Their strong hearts were capable of infusing these blessings into the hearts of their followers. Both aspects of Islam were similarly passed on by the Taba’een to the Taba Taba’een. The compilation of knowledge and its interpretation led to the establishment of many schools of religious thought; famous four being the Hanafi, the Hanbali, the Maliki, and the Shafa'i, all named after their founders. Similarly, in order to acquire, safeguard and distribute his blessings, an organized effort was initiated by four schools of Sufism: The Naqshbandia, the Qadria, the Chishtia, and the Suharwardia. These schools were also named after their organizers and came to be known as Sufi Orders. All these Orders intend to purify the hearts of sincere Muslims with Prophetic lights. These Sufi Orders also grew into many branches with the passage of time and are known by other names as well. The holy Quran has linked success in this life and the Hereafter with Tazkiyah (soul purification). He, who purified, is successful. (87: 14) Sufi Orders of Islam are the institutions where the basics of Tazkiyah (soul purification) and its practical application are taught. They have graded programs in which every new seeker is instructed in Zikr-e Lisani (oral Zikr) and is finally taught the Zikr-e Qalbi (Remembrance in heart).
ZIKR-E QALBI
However, in the Naqshbandia Order, Zikr-e Qalbi is practiced from the very beginning. Adherence to the Sunnah (Prophet’s way of life) is greatly emphasized in this Order, because the seeker achieves greater and quicker progress through its blessings. The essence of Zikr is that the Qalb should sincerely accept Islamic beliefs and gain the strength to follow the Sunnah with even greater devotion. ‘If the heart is acquainted with Allah and is engaged in His Zikr; then it is filled with Barakaat-e Nabuwwat (Prophetic blessings) which infuse their purity in the mind and body. This not only helps in controlling sensual drives but also removes traces of abhorrence, voracity, envy and insecurity from human soul. The person therefore becomes an embodiment of love, both for the Divine and the corporeal. This is the meaning of a Hadith, “There is a lump of flesh in the human body; if it goes astray the entire body is misguided, and if it is reformed the entire body is reformed. Know that this lump is the Qalb”.’
PAS ANFAS
Recent History Khawajah Naqshband (d. 1389 CE) organized the Naqshbandia Order at Bukhara (Central Asia). This Order has two main branches – the Mujaddidia and the Owaisiah. The former is identified with Sheikh Ahmed Sirhindi, known as Mujaddid Alif Sani (literally: reviver of the second Muslim millennium), a successor to Khawajah Baqi Billah, who introduced the Order to the Indo- Pakistan sub-continent. The Owaisiah Order employs a similar method of Zikr but acquires the Prophetic blessings in the manner of Khawajah Owais Qarni, who received this beneficence from the Holy Prophet Muhammad (S.A.W) without a formal physical meeting. The Zikr employed by the Naqshbandia is ‘Zikr-e Khafi Qalbi’ (remembrance of Allah’s Name within the heart) and the method is termed ‘Pas Anfas’, which (in Persian) means guarding every breath. The Chain of Transmission of these Barakah, of course, emanates from the holy Prophet- SAWS.
SPIRITUAL BAI’AT (OATH OF ALLEGIANCE
It is necessary in all Sufi Orders that the Sheikh and the seekers must be contemporaries and must physically meet each other for the transfer of these blessings. However, the Naqshbandia Owaisiah Order goes beyond this requirement and Sufis of this Order receive these Barakah regardless of physical meeting with their Sheikh or even when the Sheikh is not their contemporary. Yet, it must be underscored that physical meeting with the Sheikh of this Order still holds great importance in dissemination of these Barakah. Sheikh Sirhindi writes about the Owaisiah Order in his book ‘Tazkirah’: ‘It is the most sublime, the most exalted, and the most effective…and the highest station of all others is only its stepping stone.’ By far the greatest singular distinction of the Naqshbandia Owaisiah Order is the honor of Spiritual Bai’at (Oath of Allegiance) directly at the blessed hands of the holy Prophet Muhammad (S.A.W).
SHEIKH HAZRAT MOULANA ALLAH YAR KHAN (R.A)
The Reviver Sheikh Allah Yar Khan was born in Chikrala, a remote village of Mianwali District of Pakistan, in 1904. He completed his religious education in 1934. The same year, he met Sheikh ‘Abdul Rahim, who took him to the shrine of Sheikh Allah Deen Madni. By Divine Will his spiritual connection was immediately established with the saint of the 10th century Hijra (sixteenth century CE) and he started receiving spiritual beneficence. His sublime education in Sufism, signifying progressive spiritual growth and advancement, continued for about twenty-five years, after which he was directed to undertake the propagation of Prophetic blessings - a noble mission that he accomplished with singular zeal and dedication for a period spanning half a century. Anybody who visited him was duly rewarded with a share of spiritual bliss commensurate with his/her sincerity and capacity. Sheikh Allah Yar Khan’s mission produced men and women of deep spiritual vision and eminence. He authored eighteen books, the most distinguished being Dalael us-Sulook (Sufism - An Objective Appraisal), Hayat-e Barzakhiah (Life Beyond Life) and Israr ul- Haramain (Secrets of the two holy Mosques). He was undoubtedly one of the most distinguished Sufi saints of the Muslim Ummah and a reviver of the Naqshbandia Owaisiah Order. He passed away on 18 February 1984 in Islamabad at the age of eighty.
THE CHAIN OF TRANSMISSION OF NAQSHBANDIA OWAISIAH
1. Hazrat Muhammad ur-Rasool Allah (Sall Allah-o Alaihi wa Sallam), 2. Hazrat Abu Bakr Siddiq (Radhi Allah-o Unho), 3. Hazrat Imam Hassan Basri (Rahmat Ullah Alaihi), 4. Hazrat Daud Tai (Rahmat Ullah Alaihi), 5. Hazrat Junaid Baghdadi (Rahmat Ullah Alaihi), 6. Hazrat Ubaid Ullah Ahrar (Rahmat Ullah Alaihi), 7. Hazrat Abdur Rahman Jami (Rahmat Ullah Alaihi), 8. Hazrat Abu Ayub Muhammad Salih (Rahmat Ullah Alaihi), 9. Hazrat Allah Deen Madni (Rahmat Ullah Alaihi), 10. Hazrat Moulana Allah Yar Khan (Rahmat Ullah Alaihi).
THE SPIRIT OR RUH
The spirit or Ruh of every person is a created reflection of the Divine Attributes and it originates in Alam-e Amar (Realm of Command). Its food is the Light of Allah or the Divine Refulgence, which it acquires from the Realm of Command through the holy Prophet Muhammad (may Allah’s choicest favors and peace be upon him), whose status in the spiritual world is like that of the sun in the solar system. The Quran refers to him as the ‘bright lamp’. Indeed, he is the divinely selected channel of all Barakah. All Exalted Messengers themselves receive these Barakah from him.
LATAIF
The human Ruh also possesses vital organs like the physical body; through which it acquires its knowledge, food and energy. These are called Lataif (singular Latifah: subtlety). Scholars of various Sufi Orders have associated them with specific areas of the human body. The Naqshbandia Owaisiah Order identifies these Lataif as follows. First - Qalb: This spiritual faculty is located within the physical heart. Its function is Zikr. Its strength increases one’s capacity for Allah’s Zikr. Second – Ruh: The site of this Latifah, which is a distinct faculty of the human Ruh, is on the right side of the chest at the level of Qalb. Its primary function is concentration towards Allah. Third – Sirri: This is located above the Qalb and functions to make possible Kashf. Forth – Khaffi: This is located above the Ruh and functions to perceive the omnipresence of Allah. Fifth – Akhfa: This is located in the middle of chest, at the centre of the first four Lataif and makes it possible for the Ruh to perceive the closeness of Allah, Who is closer to us than our own selves. Sixth – Nafs: This Latifah is located at the forehead and functions to purify the human soul. Seventh – Sultan al-Azkar: This Latifah is located at the top centre of the head and serves to absorb the Barakah of Allah into the entire body, so that every cell resonates with Zikr.
FIVE EXALTED MESSENGERS OF GOD
There are Five Exalted Messengers among the many known and unknown Messengers of Allah. They are Hazrat Muhammad, Hazrat Nuh (Noah), Hazrat Ibrahim (Abraham), Hazrat Musa (Moses), and Hazrat Esa (Jesus), peace be upon them all. Hazrat Adam is the first Prophet of Allah and the father of mankind. Each Latifah is associated with a particular Prophet. The Barakah and lights from Hazrat Adam (peace be upon him), descend on the first Latifah Qalb; its lights are reflected from the first heaven and are yellowish. The second Latifah is associated with Hazrat Nuh and Hazrat Ibrahim (peace be upon them). Its lights descend from the second heaven and appear as golden red. The lights descending upon the third Latifah are from Hazrat Musa (peace be upon him) and are white. One the fourth Latifah, the lights of Hazrat Esa (peace be upon him) descend from the fourth heaven and are deep blue. The fifth Latifah receives its Barakah directly from the holy Prophet Muhammad (may Allah’s choicest favors and peace be upon him). The lights associated with this Latifah are green, descend from the fifth heaven, and overwhelm all the first four Lataif. The Lights descending upon the sixth and seventh Lataif are the Divine Lights, whose color and condition cannot be determined. These are like flashes of lightening that defy comprehension. If Allah blesses a seeker with Kashf, he can observe all of this. The vision is slightly diffused in the beginning, but gradually the clarity improves.
SULOOK
Stages of the Path After all seven Lataif of a seeker have been illuminated with Divine Lights through Tawajjuh of the Sheikh and his Ruh has acquired the ability to fly, the Sheikh initiates its journey on the sublime Path of Divine nearness. The Path is known as Sulook, and its stages are not hypothetical imaginations but real and actually existing stations on the spiritual Path. These are also referred to as Meditations, because a seeker mentally meditates about a station while his/her Ruh actually ascends towards it. The first three stations that form the base of whole Sulook are described as; Ahadiyyat, a station of Absolute Unity of Divinity. It is above and beyond the seven heavens. It is so vast a station that the seven heavens and all that they encompass are lost within Ahadiyyat as a ring is lost in a vast desert. Its lights are white in color. Maiyyat station denotes Divine Company, ‘He is with you, wherever you might be.’ This station is so vast that Ahadiyyat along with the seven heavens beneath are lost within it as a ring is lost in a desert. Its lights are green in color. Aqrabiyyat station denotes Divine Nearness, ‘He is nearer to you than your life- vein.’ Again, Aqrabiyyat is vast as compared to Maiyyat in the same proportion. Its lights are golden red and are reflected from the Divine Throne. It is indeed the greatest favor of Almighty Allah that He blesses a seeker with an accomplished Sheikh, who takes him to these sublime stations. The final station that a seeker attains to during his/her lifetime becomes his/her Iliyyeen (blessed abode) in Barzakh and his/her Ruh stays at this station after death.
ZIKR
Why is Zikr Necessary for Everyone? Allah ordains every soul in the Quran to Perform Zikr. This not only means reciting the Quran and Tasbeeh but also Zikr-e Qalb. It is only through Zikr-e Qalbi that Prophetic Lights reach the depths of human soul and purify it from all vice and evil. Zikr infuses a realization of constant Divine Presence and a seeker feels great improvement in the level of sincerity and love towards Allah and the holy Prophet- SAWS. Such levels of sincerity, love and feelings of Divine Presence can never be obtained without Zikr. It would be a mistake to believe that Zikr may be a requirement only for the very pious and virtuous people. Zikr provides the Prophetic blessings which are in effect the life line of every human soul. It transforms even the most corrupted humans into virtuous souls by bringing out the best in them. The fact is that Zikr is the only way to achieve true contentment and satisfaction in life. The holy Quran has pointed to this eternal fact that it is only through Zikr Allah that hearts can find satisfaction. Such satisfaction and peace are the ultimate requirements of every person, regardless of religion, race and ethnicity. Practicing Zikr regularly removes all traces of anxiety and restlessness, and guides the human soul to eternal bliss and peace.
KHALIFA MAJAZEEN
Hazrat Moulana Allah Yar Khan (R.A), during his life time in 1974, presented a nomination list to Prophet Muhammad (S.A.W), during Maraqba, of expected Khalifa Majazeen for Silsila Naqshbandia Awaisia. Prophet Muhammad (S.A.W) approved some names, deleted some of the names, and added down the name of Major Ghulam Muhammad as also Khalifa Majaaz of Silsila Naqshbandia Awaisia (which was not previously included in the list)
The approved names at that time included:
1. Mr. Muhammad Akram Awan Sahib,
2. Mr. Sayed Bunyad Hussain Shah Sahib,
3. Mr. Major Ahsan Baig Sahib,
4. Mr. Col. Matloob Hussain Sahib,
5. Mr. Major Ghulam Muhammad Sahib of Wan Bhachran Mianwali,
6. Mr. Molvi Abdul Haq Sahib,
7. Mr. Hafiz Abdul Razzaq Sahib,
8. Mr. Hafiz Ghulam Qadri Sahib,
9. Mr. Khan Muhammad Irani Sahib,
10. Mr. Maolana Abdul Ghafoor Sahib,
11. Mr. Syed Muhammad Hassan Sahib of Zohb.
These Majazeen were authorized to; held Majalis of Zikar (Pas Anfas) in their respective areas, arrange Majalis of Zikar in neighboring areas, train them on the way of Sulook, prepare them for Spiritual Bai’at (Oath of Allegiance), and present them to Sheikh Hazrat Moulana Allah Yar Khan for Spiritual Bai’at at the Hand of Prophet Muhammad (S.A.W), in the life of Hazrat Moulana Allah Yar Khan (R.A), and were all equal in status as Khalifa Majaaz of Hazrat Moulana Allah Yar Khan (R.A).
Presently we are following Hazrat Major ® Ghulam Muhammad Sahib, Khalifa Majaaz of Hazrat Moulana Allah Yar Khan (R.A).