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APRIL 2007 -- WA, AUSTRALIA -- One exposure of our car. I used my SB-800 flash once on full under the bonnet, then diffused four times ouside, then twice inside. -- PHOTO BY SHAUN CENTA
Cortland, NY. August 2017.
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This is a works-entered Ford Mondeo as driven during the 1994 Auto Trader RAC British Touring Car Championship by Paul Radisich and four-times British Touring Car Champion Andy Rouse.
The Mondeo made its race debut mid-season at Pembrey in 1993 and proved to be an instant sensation. Three wins for Paul Radisich would place the New Zealander third overall and give the Mondeo 'favourite' status for 1994. The Radisich-Mondeo partnership also won the Touring Car World Cup at Monza.
1994, however, marked the arrival of the all-conquering Alfa Romeo steamroller and a late season surge for BMW saw the Mondeo restricted to only two wins, Radisich again ending the season third for a second successive year. A second World Cup win at Donington was some consolation.
The Mondeo was also the last car driven by four-times BTCC Champion Andy Rouse, ending a 21 year career in the championship. Rouse would end the season 11th overall. There were also one off outings for 1990 BTCC Champion Robb Gravett and new 1995 recruit Kelvin Burt.
It was at this point that Ford went off the boil and between 1995 and 1999, the Mondeo would only win a total of four races. 2000 was a different matter, the Mondeo claiming a total of eleven wins to place drivers Alain Menu, Anthony Reid and Rickard Rydell first, second and third, respectively, in the overall standings. With new technical regulations for 2001, Ford decided to bow out of the BTCC.
Pictured in January 2012 at the Autosport International show at the NEC in Birmingham.
The Hidden Controllers Of The Matrix
The main reason that people are having a hard time waking up is because the controllers of our holographic reality are hidden. The illusion of being separate and being a human is so strong because of the programming is embedded inside of us. The true controllers of this programming and of thus the controllers of the matrix are not human.
The human body is a vehicle for consciousness that allows you to take a ride in a computer driven hologram. The software for what you experience resides in our DNA, which is in our cells. Cells are made of energy, vibration, sound, geometry, and water. The controllers of the matrix can control through the hologram by changing the DNA matrix template for the human body.
Made from a pair of modified “weed-eater” engines this racing engine was slated to power a model speed boat. Ed coupled the two crankcases together, installed a custom made double throw crankshaft and modified the cylinders to accept his large capacity water jacketed heads. It is equipped with a belt driven peristaltic water pump to keep the engine cool while on the running stand. The stand houses the fuel tank and fuel pump, a water tank and radiator, and a pair of electronic ignitions; one for each spark plug. A special ring gear was added to the flywheel that can easily be accessed from above once the engine is installed in a boat. Ed wanted a fast engine that makes noise so he opted for a pair of upright exhaust stacks for audible effect.
See More 2-Cylinder Engines at: www.flickr.com/photos/15794235@N06/albums/72157649352645204
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Courtesy of Shirley Miller Anglemyer and Patricia Miller Jimerson
Pat McElroy, Mike Gombert
Paul and Paula Knapp
Miniature Engineering Museum
This car seemed to be full of children, even the driver looked far too young to be driving (or am I just getting middle aged?)! The car is a four seater 1904 Darracq.
The London to Brighton Veteran Car Run is for cars that were made in 1905 or before. It's run on the first Sunday in November each year (this year is its 80th running), and covers 60 miles of southern England.
Photographed @ the Goodguys PPG Nationals in Columbus, Ohio.
Playing Now: Going, Going, Gone - Lee Greenwood:
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took legohaulic's design and reconstructed just about everything, i think the doors are the only thing i kept the same, its longer, taller, and i had to change the suspension a little. but i like the outcome.
A 48 H.P., chain driven 0-4-0 Diesel Mechanical, Class 48DS locomotive, built by Ruston & Hornsby Ltd, Lincoln, to Works No. 237928, in 1946 and fitted with Engine No.236343, and sold ex-works, 04/09/1946, to British Titan Products Ltd, Pyewipe Works, Grimsby. This locomotive was subsequently sold to ICI, Billingham Works, in 1958, or 1959, before being sold on to Yorkshire Tar Distillers Ltd in 1963. Seen here, stored out of use on 20/01/1973. Its current status and fate unknown.
COPYRIGHT RETAINED; N. JORDAN - I would ask that you please note that the copyright of this image is fully retained by N. Jordan. Should you wish to either copy this image, for anything other than for private research purposes, or you wish to reproduce and publish this image elsewhere, then I would be obliged, if you would be good enough to seek and secure my express written agreement beforehand.
I just posted the power gear on the Westside Lumber Shay engine and added a load of notes. I realized that I needed to add the shot of the gear on the tender and further explain a Shay's operation. As you can see, the drive shaft continues on to the tender for more power in the form of tractive effort. A Shay tender could consist of two of the trucks on the really large locos. This means up to 16 driven wheels, drivers; that's twice #346 and #844. This engine has 12 driven wheels having a smaller tender. Near the "No Aqua" water tank at "Delay Junction" at the Colorado Railroad Museum, the WestSide Lumber Company #12 Shay locomotive sits on the siding rails. I know a lot of folks have knowledge of the history and construction of the Shay locomotives. If I remember correctly, Ephraim Shay, born in 1839, soon ended up associated with the lumber industry in Michigan. He had a brain explosion and designed his Shay locomotive originally to run on pole (lumber) rails in the woods. His idea worked and the Lime Locomotive Works in Ohio was to manufacture this oddity. Needless to say, they were expected to operate in foul conditions and on absurd trackage. He hung vertical cylinders on the side of the boiler and spun a drive shaft along the side of the engine and tender. That is not entirely unlike your car. Usng a design of bevel gears and universal joints allowed the contraption to power bogie trucks that swivel. All the trucks: the front truck under the boiler, the truck under the cab and either one or two trucks under the tender provided for maximum tractive effort powered through extremely tight curves. The top speed was of course, very limited and CRRM volunteers told me that the enjoyment of a ride wore very short but not short enough. Fortunately, the light was on the correct side but horribly directional and harsh. Here it is anyway. I work hard to expand the shadows on this so I could read the lettering on the frame; OWNED BY LOCO LEASE II. I doubt it now. CRRM does not have a Heisler locomotive; donations anyone? I'm not sure if there was one in Colorado.
Eddie and I spaced the Christmas Steamup this year but he found there was a "Black on Track" costume event upcoming. He really wanted to see this steam up. We are REALLY waiting for the RSG #20 to return for a steamup. Donate generously at the CRRM.That day will be shoulder to shoulder at the Colorado Railroad Museum; keep an eye on upcoming events on their web site. Outlanders could target Colorado trips with the expectations of hitting an event here in Golden. Someone will have already been here from your home town and/or country. These are the takes everyone is foaming at the mouth to see.
Outrageous light here for the bold early steam, IMHO. Steam is a winner in winter but the wind made it a blustery day. Are you ready for some steam? The first excursion was not quite full but is building on this blustery Saturday morning runby. The re-enactors are busy putting on a show now that we took our ride..
driven by dr daniela korte sportwagenservice hamburg at spettacolo sportivo alfa romeo, circuitpark zandvoort, netherlands
Another one for Beyond Driven gear and nutrition with professional bodybuilder Brian Ahlstrom.
Beauty Dish High and camera left. I believe for this shot that was the only light. We did a few different set-ups in a short amount of time...so even I have to look at the picture again to remember!
The last weekend of the month, and the first after pay day, which means I could order some socks. And at Tesco I could replenish the wine stocks with a box of 3l of te cheapest red.
Being the end of January, it is now getting light when we set off for Tesco, the neon lights of the retail park at Whitfield as daylight grows stronger. Somehow we had used double the fuel as last week, with only an half hour's drive to Stodmarsh last week being the extra driving we did.
Tesco has Valentine's cards, presents and also Easter eggs and other stuff celebrating days in the forthcoming months.
We had a list of stuff to get, not just beer and wine, and lots of vegetables as we are having Jen, Mike and his new girlfriend over for lunch on Sunday.
If I remember to get the chicken out of the freezer, of course.
That all done, and somehow, ten quid cheaper than last week even with wine and Belgian beer, we headed home for first breakfast, coffee, then bacon butties and more brews once we had put the shopping away.
At ten we went out, only for a warning light to come on as the engine turned over. It seems a bulb in the headlight had gone, but the car knew which one it was. On the way to Lyminge, there is a Halfords, now that the one on Dover closed over the pandemic, so we tootled along the A20, over the top of Shakespeare Down and into town.
Jools found the bulb and a nice young lady fitted it for us, getting access from the wheelarch via a small panel. All done in ten minutes for fifteen quid.
And road legal again.
Back onto the motorway for the one junction before taking the turning for the back road to Hythe, though we headed inland through Etchinghill to Lyminge. And I realised it was years since we had driven this road, as we have been coming to the orchid fields through Barham usually, not from Folkestone.
The road climbs and turns round the foot of the downs before levelling out as it approaches Lyminge.
We go through the village, past the rows of the parked cars, and the small library in the building of the village railway station once the line from Folkestone to Canterbury closed at the end of the 50s.
The village of Lyminge stretches along the main road and around the former station, but the church is situated a short way along Church Street (of course), on a low mound, from under which the largest winterbourne, The Nailbourne, rises. It has been a site of worship since Roman times, maybe even before then.
We were here because in 2019, major excavations revealed the remains of the 7th century chapel of Queen Ethelburga. It was uncovered under the path that now leads under the single flying buttress to the porch, and since the dig ended, the path relaid, but with the outline of the chapel clearly showing in different colour tarmac.
I photographed the stained glass, as the ongoing plan to revisit churches already done, but with the big lens as I always seem to find something new to do in them. This time the glass through the big glass of the zoom lens.
Before leaving we walk down to the Well to revisit the source of the Nailbourne, some twenty feet below the road, the clear and cold waters of the bourne come bubbling out of the ground before meandering across the verdant meadow.
Just up the valley is Elham itself, I have photographed it well in the past, but the plan is to redo with windows with the big lens and the fittings too.
The church sits to the south of a small square, one of the village pubs is opposite, though is currently closed for renovation. The church was unlocked, and the door ajar, so I went in.
The church is ancient, but most of what you notice is from work done in the first decade of the 20th century, giving it the feeling of being "high".
Dominating the west end is the organ in its loft, it really is very imposing and wouldn't look out of place in a City church.
We set the sat nav for home, and it leads us down to the bottom of the valley and up the other side through Acris. The bed of the Nailbourne was already dry, despite it being just a mile from the source, because the water table isn't high enough, and the water seeps through the chalk bedrock instead.
We travel down lanes that got ever narrower, with grass growing between the wheeltracks. The road much less travelled for sure.
At Swingfield, we were greeted by the sweep of a hedge made of native dogwood, its new shoots showing starkly red in the sunshine against the clear blue sky. We stop to take shots.
We get home in time for a brew and a chocolate bar before the football was going to start. But I had other plans, as I made tagine for our early dinner. Which, we ate before four as it smelled so darned good bubbling away in the oven.
Some flavoured couscous to go with it, and a glass of red vin out of the box.
Lovely.
Scully and I sit on the sofa until half seven in the evening, either listening to the reports of the three o'clock games, or watching the evening kick off.
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The church stands in the village square removed from the main road. The flint rubble construction and severe restoration of the exterior does not look welcoming, but the interior is most appealing with plenty of light flooding through the clerestory windows. The rectangular piers of both north and south arcades with their pointed arches and boldly carved stops are of late twelfth-century date. Between them hang some eighteenth-century text boards. The character of the church is given in the main by late nineteenth- and early twentieth-century work. The high altar has four charmingly painted panels by John Ripley Wilmer in Pre-Raphaelite style, executed in 1907. At the opposite end of the church are the organ loft, font cover and baptistry, all designed by F.C. Eden, who restored the church in the early 1900s. He also designed the west window of the south aisle as part of a larger scheme which was not completed. In the south chancel wall are two windows of great curiosity. One contains a fifteenth-century figure of St Thomas Becket while the other shows figures of David and Saul. This dates from the nineteenth century and was painted by Frank Wodehouse who was the then vicar's brother. The face of David was based on that of Mme Carlotta Patti, the opera singer, while Gladstone and Disraeli can be identified hovering in the background! It is a shame that it has deteriorated badly.
www.kentchurches.info/church.asp?p=Elham
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ELEHAM,
OR, as it is as frequently written, Elham, lies the next parish south-eastward from Stelling. It was written in the time of the Saxons both Uleham and Æiham, in Domesday, Albam. Philipott says, it was antiently written Helham, denoting the situation of it to be a valley among the hills, whilst others suppose, but with little probability, that it took its name from the quantity of eels which the Nailbourn throws out when it begins to run. There are Seven boroughsin it, of Bladbean, Boyke, Canterwood, Lyminge, Eleham, Town, Sibton, and Hurst.
Eleham is said to be the largest parish in the eastern parts of this county, extending itself in length from north to south, through the Nailbourn valley, about three miles and an half; and in breadth five miles and a half, that is, from part of Stelling-minnis, within the bounds of it, across the valley to Eleham down and Winteridge, and the southern part of Swinfield-minnis, almost up to Hairn-forstal, in Uphill Folkestone. The village, or town of Eleham, as it is usually called, is situated in the above-mentioned valley, rather on a rise, on the side of the stream. It is both healthy and pleasant, the houses in it being mostly modern and wellbuilt, of brick and fashed. As an instance of the healthiness of this parish, there have been within these few years several inhabitants of it buried here, of the ages of 95, 97, and 99, and one of 105; the age of 40 years being esteemed that of a young person, in this parish. The church, with the vicarage on the side of the church-yard, is situated on the eastern side of it, and the court lodge at a small distance from it. This is now no more than a small mean cottage, thatched, of, I believe, only two rooms on a floor, and unsit for habitation. It appears to be the remains of a much larger edifice, and is built of quarry-stone, with small arched gothic windows and doors, the frames of which are of ashlar stone, and seemingly very antient indeed. It is still accounted a market-town, the market having been obtained to it by prince Edward, afterwards king Edward I. in his father's life-time, anno 35 Henry III. to be held on a Monday weekly, which, though disused for a regular constancy, is held in the market-house here once in five or six years, to keep up the claim to the right of it; besides which there are three markets regularly held, for the buying and selling of cattle, in every year, on Palm, Easter, and Whit Mondays, and one fair on Oct. 20th, by the alteration of the stile, being formerly held on the day of St. Dionis, Oct. 9, for toys and pedlary. The Nailbourn, as has been already mentioned before, in the description of Liminage, runs along this valley northward, entering this parish southward, by the hamlet of Ottinge, and running thence by the town of Eleham, and at half a mile's distance, by the hamlet of North Eleham, where there are several deep ponds, in which are from time to time quantities of eels, and so on to Brompton's Pot and Wingmere, at the northern extremity of this parish. The soil in the valley is mostly an unfertile red earth, mixed with many flints; but the hills on each side of it, which are very frequent and steep, extend to a wild romantic country, with frequent woods and uninclosed downs, where the soil consists mostly of chalk, excepting towards Stelling and Swinfield minnis's, where it partakes of a like quality to that of the valley, tance,by the hamlet of North Eleham, where there only still more poor and barren. At the north-west corner of the parish, on the hill, is Eleham park, being a large wood, belonging to the lord of Eleham manor.
Dr. Plot says, he was informed, that there was the custom of borough English prevailing over some copyhold lands in this parish, the general usage of which is, that the youngest son should inherit all the lands and tenements which his father had within the borough, &c. but I cannot find any here subject to it. On the contrary, the custom here is, to give the whole estate to the eldest son, who pays to the younger ones their proportions of it, as valued by the homage of the manor, in money.
At the time of taking the survey of Domesday, anno 1080, this place was part of the possessions of the bishop of Baieux, under the general title of whose lands it is thus entered in it:
In Honinberg hundred, the bishop of Baieux holds in demesne Alham. It was taxed at six sulins. The arable land is twenty-four carucates. In demesne there are five carucates and forty-one villeins, with eight borderers having eighteen carucates. There is a church, and eight servants, and two mills of six shillings, and twenty eight acres of meadow. Wood for the pannage of one hundred hogs. In the time of king Edward the Confessor, and afterwards, it was worth thirty pounds, now forty, and yet it yields fifty pounds. Ederic held this manor of king Edward.
Four years after the bishop was disgraced, and all his possessions were consiscated to the crown, whence this manor seems to have been granted to William de Albineto, or Albini, surnamed Pincerna, who had followed the Conqueror from Normandy in his expedition hither. He was succeeded by his son, of the same name, who was made Earl of Arundel anno 15 king Stephen, and Alida his daughter carried it in marriage to John, earl of Ewe, in Normandy, whose eldest son Henry, earl of Ewe, was slain at the siege of Ptolemais in 1217, leaving Alice his sole daughter and heir, who entitled her husband Ralph D'Issondon to the possession of this manor, as well as to the title of earl of Ewe. She died in the reign of king Henry III. possessed of this manor, with the advowson of the church, and sealed with Barry, a label of six points, as appears by a deed in the Surrenden library; after which it appears to have come into the possession of prince Edward, the king's eldest son, who in the 35th year of it obtained the grant of a market on a Monday, and a fair, at this manor, (fn. 1) and afterwards, in the 41st year of that reign, alienated it to archbishop Boniface, who, left he should still further inflame that enmity which this nation had conceived against him, among other foreigners and aliens, by thus increasing his possessions in it, passed this manor away to Roger de Leyborne, who died possessed of it in the 56th year of that reign, at which time it appears that there was a park here; (fn. 2) and in his name it continued till Juliana de Leyborne, daughter of Thomas, became the sole heir of their possessions, from the greatness of which she was usually called the Infanta of Kent. She was thrice married, yet she had no issue by either of her husbands, all of whom she survived, and died in the 41st year of king Edward III. upon which this manor, among the rest of her estates, escheated to the crown, there being no one who could make claim to them, by direct or even by collateral alliance. (fn. 3) Afterwards it continued in the crown till king Richard II. vested it in feoffees in trust, towards the endowment of St. Stephen's chapel, in his palace of Westminster, which he had in his 22d year, completed and made collegiate, and had the year before granted to the dean and canons this manor, among others, in mortmain. (fn. 4) All which was confirmed by king Henry IV. and VI. and by king Edward IV. in their first years; the latter of whom, in his 9th year, granted to them a fair in this parish yearly, on the Monday after Palm-Sunday, and on the Wednesday following, with all liberties, &c. In which situation it continued till the 1st year of king Edward VI. when this college was, with all its possessions, surrendered into the king's hands, where this manor did not continue long; for the king in his 5th year, granted it to Edward, lord Clinton and Saye, and he reconveyed it to the crown the same year. After which the king demised it, for the term of eighty years, to Sir Edward Wotton, one of his privy council, whose son Thomas Wotton, esq. sold his interest in it to Alexander Hamon, esq. of Acrise, who died in 1613, leaving two daughters his coheirs, the youngest of whom Catherine, married to Sir Robert Lewknor, entitled him to it; he was at his death succeeded by his son Hamon Lewknor, esq. but the reversion in see having been purchased of the crown some few years before the expiration of the above-mentioned term, which ended the last year of king James I.'s reign, to Sir Charles Herbert, master of the revels. He at the latter end of king Charles I.'s reign, alienated it to Mr. John Aelst, merchant, of London; after which, I find by the court rolls, that it was vested in Thomas Alderne, John Fisher, and Roger Jackson, esqrs. who in the year 1681 conveyed it to Sir John Williams, whose daughter and sole heir Penelope carried it in marriage to Thomas Symonds, esq. of Herefordshire, by the heirs of whose only surviving son Thomas Symonds Powell, esq. of Pengethley, in that county, it has been lately sold to Sir Henry Oxenden, bart. who is now entitled to it.
A court leet and court baron is held for this manor, which is very extensive. There is much copyhold land held of it. The demesnes of it are tithe-free. There is a yearly rent charge, payable for ever out of it, of 87l. 13s. 1d. to the ironmongers company, in London.
Shottlesfield is a manor, situated at the southeast boundary of this parish, the house standing partly in Liminge, at a small distance southward from the street or hamlet of the same name. It was, as early as the reign of king Edward II. the inheritance of a family called le Grubbe, some of whom had afterwards possessions about Yalding and Eythorne. Thomas le Grubbe was possessed of it in the 3d year of that reign, and wrote himself of Shottlesfeld, and from him it continued down by paternal descent to John Grubbe, who in the 2d year of king Richard III. conveyed it by sale to Thomas Brockman, of Liminge, (fn. 5) whose grandson Henry Brockman, in the 1st year of queen Mary, alienated it to George Fogge, esq. of Braborne, and he, in the beginning of queen Elizabeth's reign, sold it to Bing, who, before the end of that reign, passed it away to Mr. John Masters, of Sandwich, from whom it descended to Sir Edward Masters, of Canterbury, who at his decease, soon after the death of Charles I. gave it to his second son, then LL. D. from whose heirs it was alienated to Hetherington, whose last surviving son the Rev. William Hetherington, of North Cray place, died possessed of it unmarried in 1778, and by will devised it, among his other estates, to Thomas Coventry, esq. of London, who lately died possessed of it s. p. and the trustees of his will are now entitled to it.
The manor of Bowick, now called Boyke, is situated likewise in the eastern part of this parish, in the borough of its own name, which was in very antient times the residence of the Lads, who in several of their old evidences were written De Lad, by which name there is an antient farm, once reputed a manor, still known, as it has been for many ages before, in the adjoining parish of Acrise, which till the reign of queen Elizabeth, was in the tenure of this family. It is certain that they were resident here at Bowick in the beginning of king Henry VI.'s reign, and in the next of Edward IV. as appears by the registers of their wills in the office at Canterbury, they constantly stiled themselves of Eleham. Thomas Lade, of Bowick, died possessed of it in 1515, as did his descendant Vincent Lade in 1563, anno 6 Elizabeth. Soon after which it passed by purchase into the name of Nethersole, from whence it quickly afterwards was alienated to Aucher, and thence again to Wroth, who at the latter end of king Charles I.'s reign sold it to Elgar; whence, after some intermission, it was sold to Thomas Scott, esq. of Liminge, whose daughter and coheir Elizabeth, married to William Turner, esq. of the Friars, in Canterbury, at length, in her right, became possessed of it; his only surviving daughter and heir Bridget married David Papillon, esq. of Acrise, and entitled him to this manor, and his grandson Thomas Papillon, esq. of Acrise, is the present owner of it.
Mount and Bladbean are two manors, situated on the hills, on the opposite sides of this parish, the former near the eastern, and the latter near the western boundaries of it; the latter being antiently called Bladbean, alias Jacobs-court, a name now quite forgotten. Both these manors appear to have been in the reign of the Conqueror, part of the possessions of Anschitillus de Ros, who is mentioned in Domesday as holding much land in the western part of this county, their principal manor there being that of Horton, near Farningham. One of this family made a grant of it to the Cosentons, of Cosenton, in Aylesford, to hold of their barony of Ros, as of their manor of Horton before-mentioned, by knight's service. In the 7th year of Edward III. Sir Stephen de Cosenton obtained a charter of freewarren for his lands here. He was the son of Sir William de Cosenton, sheriff anno 35 Edward I. and was sometimes written of Cosenton, and sometimes of Mount, in Eleham. At length his descendant dying in the beginning of king Henry VIII.'s reign, without male issue, his three daughters, married to Duke, Wood, and Alexander Hamon, esq. became his coheirs, and shared a large inheritance between them, and upon their division of it, the manor of Bladbean, alias Jacobs-court, was allotted to Wood, and Mount to Alexander Hamon.
The manor of Bladbean, alias Jacobs-court, was afterwards alienated by the heirs of Wood to Thomas Stoughton, esq. of St. Martin's, near Canterbury, who by will in 1591 (fn. 6) gave this manor, with its rents and services, to Elizabeth his daughter and coheir, married to Thomas Wilde, esq. of St. Martin's, whose grandson Colonel Dudley Wilde, at his death in 1653, s. p. devised it to his widow, from whom it went by sale to Hills, and Mr. James Hills, in 1683, passed it away to Mr. Daniel Woollet, whose children divided this estate among them; a few years after which John Brice became, by purchase of it at different times, possessed of the whole of it, which he in 1729 conveyed by sale to Mr. Valentine Sayer, of Sandwich, who died possessed of it in 1766, and the heirs of his eldest son Mr. George Sayer, of Sandwich, are now entitled to it.
The manor of Mount, now called Mount court, which was allotted as above-mentioned, to Alexander Hamon, continued down to his grandson, of the same name, who died possessed of it in 1613, leaving two daughters his coheirs, the youngest of whom, Catherine, entitled her husband Sir Robert Lewknor, to it, in whose descendants it continued till Robert Lewknor, esq. his grandson, in 1666, alienated it, with other lands in this parish, to Thomas Papillon, esq. of Lubenham, in Leicestershire, whose descendant Thomas Papillon, esq. of Acrise, is the present proprietor of it.
Ladwood is another manor in this parish, lying at the eastern boundary of it, likewise on the hills next to Acrise. It was written in old evidences Ladswood, whence it may with probability be conjectured, that before its being converted into a farm of arable land, and the erecting of a habitation here, it was a wood belonging to the family of Lad, resident at Bowick; but since the latter end of king Edward III.'s reign, it continued uninterrupted in the family of Rolse till the reign of king Charles II. soon after which it was alienated to Williams, in which name it remained till Penelope, daughter of Sir John Williams, carried it in marriage to Thomas Symonds, esq. the heirs of whose only surviving son Thomas Symonds Powell, esq. sold it to David Papillon, esq. whose son Thomas Papillon, esq. now possesses it.
The manor of Canterwood, as appears by an old manuscript, seemingly of the time of Henry VIII. was formerly the estate of Thomas de Garwinton, of Welle, lying in the eastern part of the parish, and who lived in the reigns of Edward II. and III. whose greatgrandson William Garwinton, dying s. p. Joane his kinswoman, married to Richard Haut, was, in the 9th year of king Henry IV. found to be his heir, not only in this manor, but much other land in these parts, and their son Richard Haut having an only daughter and heir Margery, she carried this manor in marriage to William Isaak. After which, as appears from the court-rolls, which do not reach very high, that the family of Hales became possessed of it, in which it staid till the end of queen Elizabeth's reign, when it went by sale to Manwood, from which name it was alienated to Sir Robert Lewknor, whose grandson Robert Lewknor, esq. in 1666 sold it, with other lands in this parish already mentioned, to Thomas Papillon, esq. of Lu benham, in Leicestershire, whose descendant Thomas Papillon, esq. of Acrise, is the present owner of it.
Oxroad, now usually called Ostrude, is a manor, situated a little distance eastward from North Eleham. It had antiently owners of the same name; Andrew de Oxroad held it of the countess of Ewe, in the reign of king Edward I. by knight's service, as appears by the book of them in the king's remembrancer's office. In the 20th year of king Edward III. John, son of Simon atte Welle, held it of the earl of Ewe by the like service. After which the Hencles became possessed of it, from the reign of king Henry IV. to that of king Henry VIII. when Isabel, daughter of Tho. Hencle, marrying John Beane, entitled him to it, and in his descendants it continued till king Charles I.'s reign, when it was alienated to Mr. Daniel Shatterden, gent. of this parish, descended from those of Shatterden, in Great Chart, which place they had possessed for many generations. At length, after this manor had continued for some time in his descendants, it was sold to Adams, in which name it remained till the heirs of Randall Adams passed it away by sale to Papillon, in whose family it still continues, being now the property of Thomas Papillon, esq. of Acrise.
Hall, alias Wingmere, is a manor, situated in the valley at the northern boundary of this parish, next to Barham, in which some part of the demesne lands of it lie. It is held of the manor of Eleham, and had most probably once owners of the name of Wigmere, as it was originally spelt, of which name there was a family in East Kent, and in several antient evidences there is mention made of William de Wigmere and others of this name. However this be, the family of Brent appear to have been for several generations possessed of this manor, and continued so till Thomas Brent, of Wilsborough, dying in 1612,s. p. it passed into the family of Dering, of Surrenden; for in king James I.'s reign Edward Dering, gent. of Egerton, eldest son of John, the fourth son of John Dering, esq, of Surren den, who had married Thomas Brent's sister, was become possessed of it; and his only son and heir Thomas Dering, gent. in 1649, alienated it to William Codd, gent. (fn. 7) of Watringbury, who was succeeded in it by his son James Codd, esq. of Watringbury, who died s. p. in 1708, being then sheriff of this county, and being possessed at his death of this manor in fee, in gavelkind; upon which it came to the representatives of his two aunts, Jane, the wife of Boys Ore, and Anne, of Robert Wood, and they, in 1715, by fine levied, entitled Thomas Manley, and Elizabeth, his wife, to the possession of this manor for their lives, and afterwards to them in fee, in separate moieties. He died s. p. in 1716, and by will gave his moiety to John Pollard; on whose death s. p. it came, by the limitation in the above will, to Joshua Monger, whose only daughter and heir Rachael carried it in marriage to her husband Arthur Pryor, and they in 1750 joined in the sale of it to Mr. Richard Halford, gent. of Canterbury. The other moiety of this manor seems to have been devised by Elizabeth Manley above-mentioned, at her death, to her nephew Thomas Kirkby, whose sons Thomas, John, and Manley Kirkby, joined, in the above year, in the conveyance of it to Mr. Richard Halford above-mentioned, who then became possessed of the whole of it. He was third son of Richard Halford, clerk, rector of the adjoining parish of Liminge, descended from the Halfords, of Warwickshire, as appears by his will in the Prerogative-office, Canterbury, by which he devised to his several sons successively in tail, the estate in Warwickshire, which he was entitled to by the will of his kinsman William Halford, gent, of that county. They bear for their arms, Argent, a greybound passant, sable, on a chief of the second, three fleurs de lis, or. He died possessed of it in 1766, leaving by Mary his wife, daughter of Mr. Christopher Creed, of Canterbury, one son Richard Halford, gent. now of Canterbury; and two daughters, Mary married to Mr. John Peirce, surgeon, of Canterbury; and Sarah. In 1794, Mr. Peirce purchased the shares of Mr. Richard and Mrs. Sarah Halford, and he is now the present owner of this manor. He bears for his arms, Azure field, wavy bend, or, two unicorns heads, proper.
The manor OF Clavertigh is situated on the hills at the north-west boundary of this parish, next to Liminge, which antiently belonged to the abbey of Bradsole, or St. Radigund, near Dover, and it continued among the possessions of it till the 27th year of king Henry VIII. when by the act then passed, it was suppressed, as not having the clear yearly revenue of two hundred pounds, and was surrendered into the king's hands, who in his 29th year, granted the scite of this priory, with all its lands and possessions, among which this manor was included, with certain exceptions, however, mentioned in it, to archbishop Cranmer, who in the 38th year of that reign, conveyed this manor of Clavertigh, with lands called Monkenlands, late belonging to the same priory in this parish, back again to the king, who that same year granted all those premises to Sir James Hales, one of the justices of the common pleas, to hold in capite, (fn. 8) and he, in the beginning of king Edward VI.'s reign, passed them away to Peter Heyman, esq. one of the gentlemen of that prince's bedchamber who seems to have had a new grant of them from the crown, in the 2d year of that reign. He was succeeded by his eldest son, Ralph Heyman, esq. of Sellindge, whose descendant Sir Peter Heyman, bart. alienated the manor of Clavetigh to Sir Edward Honywood, of Evington, created a baronet in 1660, in whose descendants this manor has continued down to Sir John Honywood, bart. of Evington, who is the present possessor of it.
Charities.
Jonas Warley, D. D. gave by will in 1722, 50l. to be put out on good security, the produce to be given yearly in bread on every Sunday in the year, after divine service, to six poor widows, to each of them a two-penny loaf. The money is now vested in the vicar and churchwardens, and the produce of it being no more than 2l. 5s. per annum, only a three-halfpenny loaf is given to each widow.
Land in this parish, of the annual produce of 1l. was given by a person unknown, to be disposed of to the indigent. It is vested in the minister, churchwardens, and overseers.
Four small cottages were given to the parish, by a person unknown, and are now inhabited by poor persons. They are vested in the churchwardens and overseers.
Sir John Williams, by will in 1725, founded A CHARITY SCHOOL in this parish for six poor boys, legal inhabitants, and born in this parish, to be taught reading, writing, and accounts, to be cloathed once in two years; and one such boy to be bound out apprentice, as often as money sufficient could be raised for that use. The minister, churchwardens, and overseers to be trustees, who have power to nominate others to assist them in the management of it. The master has a house to live in, and the lands given to it are let by the trustees.
The poor constantly relieved are about seventy-five, casually fifty-five.
Eleham is within the ecclesiastical jurisdiction of the diocese of Canterbury, and deanry of its own name.
The church, which is dedicated to St. Mary, is large and handsome, consisting of three isles, the middle one having an upper range of windows, and one chancel, having a tower steeple, with a spire shast on it, at the west end, in which are eight bells, a clock, and chimes. Within the altar-rails is a memorial for John Somner, gent. son of the learned William Somner, of Canterbury, obt. 1695; arms, Ermine, a chevron voided. In the chancel a brass plate for Michael Pyx, of Folkestone, mayor and once high bailisf to Yarmouth, obt. 1601. Another for Nicholas Moore, gent. of Bettenham, in Cranbrooke; he died at Wingmer in 1577. In the middle isle a memorial for Captain William Symons, obt. 1674; arms, Parted per pale, and fess, three trefoils slipt. A brass plate for John Hill, dean and vicar of Eleham, obt. 1730. In this church was a lamp burning, called the light of Wyngmer, given before the year 1468, probably by one of the owners of that manor.
The church of Eleham was given by archbishop Boniface, lord of the manor of Eleham, and patron of this church appendant to it, at the instance of Walter de Merton, then canon of St. Paul's, and afterwards bishop of Rochester, to the college founded by the latter in 1263, at Maldon, in Surry. (fn. 9) After which the archbishop, in 1268, appropriated this church to the college, whenever it should become vacant by the death or cession of the rector of it, saving a reasonable vicarage of thirty marcs, to be endowed by him in it, to which the warden of the college should present to him and his successors, a fit vicar, as often as it should be vacant, to be nominated to the warden by the archbishop; otherwise the archbishop and his successors should freely from thence dispose of the vicarage for that turn. (fn. 10)
¶The year before this, Walter de Merton had begun a house in Oxford, whither some of the scholars were from time to time to resort for the advancement of their studies, to which the whole society of Maldon was, within a few years afterwards, removed, and both societies united at Oxford, under the name of the warden and fellows of Merton college. This portion of thirty marcs, which was a stated salary, and not tithes, &c. to that amount, was continued by a subsequent composition or decree of archbishop Warham, in 1532; but in 1559, the college, of their own accord, agreed to let the vicarial tithes, &c. to Thomas Carden, then vicar, at an easy rent, upon his discharging the college from the before-mentioned portion of thirty marcs: and this lease, with the like condition, has been renewed to every subsequent vicar ever since; and as an addition to their income, the vicars have for some time had another lease, of some wood grounds here, from the college. (fn. 11)
The appropriation or parsonage of this church is now held by lease from the warden and fellows, by the Rev. John Kenward Shaw Brooke, of Town-Malling. The archbishop nominates a clerk to the vicarage of it, whom the warden and fellows above-mentioned present to him for institution.
This vicarage is valued in the king's books at twenty pounds, (being the original endowment of thirty marcs), and the yearly tenths at two pounds, the clear yearly certified value of it being 59l. 15s. 2d. In 1640 it was valued at one hundred pounds per annum. Communicants six hundred. It is now of about the yearly value of one hundred and fifty pounds.
All the lands in this parish pay tithes to the rector or vicar, excepting Parkgate farm, Farthingsole farm, and Eleham-park wood, all belonging to the lord of Eleham manor, which claim a modus in lieu of tithes, of twenty shillings yearly paid to the vicar. The manor farm of Clavertigh, belonging to Sir John Honywood, bart and a parcel of lands called Mount Bottom, belonging to the Rev. Mr. Thomas Tournay, of Dover, claim a like modus in lieu of tithes.
Today’s weather: 3600F degrees, partly cloudy, and 100% chance of radiation!
Webb gave us a peek into how planets evolve under extreme circumstances, by taking a look at a rare type of exoplanet called an ultra-hot Neptune. According to the lead researcher Louis-Philippe Coulombe, “Finding a planet of that size so close to its host star is like finding a snowball that hasn’t melted in a fire.”
Like Earth’s moon, LTT 9779 b is tidally locked so that one side is always facing its star. Though the day side is a searing 3600F (2000C), reflective clouds keep the western side of that face cooler than the eastern side. It’s likely that this uneven distribution of heat and clouds, is driven by powerful winds that transport heat around the planet. Being close to the star also means the planet is subject to constant radiation. This makes it a unique laboratory for understanding clouds and the transport of heat on highly irradiated planets.
Read more: exoplanetes.umontreal.ca/en/jwst-forecasts-partially-clou...
The image is an artist concept of LTT 9779 b.
Credit: Benoit Gougeon; Université de Montréal
Description: An artist concept of an exoplanet. It shows the brightly lit day-time face, with the left half only shrouded in white clouds. The right half of the planet is organge in appearance. The planet is depicted on a black background. The words Artist Concept appear in white in the right center of the image.
This racecar was introduced 1954 and was driven by Juan-Manuel Fangio and Stirling Moss in 1954 and 1955.
Parts of the loop road through Monument Valley run right over bare rock, complete with all the bare rock pot holes. The Honda handled it all just fine. Here's the Honda looking car-commercial cool.
Wiki - The Battle of Barrington was an intense and deadly gunfight between federal agents and notorious Great Depression Era gangster, Baby Face Nelson, that took place on November 27, 1934 in the town of Barrington, outside Chicago, Illinois. It resulted in the deaths of Nelson, Federal Agent Herman "Ed" Hollis and Agent/Inspector Samuel P. Cowley.
With the death of "Public Enemy Number One" John Dillinger in July 1934, the Federal Bureau of Investigation, known at the time as the Division of Investigation, focused on eliminating what remained of the notorious Dillinger Gang. Lester "Baby Face Nelson" Gillis, whom newspapers of the era dubbed "Dillinger's aid", had managed to elude the federal dragnet. By late November 1934, the new Public Enemy Number One was hid out in the isolated piney woods of Lake Geneva, Wisconsin. Bolstered by his new found status, the diminutive Nelson bragged he would rob, "...a bank a day for a month."
On the morning of November 27, Nelson, sporting a thin mustache on his youthful face, Helen Gillis (Nelson's loyal wife), and John Paul Chase, Nelson's trusted right-hand man, departed Lake Geneva and traveled south, toward Chicago, on U.S. Route 12 (now U.S. 14). Nelson planned to meet two underworld figures in Chicago and had reasoned daylight the safer time to travel as agents would expect an evening departure.
Near the village of Fox River Grove, Illinois, Nelson observed a vehicle driven in the opposite direction. Inside the car were federal agents Thomas McDade and William Ryan. McDade and Ryan were traveling to Lake Geneva to support a fellow agent who had relayed an encounter with Nelson. The agents and the gangster recognized each other simultaneously and after several U-turns by the agents and by Nelson, Nelson wound up in pursuit of the federal car.
As Nelson's powerful V-8 Ford, driven by Helen Gillis, caught up to the weaker federal sedan, Nelson and Chase opened fire on the agents. Incredibly, McDade and Ryan were not killed or injured. The agents returned fire, sped ahead and ran off the highway. Taking defensive positions, McDade and Ryan awaited Nelson and Chase. The agents, however, were unaware a round fired by Ryan had punctured the water pump and or the radiator of Nelson's Ford. With his Ford rapidly losing power, Nelson was now pursued by a Hudson automobile driven by two more agents: Herman Hollis and Samuel P. Cowley.
A plaque at the Barrington Park District in Barrington, Illinois commemorates the site of the Battle of Barrington, a 1934 shootout that claimed the lives of two FBI agents and resulted in the death of notorious Chicago gangster Baby Face Nelson.
With his new pursuers attempting to pull alongside, Nelson instructed Helen Gillis to steer into the entrance of Barrington's Northside Park, just across the line from Fox River Grove, and stop. Hollis and Cowley overshot Nelson's Ford by over 100 feet (30 m). With their car stopped at an angle, Hollis and Cowley exited, took defensive positions behind the vehicle and, as Helen Gillis fled toward a drainage ditch, opened fire on Nelson and Chase.
Within seconds of the gun battle starting, a round from Cowley's Thompson submachine-gun struck Nelson above his belt line. The .45 caliber bullet tore through Nelson's liver and pancreas and exited from his lower back. Nelson grasped his side and leaned on the Ford's running board. Chase, in the meantime, continued to fire from behind the car. When Nelson regained himself, he suddenly stepped into the line of fire and advanced toward Cowley and Hollis. Cowley was hit by a burst from Nelson's machine gun, after retreating to a nearby ditch. Pellets from Hollis' shotgun struck Nelson in the legs and momentarily downed him. Hollis, possibly already wounded, retreated behind a utility pole. With his shotgun empty, Hollis drew his service revolver only to be struck by a bullet to the head from Nelson's gun. Hollis slid against the pole and fell face down. Nelson stood over Hollis for a moment then limped toward the agents' bullet-riddled car. Nelson backed the agents' car over to the Ford, and, with Chase's help, loaded the agents' vehicle with guns and ammo from the disabled Ford. After the weapon's transfer, Nelson, too badly wounded to drive, collapsed into the Hudson. Chase got behind the wheel and, along with Helen Gillis and the mortally wounded Nelson, fled the scene.
Nelson had been shot a total of nine times; a single (and ultimately fatal) machine gun slug had struck his abdomen and eight of Hollis's shotgun pellets had hit his legs. After telling his wife "I'm done for", Nelson gave directions as Chase drove them to a safe house on Walnut Street in Wilmette. Nelson died in bed there, with his wife at his side, at 7:35 that evening. Hollis, with massive head wounds, was declared dead soon after arriving at the hospital. At a different hospital, Cowley hung on long enough to confer briefly with Melvin Purvis, telling him, "Nothing would bring [Nelson] down." He underwent unsuccessful surgery before succumbing to a stomach wound similar to Nelson's.
Following an anonymous telephone tip, Nelson's body was discovered wrapped in a Native American patterned blanket in front of St. Paul's Lutheran Cemetery in Skokie, which still exists today. Helen Gillis later stated that she had placed the blanket around Nelson's body because, "He always hated being cold..."
Newspapers reported, based on the questionable wording of an order from J. Edgar Hoover ("...find the woman and give her no quarter"), that the Bureau of Investigation had issued a "death order" for Nelson's young widow, who wandered the streets of Chicago as a fugitive for several days, described in print as America's first female "public enemy". After surrendering on Thanksgiving Day, Helen Gillis, who had been paroled after capture at Little Bohemia Lodge, served a year in prison for harboring her late husband and died in 1987. Chase was apprehended later and served a term at Alcatraz and died in 1973. www.youtube.com/watch?v=tIo-GKSEG2g
Corvair Monza, driven by Mrs F C Usin, in August 1960.
Please go here to see more photographs of the Family Car -
www.flickr.com/photos/69559277@N04/sets/72157628124351754...
Produced from the original negative in my collection.
1958 Maserati 250F chassis CM7 driven by Allan Miles. He finished first in class 6 of the Pre 1961 Grand Prix cars (HGPCA: Historic Grand Prix Cars Association).
I took this photo during the Historic Grand Prix 2013 on Circuit Park Zandvoort in The Netherlands. I had such a great time with the following race classes:
MES Pre '66 Touring Cars
Grand Prix Cars Pre '61
Historic Formula Junior
FIA Historic Sports Cars
Historic Formula 2
Demonstratie - Yamaha Classic Racing Team Demonstratie
Demonstratie - Porsche Demonstratie
Demonstratie - Coloni Demonstratie
Youngtimer Trophy
Grand Prix Cars '61 - '65
NKHTGT - Nederlands Kampioenschap Historische Toerwagens & GT's
Demo - Yamaha Classic Racing Team Demonstratie
FIA Historic Formula 1
Historic Monoposto Racing
MES Gentlemen Drivers
Please don't use this image on websites, blogs or other media without my explicit permission.
© All rights reserved - Alle rechten voorbehouden
Described by one commentator as "demure , aristocratic with superb manners" . The last of her class gently puttered and hissed her way around the harbour , never seeming hurried . Of course she was originally steam powered but later was driven by a slow - revving Crossley diesel quiet enough to justify an open engine pit so you could see , hear and smell .
She hadn't long to go when this was taken and very nearly survived - I miss her !
Well patronised in January 1984 , the wonky jackstaff added character ; they never did fix 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 L300 was originally conceived as a military strategic airlifter that served under the designation C-141 Starlifter with the Military Air Transport Service (MATS), its successor organization the Military Airlift Command (MAC), and finally the Air Mobility Command (AMC) of the United States Air Force (USAF).
In the early 1960s, the United States Air Force's Military Air Transport Service (MATS) relied on a substantial number of propeller-driven aircraft for strategic airlift, such as the C-124 Globemaster II and C-133 Cargomaster. As these aircraft were mostly obsolescent designs and the Air Force needed the benefits of jet power, the USAF ordered 48 Boeing C-135 Stratolifters as an interim step. The C-135 was a useful stop-gap, but only had side-loading doors and much of the bulky and oversize equipment employed by the U.S. Army would not fit.
In the spring of 1960, the Air Force released Specific Operational Requirement 182, calling for a new aircraft that would be capable of performing both strategic and tactical airlift missions. The strategic role demanded that the aircraft be capable of missions with a radius of at least 3,500 nautical miles (6,500 km) with a 60,000 pounds (27,000 kg) load. The tactical role required it to be able to perform low-altitude air drops of supplies, as well as carry and drop combat paratroops. Several companies responded to SOR 182, including Boeing, Lockheed, and General Dynamics.
Lockheed responded to the requirement with a unique design: the Lockheed Model 300, the first large jet designed from the start to carry freight. The Model 300 had a swept high-mounted wing with four 21,000 pounds-force (93 kN) thrust TF33 turbofan engines pod-mounted below the wings. An important aspect was the cabin's floor height of only 50 inches (130 cm) above the ground, allowing easy access to the cabin through the rear doors. The two rear side doors were designed to allow the aircraft to drop paratroops (in August 1965 the aircraft performed the first paratroop drop from a jet-powered aircraft). The rear cargo doors could be opened in flight for airborne cargo drops. The high-mounted wings gave internal clearance in the cargo compartment of 10 feet (3.0 m) wide, 9 ft (2.7 m) high and 70 ft (21 m) long. The size enabled the Starlifter to carry, for example, a complete LGM-30 Minuteman intercontinental ballistic missile in its container. The aircraft was capable of carrying a maximum of 70,847 pounds (32,136 kg) over short distances, and up to 92,000 pounds (42,000 kg) in the version configured to carry the Minuteman, which lacked other equipment. The aircraft could also carry up to 154 troops, 123 paratroops or 80 litter patients.
President John F. Kennedy's first official act after his inauguration was to order the development of the Lockheed 300 on 13 March 1961, with a contract for five aircraft for test and evaluation to be designated the C-141. One unusual aspect of the aircraft was that it was designed to meet both military and civil airworthiness standards, since Lockheed hoped to sell the aircraft, much like the C-130 Hercules, to airlines, too. The prototype C-141A (s/n 61-2775) was manufactured and assembled in record time. The prototype was rolled out of the Lockheed factory at Marietta, Georgia on 22 August 1963 and first flew on 17 December, the 60th anniversary of the Wright brothers' first flight. The company and the Air Force then started an operational testing program and the delivery of 284 C-141 aircraft.
The effort to sell the aircraft on the civilian market included some detail changes like a different yoke and cockpit equipment. Two versions were offered: the original aircraft (designated L300-100 StarLifter), based on the C-141’s hull, and a strongly stretched version, 37 feet (11 m) longer than the L300-100, and marketed as the L300-200 SuperstarLifter. Specialized versions like an aerial firefighting water bomber were proposed, too, and an initial L300-100 prototype made a global sales tour (which was later donated to NASA).
Response from the civil market was rather lukewarm, though, and resulted only in orders from Flying Tiger Line and Slick Airways for four aircraft each. Nevertheless, production of the civil StarLifter was launched in 1966, since the differences to the military aircraft were only minimal and Lockheed considered the financial risks to be acceptable. However, only twelve aircraft were initially ordered when production was greenlighted, but there was the expectation to attract more sales once the aircraft proved itself in daily business.
Despite a very good service record, this did not happen. To make matters worse, unexpected legal problems seriously threatened the newly introduced transport aircraft: In the early 1970s, strict noise limits for civil aircraft threatened operations, esp. in the USA. Several American L300 operators approached Lockheed for suitable noise reduction modifications, but the company did not react. However, third parties that had developed aftermarket hush kits for other airliners like the Boeing 707 or the Douglas DC-8 chimed in and saw their opportunity, and in 1975 General Electric began discussions with the major L300 operators with a view to fitting the new and considerably quieter Franco-American CFM56 engine to the transport aircraft. Lockheed still remained reluctant, but eventually came on board in the late 1970s and supported the conversion kit with new nacelles and pylons. This engine kit was unofficially baptized the “StarSilencer” program, which was offered as a retrofit kit and as an option for newly built aircraft, which were designated L300-1100 and -1200, respectively.
The kit was well received and all operational private L300s were upgraded with the fuel-efficient 22,000 lb (98.5 kN) CFM56-2 high-bypass turbofans until 1984, preventing a premature legal end of operations in wide parts of the world. The benefits of the upgrade were remarkable: The new engines were markedly quieter than the original Pratt & Whitney TF33-P-7 turbofans, and fuel efficiency was improved by 20%, resulting in a higher range. The CFM56s also offered 10% more thrust than the TF33-P-7s’ 20,250 lbf (90.1 kN each) output, and this extra thrust improved the aircraft’s take-off performance, too.
The USAF did not adopt the “StarSilencer” upgrade and rather focused on the fuselage extension program that converted all existing C-141As into C-141Bs from 1979 onwards, so that the aircraft’s payload potential could be better exploited. However, the new CFM56 engines made the L300 more attractive to civil operators, and, beyond the upgrade program for existing airframes, a second wave of orders was placed for both the L300-1100 and -1200: until 1981, when civil L300 production was stopped, eighteen more aircraft had been ordered, primarily for operators in North America and Canada, bringing total production to 40 machines, plus the initial demonstrator prototype.
One of these late buyers outside of the American continent was Air Greenland. Founded in 1960 as Grønlandsfly, the airline started its first services with Catalina water planes and within the decade expanded to include DHC-3 Otters as well as Sikorsky S-61 helicopters, some of which remain in active service. Grønlandsfly also picked up a Danish government contract to fly reconnaissance missions regarding the sea ice around Greenland.
During the 1970s, Grønlandsfly upgraded its airliner fleet, and mining in the Uummannaq Fjord opened new business opportunities beyond passenger services. To enter the bulk cargo business for mining companies with routes to Canada, North America and Europe as well as civil freight flights for the U.S. Army in Greenland (e. g. for the USAF’s Sondrestrom and Thule Air Bases), the purchase of a dedicated transport aircraft was considered. This eventually led to the procurement of a single, new L300-1100 StarLifter with CFM56-2 engines in 1980 – at the time, the biggest aircraft operated by Grønlandsfly. Domestic as well as international passenger service flourished, too: By the end of 1979, the number of Grønlandsfly passengers served annually exceeded 60,000 – this was more than the population of Greenland itself! However, the airline’s first true jet airliner, a Boeing 757-200, began operation in May 1998. Before, only propeller-driven aircraft like vintage Douglas DC-4 and DC-6 or the DHC Twin Otter and Dash 7 turboprop aircraft had been the main passenger types. In 1999, the airline already served 282,000 passengers, nearly triple the number at the end of the previous decade.
In 2002 the company rebranded itself, anglicizing its name to Air Greenland and adopting a new logo and livery. The L300-1100 was kept in service and remained, until the introduction of a single Airbus A330 in 2003 (purchased after SAS abandoned its Greenland service and Air Greenland took these over), Air Greenland’s biggest aircraft, with frequent cargo flights for the Maarmorilik zinc and iron mines.
StarLifters remained in military duty for over 40 years until the USAF withdrew the last C-141s from service in 2006, after replacing the airlifter with the C-17 Globemaster III. In civil service, however, the L300, despite its small production number, outlasted the C-141. After the military aircraft’s retirement, more than twenty StarLifters were still in private service, most of them operating under harsh climatic conditions and in remote parts of the world.
General characteristics:
Crew: 4 - 6 (2 pilots, 2 flight engineers, 1 navigator, 1 loadmaster)
Length: 145 ft (44.27 m)
Wingspan: 160 ft 0 in (48.8 m)
Height: 39 ft 3 in (12 m)
Wing area: 3,228 ft² (300 m²)
Empty weight: 136,900 lbs (62,153 kg)
Loaded weight: 323,100 lbs (146,688 kg)
Max Payload, 2.25g: 94,508 lb (42.906 kg)
Max Takeoff Weight, 2.25g: 343,000 lb (155,722 kg)
Powerplant:
4× CFM International CFM56-2 high-bypass turbofans, delivering 22,000 lb (98.5 kN) each
Performance:
Maximum speed: 567 mph (493 kn, 912 km/h)
Cruise speed: 495 mph (430 kn, 800 km/h)
Range: 4,320 mi (2,350 nmi, 6,955 km)
Ferry range: 7,245 mi (6,305 nmi, 11,660 km)
Service ceiling: 41,000 ft (12,500 m)
Rate of climb: 2,600 ft/min (13.2 m/s)
Wing loading: 100.1 lb/ft2 (490 kg/m²)
Thrust/weight: 0.25
The kit and its assembly:
This is another project I had on my agenda for a long time, it was inspired by a picture of the civilian L300 demonstrator and the question what a StarLifter in civil service could look like? Such a type (like the C-130) would only make sense for bulk cargo transport business, and probably only for rather remote locations, so I went up North with my thoughts and initially considered Air Canada or Buffalo Airways as an operator, but then remembered Air Greenland – a very good fit, and the current livery would make the L300 a colorful bird, too.
The basis is Roden’s C-141B kit, AFAIK the only affordable IP kit of this aircraft when I had the idea for this build a while ago; A&A Models released in the meantime a C-141A in June 2021, but it is prohibitively expensive, and Anigrand does a C-141A resin kit. The Roden kit is a sound offering. The parts fit well, even though the seams along the long fuselage and the wing roots need attention and PSR, and at the small 1:144 scale the (engraved) surface details are just fine. It’s not a stellar model, but a sturdy representation with surprisingly massive parts, esp. the fuselage: its walls are almost 3mm thick!
However, I did not want to build the stretched USAF version. The original civil L300 had the same fuselage as the C-141A, and I found this option to be more plausible for the haul of singular heavy equipment than the stretched version, and the decision to shorten the C-141B also had logistic reasons, because I’d have to store the model somewhere once finished… And, finally, I think that the original, short C-141 is just looking good. ;-)
So, I simply “de-plugged” the fuselage. In real life, the C-141B had two extensions: a 160” plug in front and another 120” insert behind its wings. This translated into 2.8 and 2.1 cm long sections on the model that were simply sawed off from the completed fuselage. Thanks to the massive fuselage walls, gluing the parts back together was an easy task, resulting in a very stable connection. The seams were hidden under some PSR, as well as two windows. The C-141B’s fairing for the refueling receptive was also sanded away. The front plug was easily hidden, but the rear plug called for some body sculpting, because the fuselage has a subtle bulge around the cargo door and its ramp – the shapes in front and behind it don’t differ much, though.
Another change for a more fictional civil variant: the engines. This was a lucky coincidence, because I had a complete set of four CFM56 turbofan nacelles left over from my shortened Minicraft DC-8 build a while ago, and the StarLifter lent itself to take these different/more modern engines, esp. for the civilian market. The swap was not as easy as expected, though, because the C-141’s nacelles are much different, have longer pylons and their attachment points in the wings were OOB not compatible at all with the CFM56 pods. I eventually filled the attachment slots in the wings and glued the complete CFM56 nacelles with their short DC-8 pylons directly under the wings, blending these areas with PRS. The engines’ position is now markedly different (higher/closer to the wings and further forward), but the engines’ bigger diameter IMHO justifies this change – and it turned out well.
The rest of the Roden model was left OOB, I just added a ventral display adapter for the flight scenes.
Painting and markings:
As mentioned above, I was looking for a “bush pilot” operator of suitable size in the Northern hemisphere, and Greenland Air was chosen because of its exoticism and the airline’s distinctive and simple livery. Does anyone know this rather small airline at all? Potential freight for the US Army as well as for private mining companies with lots of heavy equipment made the StarLifter’s operation plausible.
To make the plan work I was lucky that Draw Decal does an 1:144 sheet for the airline‘s (sole) Boeing 757, and its simple post-2002 all-red paint scheme was easily adapted to the StarLifter. The fuselage and the nacelles were painted with brushes in Humbrol 19 (Gloss Red, it comes IMHO close to the rich real-world tone), while the wings and the engine pylons became Humbrol 40 (Glossy Light Gull Grey). For some variety I added a medium grey (Humbrol 126, FS 36270) Corroguard panel to the wings’ upper surface, later framed with OOB decals. The white door markings came from a generic PAS decals sheet. All decals were very thin, esp. the Draw Decals sheet, which had to be handled with much care, but they also dried up perfectly and the white print inks turned out to have very good opacity. Adapting the Boeing 757 decals to the very different C-141 hull was also easier than expected, even though the "Air Greenland" tag on the nose ended up quite far forward and the emblem on the fin lots its uppermost white circle.
The cockpit, which comes with no interior, was painted in black, while the landing gear wells and struts were painted in a very light grey (Humbrol 196, RAL 7035) with white rims.
Panel lines were emphasized with a little black ink, and the cockpit glazing turned out to be a bit foggy - which became only apparent after I added the red around it. In order to hide this flaw I just laid out the window panels with Tamiya "Smoke".
Finally the model finally received an overall coat of gloss acrylic varnish from a rattle can.
A colorful result, even though the bright red C-141 looks unusual, if not odd. The different engines work well; with the shorter fuselage, the new, wider nacelles change the StarLifter’s look considerably. It looks more modern (at least to me), like a juiced-up Bae 146 or a C-17 on a diet?
+++ 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 Martin B-26 Marauder was a World War II twin-engine medium bomber built by the Glenn L. Martin Company. First used in the Pacific Theater in early 1942, it was also used in the Mediterranean Theater and in Western Europe.
After entering service with the U.S. Army, the aircraft received the reputation of a "Widowmaker" due to the early models' high accident rate during takeoffs and landings. The Marauder had to be flown at exact airspeeds, particularly on final runway approach and when one engine was out. The 150 mph (241 km/h) speed on short final runway approach was intimidating to pilots who were used to much slower speeds, and whenever they slowed down below what the manual stated, the aircraft would stall and crash.
The B-26 became a safer aircraft once crews were re-trained, and after aerodynamics modifications (an increase of wingspan and wing angle-of-incidence to give better takeoff performance, and a larger vertical stabilizer and rudder). After aerodynamic and design changes, the aircraft distinguished itself as "the chief bombardment weapon on the Western Front" according to a United States Army Air Forces dispatch from 1946. The Marauder ended World War II with the lowest loss rate of any USAAF bomber.
A total of 5.288 were produced between February 1941 and March 1945. By the time the United States Air Force was created as an independent service separate from the Army in 1947, all Martin B-26s had been retired from U.S. service. Furthermore, after the end of hostilities in the European theatre of operations, many airframes with low flying hour numbers were left in British airfield.
This was the situation when establishing Hunting Aircraft in 1944 by the purchase of Percival Aircraft: this business was absorbed into the British Aircraft Corporation in 1959.
At the end of 1945 the young British company Hunting Air Travel Ltd., a division of Hunting plc., based at Luton Airport, entered the scene - actually a commercial airline, not an aircraft manufacturer. The new airline began commercial operations from Bovingdon Airport at the start of 1946, and the lack of suitable passenger aircraft for domestic routes (or to continental neighbors) led to a private conversion program for leftover B-26 airframes.
This work was done by Percival Aircraft Ltd, which had become part of Hunting in 1936 and also had its headquarter at Luton. At first, only five B-26B bombers were planned to be converted into P.26 airliners. The airframes underwent considerably changes, primarily stripping them off of any military equipment, closing the bomb bays and adding a passenger cabin with appropriate seating and entry.
Furthermore, the bombers' original R-2800 engines were replaced by more powerful and efficient R-3350 radials with 2.000 hp/1.470 kW each. This was a simple task, since this engine had been an early design options and the mountings were compatible.
Other modifications included an enlarged wingspan, which was intended for a more economical flight as well as a reduced landing speed, especially when loaded.
The revamped aircraft entered service in 1951 when Hunting Air Travel changed its name to Hunting Air Transport. Flying primarily on the British Isles, the aircraft attained immediately some interest from other small airlines, also from continental Europe.
When Percival Aircraft Ltd changed its name to Hunting Percival Aircraft in 1954, a total of 21 B-26 bombers had been converted for Hunting-Clan Air Transport (6, Hunting Air Transport had changed its name in 1953), Aer Lingus (6), Derby Airlines (4), Sabena (3) and Manx Airlines (2).
All of these differed slightly, being tailored to their operators' needs, e. g. concerning seat capacity, engines or entry configurations. The last machines were re-built for Aer Lingus, with 27 passenger seats (nine rows in 2+1 configuration), a crew of four, and integral boarding ladder under the rear fuselage (instead of standard side doors). Furthermore, these final machines were driven by slightly more powerful (2.200 hp/1.640 kW) turbo-compound R-3350 engines, which offered a considerably improved fuel efficiency and an extended range (+20%).
By that time the civil aircraft industry had undergone a major recovery and new models like the turboprop-driven Fokker F.27 Friendship entered the scene - faster, with bigger passenger capacities and more efficient, and the P.26 could not keep up anymore. Another big weakness was the lack of a pressurized cabin, so that the P.26 could only operate at medium altitude. Until 1960 all remaining P.26 were withdrawn and scrapped, most of them had reached their service life, anyway, but operational costs had become prohibitive.
General characteristics:
Crew: 4 (pilot, navigator/radio operator, two service)
Capacity: 21–32 passengers
Length: 58 ft 3 in (17.8 m)
Wingspan: 79 ft 3 in (24.20 m)
Height: 21 ft 6 in (6.55 m)
Wing area: 734 ft² (66 m²)
Empty weight: 24.000 lb (11.000 kg)
Loaded weight: 37.000 lb (17.000 kg)
Powerplant:
2× Wright R-3350-745C18BA-1 radial, each rated at 2.200 hp (1.640 kW),
driving four-bladed propellers
Performance:
Maximum speed: 287 mph (250 knots, 460 km/h) at 5.000 feet (1.500 m)
Cruise speed: 225 mph (195 knots, 362 km/h)
Landing speed: 100 mph (79 knots, 161 km/h)
Range: 3.420 mi (2.975 nmi; 5.500 km)
Service ceiling: 21.000 ft (6.400 m)
Wing loading: 46,4 lb/ft² (228 kg/m²)
The kit and its assembly:
Another Group Build entry, this time for the 2015 "De-/Militarize it" GB at whatifmodelers.com that ran from June through August. I am not 100% certain how the idea of converting a B-26 bomber into a 50ies airliner came up - I have modified the aircraft before, and maybe handling with resin R-3350s for the Supermarine Stalwart flying boat had a subtle influence. However, it was a suitable idea, and I quickly got hands on a vintage Matchbox kit of the Marauder.
This one was chose because of the simplicity of the kit (e .g. without an open bomb bay) and its relatively clean surface. When I got it, though, I had to cope with missing parts: the complete cockpit was missing. The seller did not mention it, I did notice it too late, so I had to create the interior from scratch, as well as the civil pilot figures which were puzzled together, too.
Anyway, conversion was rather straightforward. All guns and turrets were closed/faired over. The dorsal turret received a plug, the nose is the OOB clear part hidden under a coat of putty and the new tail cone is actually a nose from a Frog Supermarine Attacker.
Additionally, some of the original windows were hidden (including the ventral entry hatch) while new round windows, esp. for the passenger cabin under the wing spar, were drilled. They were later filled with Clearfix, after all paint work was done.
The wing tips were enlarged with donations from a Hobby Boss La-7 pistion fighter, leftover from a former conversion project. Even though I did not expect much from this addition I think that the bigger wingspan (the total extension is less than 2", though) and the more pointed tips subtly change the look and the proportions of the B-26?
The OOB engines were replaced by resin R-3350 from Contrails: a perfect match, just the OOB nacelles had to be shortened because the R-3350s come with a complete exhaust section, they are pretty long compared to the R-2800s. Actually, this option was real: AFAIK the R-3350 was a high power alternative for the B-26, but I think that at the time of the aircraft's design it was not available yet, and when it came into production the B-29 received anything that rolled off of the production lines. But in this post WWII case it's a good and plausible modification, since airliners from that era (e .g. the Lockheed Constellation) were powered by this engine type, too.
Further mods include new wheels (just for a modernized look, instead of the WWII grass runway balloon tires) and the passengers received a retractable boarding staircase. This addition was originally intended as a display trick, because the B-26 kit is prone to tip over on its tail. But it turned out that the resin engines weigh so much that the kit even stands without extra weight inside now! Well, the scratched stair was fitted, anyway...
Painting and markings:
This was a bit complicated, because I wanted a 50ies livery, yet a colorful option. One early choice had been Belgian airline Sabena in dark blue and white, or the Netherland's KLM, but then I stumbled across a limited decal sheet from airliner specialist TwoSix Decals for a 1:72 Fokker F.27 in Aer Lingus service, upon the type's introduction in 1955. Perfect match, and since I like green and I could avoid white as far as possible, this was the winning design! :D
From that, things were again straightforward: the paint scheme remains close to the benchmark. The dark green on the upper fuselage is Humbrol 3 (Brunswick Green), the fin was sprayed in white and the metallic undersides were painted with different aluminum shades, including Revell Acrylics, Modelmaster 'Aluminum Plate' Metallizer and simple Aluminum paint, plus some Humbrol 56 for fake panel lines and the fabric-covered ailerons.
Panel lines on the upper fuselage and some dirt were painted with Humbrol 91 (Black Green). On top of that a very light black ink wash was applied in order to emphasize engravings, esp. on the wings and the white fin.
The decals came next (wonderfully printed, dead sharp, very thin carrier film), and they posed less problems than expected. The window openings on the white cheatline were simply covered and punched through, and after final cosmetic touch-ups incl. light soot stains behind the engine exhausts. I also added de-icing leading edges and some walking areas on the wings, cut from black and grey decals sheet (from TL Modellbau).
Finally the kit received a coat of glossy acrylic varnish from the rattle can (which did not turn out as evenly as expected, I guess to due to the age of the paint… The aircraft looks somewhat dirty now), et voilà, the Irish Marauder Commuter was ready for take-off!
I am really happy how this conversion turned out. I have seen pics of civilized B-26s (yes, this was actually done, but only in a few cases), and without all the lumps and bumps and with a decent paint job the aircraft looks really sleek and elegant. The classic, early Aer Lingus livery confirms this, a pretty and unusual bird!
The 1927 AC Royal Six.
Driven in the series by Matthew Crawley.
From page 12 of the Motorsport Magazine, October 1927 edition.
SOME IMPRESSIONS OF A 1927 A.C. (ACEDES), by the Magazine's Editor.
By the courtesy of the manufacturers we recently enjoyed a very pleasant week end on a 16-40 h.p. 6-cylinder A.C., fitted with a commodious three seater body. Needless to say the A.C. could not possibly be described as a sports model, as the photograph shows, but we suggest that by virtue of its performance, this 2-litre car deserves consideration from the sporting driver who desires to indulge in fast and unostentatious driving. As we took over the A.C. at Thames Ditton we could not suppress a feeling of secret amusement at the thought of Motor Sport purring about in such an eminently *respectable and comfortable vehicle. We were immediately impressed by the air of quality embodied in the A.C, a feature which one expects at the price payable for this model. This air of quality originates from the superlative finish, the attractive lines of the coachwork and the high class upholstery and detail work throughout. Other items of information gleaned from a preliminary inspection were that balloon tyres were fitted, while strange to say no front wheel brakes feature on this model, save as an extra. This latter may appear to be a serious defect in these advanced days but our experience, as will appear below, showed that the brakes left little to be desired.
The A.C Six chassis combines some extremely advanced points of design on lines which are acknowledged to be sound, and some unorthodox features, which are apt to involve the A.C. enthusiast in fierce argument with rival owners.
In the first place the six cylinder engine has hemispherical shaped combustion spaces with inclined valves, the latter being operated by a chain driven overhead camshaft. The chain drive for the camshaft is provided with a patent automatic tensioning device which effectually prevents any variation of the valve timing when the chain becomes worn. Another interesting feature is the method of mounting the valve guides in the cylinder head on seatings having a hemispherical contact surface. The guides are a loose fit on these seatings, being held in position by the tension of the valve springs ; the advantage of this system is that if any distortion takes place as a result of the temperature of the engine, the valves are still able to seat themselves correctly, and are not forced to remain in one position, as they are with fixed valve guides.
The point on which the A.C. defies modern practise is the use of a 3-speed gearbox incorporated in the back axle. Whatever theoretical disadvantage there may be in the back axle-cum-gearbox lay-out, it is only fair to the A.C. exponents, to admit that so far as our own experience goes, no evil effects of the arrangement could be detected. With regard to the lack of a fourth speed forward, the A.C. gear ratios are so admirably chosen that the car has a road performance at least equal to, if not better than, many more expensive 4-speed cars, with less happily chosen ratios. It is just conceivable, however, that the rather high bottom gear of the A.C. might cause trouble if some really frightful hill of the motorcycle trial type were to be attempted. However, this contingency is so remote that the simplicity of the 3-speed gear is amply justified.
Remarks on the gearbox, such as the above, require qualification in the case of the 6-cylinder A.C., since undoubtedly much of the success of this car, with three speeds, is due to the extraordinary flexibility and liveliness of the engine. Many engines are capable of high revolutions while others can develop great power at slow speeds, but few, if any, combine both qualities to such a degree as does the A.C. To descend to actual flexibility figures, a mere snail's pace could be indulged in on top gear, say about 3 m.p.h., and from this speed, still on top gear, 40 m.p.h. could be reached in 20 seconds. This phenomenal top gear acceleration is doubtless aided by the comparatively light weight of the whole car, and is quite the equal of many cars of a similar engine capacity, using the gears. If the gearbox of the A.C. was used, a similar change in velocity could be accomplished in exactly half the time, i.e., 10 seconds.
These figures prompt one to believe that it would be possible to show a clean pair of rear mudguards to many real sports cars, provided road conditions did not permit sustained speeds of more than 65 m.p.h. The last named figure was attained several times on arterial roads, during our test, but when driven on the track at this speed the front wheels tended to develop a slight shimmy.
This fault was very slight and never occurred on the road, but was probably caused by the tyre pressures being unsuitable for the bumps of the track. On second gear 45 m.p.h. was easily attained, though the engine performance did not necessitate this style of driving to any extent. On 1st gear 25 m.p.h. was possible, and the same remark applies again. At engine speeds corresponding to half a mile an hour each side of the 41 m.p.h. mark, on top gear a very definite engine vibration was felt—causing a noise somewhat reminiscent of a supercharger. It must be emphasised, however, that owing to this period being kept so closely to one speed, it could not be described as a nuisance, as it was quickly passed through when accelerating or decelerating.
The clutch was extremely light and smooth, being designed to prevent any possible damage to the transmission by even the most careless driver. As a result a certain amount of care had to be applied to the operation of the accelerator pedal at times to prevent clutch slip. This only occurred when the car was driven in an exuberant manner on the gearbox and could easily be overcome with a little care.
As previously mentioned, only rear wheel brakes were fitted to the car under review. A certain amount of force was required to operate the foot brake but we found that, descending a slight slope at 30 m.p.h., on a wet tarmac surface, we could bring the car to rest in 35 yards. The wheels we locked part of the time but the figures are distinctly good and compare favourably with some of the cheaper F.W.B. systems. The car was remarkably comfortable, both from the point of seating position and. upholstery and as to ease of driving. Steering was light and reasonably certain, while the gear change was easy though the actual gate was inclined to be noisy.
Petrol consumption during a week end of fast driving was approximately 20 m.p.g.
Nothing more remains to be said of this car, which is undoubtedly near the top of its class for reliability, comfort and elegance, combined with a performance which is by no means despicable.
For the driver who requires something faster, the engine design allows certain modifications to be easily carried out, such as a racing camshaft and specially balanced crankshaft with high compression pistons. Engines incorporating one or both of these modifications are obtainable at a higher price, known as the 16-56 h.p. and the 16-66 h.p. models respectively, the latter being capable of some 85 m.p.h.
#Lighting - The first Belt Driven Ceiling Fans -was used in the United States 1860-1870.An exact date cannot prove itself. At that time, there were no electric motors for ceiling fans. The ceiling fan was Instead, by means of a belt drive and pulleys move. The belt itself was controlled by a steam turbine. ...
Zakspeed Mustang driven by Rick Mears, 1981 IMSA Camel GT, Brainerd International Raceway
JULY 10 1982
I came across a dirt road,
And thought I heard it say,
I know you’ve driven asphalt,
But please turn down this way.
And so I answered the dirt road,
And walked down its first mile,
The things I saw as I trudged on,
Caused me to slow and smile.
The dust that played beneath my feet,
And swirled so gently round,
Brought a smile unto my weary face,
And chased away my frown.
It brought back memories I had forgotten,
Of days so long ago,
When mostly there were dirt roads,
And driving was so slow.
I saw the butterflies long side,
On flowers that grew tall,
And saw a rabbit dart across,
And heard an eagle‘s call.
I saw great trees that furnished shade,
Tall, reaching for blue sky,
They gave needed cooling from hot sun,
To all those who passed by.
And then I passed a rundown house,
And felt a twinge of alarm,
It won’t be long till nothing’s left,
Where once there was a farm.
And then I thought of its future,
When the dirt road too is gone,
Encroaching grass along the edge,
Tells me it won’t be long.
Until the road has disappeared,
From all but memory,
And I wished with all my heart the road,
Could tell its history.
That it could tell me all about,
And I could hear it say,
"I am the very thing that caused,
Them all to move away.”
Loree O'Neil
driven by american indycar legend bobby rahal,in 1983..he won during the season in this..this is the car he raced at that years indy 500..
Beautifully simple engineering! The side exhaust valve gear is exposed (The inlet valves are on the other side) a fairly common practice at this time, the silver and black object in the center is the magneto, with the distributer mounted on the rear end and the shaft is chain driven off the crankshaft. The rod at the rear of the magneto under the distributer cap is part of the linkage connecter to the ignition advance and retard lever mounted in the hub of the steering wheel.
The pulley at the front of the shaft, with it's leather universal joint drives the fan and the water pump via the linked belt, note the brass taps for bleeding air out of the cooling system, the lubrication cup at the front of the shaft and the spare spark plugs in the bracket mounted on the firewall bulkhead.
See also www.flickr.com/photos/catrionatv/46277383671/in/dateposted/ for a photo and further details of this vehicle