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In this Aug. 22, 1944 photo, members of the Pentecostal Church of God, a faith healing sect, surround a woman who has "Got the Spirit" as a man holds a snake above her head in Evarts, Ky. Although a Kentucky statute passed in 1940 prohibits the handling of snakes in connection with religious services, this sect revived the ritual after the recent death of a native of the region who was bitten by rattlesnake.
Boot knife handle wrap tied with glow-in-the-dark paracord and midnight blue paracord, gutted. Project tied for the Knot Everything forums Winter 2015 Gift Exchange. stormdrane.blogspot.com/2016/01/welcome-to-2016-happy-new...
Metal handle of a little pottery "basket" we use for hand soap in the bathroom.
Shot in 24 hours set ~ one location ~ master bathroom
A helmeted Ku Klux Klan guard fires a salute in front of a burning cross at a Klan rally November 6, 1965 near Rising Sun, Md., as part of a ritual honoring deceased Klan leaders.
The rally drew over 3,000 people of all ages to the field owned by George B. Boyle about a mile and a half outside of town where tribute was paid to two fallen Klan members—Dan Burros and Matt Murphy. It was purportedly the largest Klan rally in Maryland in 40 years.
The rally also brought a few pickets and hecklers that were run off by Klan security before the rally began. A prayer vigil was held at two nearby churches decrying the Klan’s hate..
Burros was a New York Klan leader who took his own life after the New York Times published an exposure of Klan activities in the state that revealed Burros was Jewish. Murphy was an Alabama Klan attorney who died in an automobile accident.
Klan and other ultra-right groups largely hailed Burros as a hero. A statement by the National Renaissance party said in part:
“The late Daniel Burros is a martyr of the radical right! A true son of the white race, this lad descended from the blue-eyed, blond-haired stock that made the White Man supreme on the face of the early. Daniel Burros, racially, was not of mongrel half-Mongolian Khazar stock, but pure White Russian.
Robert Shelton, Imperial Wizard of the United Klans of America, issued a statement charging that Burros’ death was the result of “irresponsible snooping and prying of a sensation-seeking reporter.”
Shelton continued, “…it is regrettable that a brilliant young man—Dan Burros—whose love for his country and principles established and proclaimed by the Founding Fathers transcended all else…has been hounded into taking his own life.”
An account of the rally by Mae Rankin that resonates today appeared in the Afro American newspaper:
“I am really not the adventurous type, but I have a certain amount of intellectual curiosity about people and what makes them tick.
“This curiosity gave me the courage to ‘step where angels fear to tread’ and visit a certain peaceful cow pasture in Rising Sun, Md., on the evening of Nov. 6.
"Rising Sun is a small town, not far from the Pennsylvania line. On the streets pleasant people greet one another in a cordial manner as they shop in the few, scattered stores.
"When we stopped at the gasoline station to check the exact location of our ultimate destination, the attendant gave us directions in a friendly way.
"The sky was overcast that night. It was chilly. There was an unknown something that made me feel tight and cold. It was fear, real fear.
"I shivered in spite of the friendly faces and jokes from the platform. This was a large crowd, almost two thousand people, listening receptively to the speakers.
"As I looked around and observed the crowd—teenagers, young parents with small children, middle-aged men and women—I found it difficult to believe that this was a Klan rally.
"But there it was, right in front of me—the large cross with the petroleum soaked canvass wound around it. And there they were—the Klansmen and Klanswomen in their unmistakable robes, which they wore with pride.
"They mixed with the crowd, distributing their official publication, The Fiery Cross.’ Published by the United Klans of America, Tuscaloosa, Ala.
"The speakers, visiting Klan leaders from nearby states, were presented on a wooden platform, decorated with two black wreaths.
"Underneath one was the name, Dan Burros, and under the other, Matt Murphy.
"The flags were also conspicuous—American and Confederate.
"Ralph E. Pryor Jr., Grand Dragon of the Delaware Klan; Roy Frankhowser, Pennsylvania Grand Dragon, and Frank Rotella, King Kleagle of the New Jersey Klan, were the principal speakers.
"Vernon Naimaster of Essex, acting Grand Dragon of Maryland, said, “I’m the bus driver they were talking about.” He was referring to news releases which had stated that he was an employee of the Baltimore Transit Company.
"Naimaster did not wear the Klan garb, but he was dressed in his Sunday best and seemed proud to be on this platform.
"Pryor presented the various speakers. He is a former policeman, in his thirties, who said that he had worked with the Vice Squad in Wilmington.
"He spoke with an air of authority when he quoted the alleged ‘startling statistics—regarding the number of white women raped by colored men there. There was no question in his mind as to how this critical situation should be handled.
“’The only answer is to organize a strong Klan,’ he thundered.
“’That’s right, that’s right,’ the crowd echoed.
The visiting Klan leaders were unanimous in their hatred of President Johnson. They were furious because they were being ‘unjustly’ investigated by Washington.
Said one speaker angrily, ‘See this ring on my finger?’ He held up his hand dramatically and paused…
“’In Washington they want to know who gave it to me. Well I won’t tell them, It’s none of their business. I’ll tell you. It was my mother,’ he screamed. The audience was silently sympathetic.
"I looked at the audience. Teenagers were everywhere; groups of young men with hard, tight faces. Yes this was definitely their cup of tea. Hate, hate. You get points for that.
"One speaker suggested that the only way to solve the ‘N__ah problem,’ was to send all the ‘N__ahs’ back to Africa…in a leaky boat.
"According to another authoritative Klansman, all Jews were Communists.
"Arthur Spingarn, former head of the NAACP, was feeding money from the Jews to the colored people in order to weaken America from within so that the ‘commies’ could take over. Marvin Rich of CORE, was also mentioned in this context.
"The Klan leader from New York had a very special and confidential message for the audience. He had worked for the Welfare Department during the day, but the Klan had his unquestioned loyalty at night. He had been dismissed from his job, he said, and was suing for his loss of income.
"He sounded most convincing when he told the audience about the colored people who would drive up to the Welfare Department in their Cadillac to collect their welfare checks.
"There was only one difference of opinion. One speaker stated that Daniel Burros, the New York Klansman who shot himself, was framed! Another leader stated that ‘Dan Burros was not a Jew. But for some unknown reason his parents were married in a synagogue.
“’He [Burros] wanted to protect the Klan, so he shot himself, twice. That took courage. He was a white martyr, for the white race.’
"At this point, the audience was reminded that part of the rally was to be a memorial to the Klan members who had died this year.
“’’Get away from the cross, we don’t want anyone to get burned.’ ‘Now, if it was a N____, that would be alright someone shouted.”
“’Amen, amen,’ echoed the audience.
"By now all eyes were focused on the giant cross.
"To most Christians this is a symbol of the brotherhood of man; to this audience it was a symbol of hatred and terror.
"I shuddered, sick inside. The sky was still overcast. Now came the slow, dull sound of taps. I could barely see the long-barreled rifle which startled me as it was fired upward into the darkness.
"Suddenly, the cross was in flames….
"The men who applauded, Amen, Amen, looked lie men you would meet in Anytown, USA. They wore casual flannel shirts, work pants, some wore work caps.
"The women mostly working men’s wives, were dressed informally. They all listened intently. They applauded loud and long when ‘white womanhood’ and the ‘purity of our white race’ was reaffirmed from the platform.
"The speakers were almost religious in their intensity. As they repeated one after the other that race-mixing was evil; this was mongrelization of the pure American race; that the Klan had the only answer—there echoed again loud and fervent, ‘Amen, Amen.’”
For another personal experience, one confronting the Klan, see washingtonareaspark.com/2013/01/02/standing-against-the-m...
For more information and related images, see flic.kr/s/aHsjDhRPzT
The photographer is unknown. The image is an Associated Press photograph housed in the D.C. Library Washington Star Collection.
Non Catalog Bowie Knife
Handle Material- Rosewood
Serial #221
Made in Aiken, SC
OAL- 12 5/8
Blade- 8
Knife is fitted with brass butt cap and double guard.
This knife is a rare find in excellent condition. There are not many of these out there and certainly not many that have been cared for like this one!
Huge Pair Of Forged and Handcrafted Carpet Scissors/ Rug Sheers.
Napping sheers were designed to trim the very tips of the yarns on a newly handmade rug, creating a velvety smooth surface on the finished product.
This wonderful and rare antique iron hand tool measures 12.5" long. The cast iron fitted handle has a 3" inside diameter, so these were designed for a person with an average to small size hand to use and they are very comfortable to hold and to operate. I wouldn't be bit surprised if these were custom made for their original user. The blades are forged steel.
These wonderful old handmade carpet shears are tight and sharp and in amazing condition for their age. No nicks or chips on the blades at all. Clearly these were some artisan's most prized possession. Whoever owned these kept them for single use only; safe and in perfect working condition.
There's some very light surface rust on this beautiful set of napping shears, as they were carelessly stored in an unheated space for several years. (Their former owner would be spinning in his grave if he knew!) A quick cleanup and these old iron beauties and they're as good as new once more.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
The Messerschmitt Me 262 F was a series of multi-purpose jet planes designed by Messerschmitt for the Luftwaffe that entered service during the final phase of the Second World War in Europe. The aircraft’s design was begun in the summer of 1943 under the project handle P.1099, intended as an improvement to the successful Messerschmitt Me 262 jet fighter and also as a replacement for the Arado Ar 234 bomber/reconnaissance aircraft. The primary focus was on more payload, being either usable for more fuel (since early jet engines had poor mileage and therefore range and endurance) or for weapons, including bombs in an internal bomb bay that would enable the aircraft to fulfil a similar tactical role as the British de Havilland Mosquito. Beyond this high-speed bomber (Schnellbomber) variant, the P.1099 would also be a suitable basis for a fast reconnaissance plane, interceptors and night fighters, and trainer versions were also planned.
The Messerschmitt P.1099 was a 12 m long, conventional-looking aircraft with a wingspan of 12.6 m. It had a much wider fuselage than the Messerschmitt Me 262. It had a circular shape with a diameter of 1.7m (5 ft 6¾ in) and the cockpit was now moved closer to the aircraft’s nose, above the front landing gear well. The baseline aircraft featured a side-by-side cockpit for a crew of two, even though different layouts were envisioned for the specialized variants, including single-seaters. To save development time and to use existing jigs and tools as much as possible, the P.1099 retained the wings and the tail section of the Me 262A-2a. Despite a higher total weight (the P.1099’ MTOW was about 3 tons higher), the planned powerplants were initially two uprated Junkers Jumo 004 turbojet engines, later to be replaced by more powerful Heinkel HeS 011 turbojets.
In January 1944 the P.1099 was accepted by the RLM and received, despite the aircraft’s different structure, the designation “Me 262 F”. The first variant, the Me 262 F-1 (internally designated P.1099A), was the baseline aircraft under the handle “Jäger I”, a jet-powered single seat daytime fighter. There were three planned versions, differing mainly in armament: Version F-1a was armed with four MK 108 30 mm cannon in the lower fuselage, comparable with the earlier Me 262 A fighter, just with more fuel and ammunition. Version F-1b carried two MK 103 30 mm cannon with longer range, firepower and ammunition supply, and Version F-1c was a heavy daytime fighter with two MK 108 and two MK 103 cannon in the nose.
In parallel the Me 262 F-2 was developed as a more heavily armed and armored variant, as a dedicated heavy bomber interceptor (“Pulkjäger” or “Zerstörer”) under the handle “Jäger II”. Again, three versions were foreseen: Version F-2a would be armed with a single MK 108 cannon and a heavy MK 112 55 mm cannon in the nose. Version F-2b was the same, but it was armed with a MK 114 50 mm cannon instead of the Mk 112. Both were single seaters with a heavily armored cockpit and canopy.
The F-2c was a more thoroughly modified two-seater version; it was armed with a single MG151/20 in a small nose turret, a pair of Mk 103 in the rear of the cockpit firing up- and backwards and two defensive MG 131 in remote-controlled FDL 151 barbettes in the tail. Due to the significant changes this model had the internal project designation P.1099B.
Another two-seater, the F-2d, remained very close to the original baseline aircraft with a crew of two in a side-by-side cockpit. This aircraft was armed with the standard four MK 108 in the nose, plus one launch rail under each wing for Ruhrstahl X-4 guided missiles, which were launched and steered by the second crewman via a wire connection with the mothership. This variant did not come to fruition, however, after the X-4 missile project had been cancelled in early 1945.
All P.1099 fighters also had hardpoints under the outer wings for racks with twelve 55mm R4M unguided air-to-air missiles each, a detail taken over from the Me 262 A, even though the fuel load had to be reduced to carry them. The radio equipment of all these versions would be a FuG 16, Peil G6, FuG 101 radio altimeter, FuBl 2 blind landing equipment, as well as the FuG 25a Erstling identification friend or foe transceiver.
Beyond these initial day fighter variants, further types based on the P.1099 airframe were envisioned, too. The F-3 was a dedicated night fighter version, developed in parallel to the Me 262 G. It was based on the F-2a heavy day fighter, but it carried a crew of two (the pilot and a rearward-facing radar operator) and was equipped with a FuG 240 “Berlin” radar set and a rotating dish antenna under a streamlined plywood cover in the nose. The armament consisted of four MK 108 under the nose, similar to the F-1a day fighter, plus two additional, upward-firing MK 108 cannon (“Schräge Musik”) in the rear fuselage.
Other proposed variants (with less priority, though) were the F-4 and the F-5, which were to become the basis for fast bombers and reconnaissance aircraft with only light defensive armament, typically only a pair of MG 131 in remote-controlled tail barbettes was to be carried. The F-4 resembled the baseline P.1099A, with two bomb bays in front of and behind the main landing gear wells and a crew of two seated side-by-side in a pressurized cockpit. Two MK 108 were carried in the nose, plus the MG 131 tail barbettes. The F-5 was similar but featured a glazed bomb aimer/navigator station in the nose instead of the MK 108’s and the glazing above the pilot’s station was reduced and asymmetrical. In both bomber variants the fuselage tanks were re-arranged to make room for a single SC 1.200 in the front bomb bay, but combinations of smaller bombs could be carried, too. Alternatively, mounts for up to three cameras or a 1.350 l auxiliary tank for extended range could be carried in the bays, too.
Initial flight tests of the Me 262 F in late 1944 showed severe directional instability: especially after fuel and ammunition had been depleted and the center of gravity shifted the aircraft tended to become nose-heavy and ditch down if it was not carefully monitored and trimmed by the pilot. To cope with this problem, the engine mounts were modified, so that the CoG was shifted back. Compared with the original Me 262 the engines were placed roughly 900 mm (35.5 in) further back under the wings. The emptying sequence of the fuselage tanks was also changed, and this mostly mended the problems. Another measure to mend the directional instability issues was the enlargement of the tail surfaces, even though later production aircraft frequently had smaller Me 262 A stabilizers fitted due to material shortages and simple lack of parts.- However, due to the higher weight the Me 262 F’s handling and agility were very limited – but most of its intended roles rather relied on speed, anyway, so that dogfights could be avoided.
From 1944 on the war situation worsened considerably, and production of the new Me 262 F superseded the A variant only on selected production lines. A disused mine complex under the Walpersberg mountain was adapted for the production of complete aircraft. These were hauled to the flat top of the hill where a runway had been cleared and flown out. Between 20 and 30 Me 262 Fs were built here until early 1946, primarily fighters, the underground factory being overrun by Allied troops before it could reach a meaningful output. Wings were produced in Germany's oldest motorway tunnel at Engelberg, to the west of Stuttgart. At B8 Bergkristall-Esche II, a vast network of tunnels was excavated beneath St. Georgen/Gusen, Austria, where fully equipped fuselages for the Me 262 at a planned monthly rate of 450 units on large assembly lines were to be produced from early 1945.
After the type’s introduction to frontline units in early 1945 further handling problems arose through the aircraft’ weight, resulting from its high wing load. Both starting and landing run were excessive, so that the number of airfields from which it could be operated was relatively small. No real short-term solution could be found without fully re-designing the wings, so that RATO bottles were frequently used to get a fully loaded Me 262 F up into the air from standard airfields. These were typically fitted to racks which were mounted under the fuselage, flanking the rear bomb bay.
The Me 262 F’s landing speed was dangerously high, too. A retrofittable brake parachute, housed in a simple tubular fairing under the tail, was developed to reduce the landing distance and save brakes, which frequently overheated and could set the landed aircraft aflame.
From the Me 262 F-2a “Pulkzerstörer I”, only a small number were built and eventually entered service. Its main armament, the MK 112, was a heavy German machine cannon produced by Rheinmetall-Borsig from 1945 on – in fact, the MK 112 was basically a scaled-up MK 108, a very compact weapon with relatively low weight. The MK 112 had a caliber of 55 mm and thus fired much larger shells than the 30 mm MK 108, but the rate of fire was significantly lower (300 rounds / min compared to about 600-660 rounds / min of the MK 108). This large-caliber gun was designed primarily to combat heavy bombers, its rate of fire would have been too slow for effective aerial battles with escort fighters – but the Me 262 F would not have been a dogfighter, anyway, so that the “hit-and-run” mission profile suited the aircraft well. Fire tests showed that a single MK 112 hit with mine grenades could destroy a bomber, and with a rate of fire of five shells per second this weapon could inflict considerably higher losses on the incoming streams of Allied bombers compared to other on-board weapons used on the German side. Only the unguided R4M missiles were as effective, but the MK 112 offered considerably higher accuracy and the opportunity to execute more than just a single attack run on an incoming bomber formation.
The MK 112 was mounted in the lower starboard section of the Me 262 F-2a’s nose, its barrel protruded more than 2 m (7 ft) from its nose. The gun’s drum magazine with sixty rounds partly took up the rear space of the cockpit behind the pilot and the gun mount even used up space of the weapon bay on port side, so that only a single MK 108 with 100 rounds as an additional weapon was mounted in the lower port side weapon bay.
Its sister, the Me 262 F-2b, remained on the drawing board, because its main weapon, the 50 mm MK 114 autocannon that had been derived from the 5 cm Pak 38 anti-tank gun, had turned out to be over-complicated, overweight and unreliable. A refined version was developed as the MK 214A, though, but after flight test from February 1945, but the weapon was not deployed operationally.
Only a handful Me 262 F-2a Pulkzerstörer were eventually fielded and operated before the end of hostilities – beyond the low production numbers the lack of fuel and loss of suitable airfields highly limited the aircraft’s potential. Probably less than ten were used by operational units, including JG 53 “Pik As”, in which they served alongside other interceptors, including other Me 262 variants. Typically, bomber formations were approached from the side of a bomber formation, where their silhouettes were widest, and while still out of range of the bombers' machine guns. This broadside-attack tactic was very effective, and the aircraft’s high speed allowed the interceptors to turn around 180° and make at least a second attack run from the opposite side, before the machines dashed off and returned to their bases.
General characteristics
Crew: One
Length: 14,32 m (46 ft 11 in) overall
12,00 m (39 ft 3¾ in) fuselage only, w/o brake parachute housing
Wingspan: 12,61 m (41 ft 3¾ in)
Height: 4,43 m (14 ft 6 in)
Wing area: 24,2 m² (236 sq ft)
Empty weight: 5.061 kg (11,148 lb)
Loaded weight: 8.762 kg (19,300 lb)
Max. take-off weight: 10.062 kg (22,163 lb)
Powerplant:
2× Junkers Jumo 004 C turbojets with 12 kN (2,697 lb st) each
Performance
Maximum speed: 930 km/h (577 mph, 505 kn)
Cruising speed: 805 km/h (500 mph, 438 kn) at 6.500 m (21,290 ft)
Range: 1.340 km (830 ml, 728 nm) at 6000 m with internal fuel only
Service ceiling: 11,450 m (37,570 ft)
Rate of climb: 18 m/s (3,540 ft/min) at max. weight
Armament:
1× 55 mm (1.96 in) MK 112 machine cannon with 60 rounds
1× 30 mm (1.18 in) MK 108 machine cannon with 100 rounds
Hardpoints under the outer wings for racks with twelve 55mm R4M unguided air-to-air missiles
The kit and its assembly:
This became a submission to the late 2021 “Gunships” group build at whatifmodellers.com – what would such a competition be without at least one gun-toting German Luft ’46 interceptor? The Messerschmitt P.1099 lent itself for such a build. Since 1996 Revell offers a 1:72 IP model kit of this paper aircraft, depicting more or less the two planned versions: a basic single-seat day fighter and a heavy two-seater Zerstörer, both based on the same basis.
This what-if model was based on Revell’s interpretation of the P.1099A, and the kit goes together well. Fit is very good, even though some designs are IMHO a bit dubious. The kit’s weakest point: Revell unfortunately missed the important detail of the modified engine nacelles: the kit comes with standard Me 262 wings and engines, but due to CoG reasons the P.1099 would have had its engines moved back by about 900 mm, as mentioned in the background. I corrected this on this build with some PSR – sounds simple, but since the nacelles are not expected to be stuck to the wings in their new position roughly 1 cm further back, some serious bodywork had to be done.
Otherwise the kit was basically built OOB. I just left away the inner wheels from the main landing gear because I found the twin wheels to be “too much” for this upgraded Me 262. The P.1099 might have been heavier than the Me 262, but…? And the wheels’ tractor-like tread design looks IMHO out of place, too, so that I replaced them with a pair of MiG-21 wheels, left over from a KP kit.
The cockpit was taken OOB, even though I have doubts concerning the canopy. And when you look at mockup pictures of the P.1099 you realize that cockpit access had been facilitated through a side door at starboard, similar to the D. H. Mosquito. The cockpit tub does not consider this hatch at all, and the engraved door on the fuselage (it’s actually there!) is so tiny that only a Halfling might use it?
Well, I stuck with it “as is” and just added a pilot figure (specifically from a Matchbox Hawker tempest, because it is one of the rare cases that you get a WWII pilot wearing an oxygen mask) and a “barrel” behind the bulbous pilot seat because there’s a lot of free space in this single seat variant that is otherwise occupied by a rear gunner in Revell’s P.1099B kit. I also have doubts concerning the kit’s canopy, since the original P.1099 had a cockpit for two seated side-by-side, with a canopy that resembled the D.H. Mosquito’s a lot. I am also not certain about the stabilizers – the kit comes with standard Me 262 parts, but trustworthy sources I consulted suggest that not only the fin had been enlarged (depicted well in Revell’s kit), but also the stabilizers? To improve this, I implanted a pair of modified stabilizers that came from a Heller PZL P.23 light bomber. Sounds odd, but they were a very good match in size, shape and thickness!
The only major modification concerns the armament, even though it became just a “graft-on” solution. On the lower left side, the upper gun port was PSRed away. On the right side I added a bulged fairing for the MK 112. It was sculpted from a Matchbox Saab J29 drop tank and blended into the hull with PSR. Protruding spent cases fairings were added for both guns. The MK 112 gun barrel is a resin piece, left over from a ModelTrans tank conversion set and actually depicts a German 55 mm gun, so that this became a perfect donor piece.
Since the airframe still looked rather clean and boring I finally added a pair of JATO bottle racks to the rear fuselage (scratched from styrene profile but left empty) and a brake parachute fairing under the fin, carved from a piece of sprue.
Furthermore, a display adapter was installed into the fuselage for in-flight pictures.
Painting and markings:
This became a challenge, because I wanted a rather unusual livery, neither a standard RLM 81/82/76 late-war combo nor an improvised-cammo-over-bare-metal finish. After some research I settled upon something that was actually carried by some He 177 bombers around 1944: a uniform RLM 74 (Graugrün, Humbrol 245) upper surface with “cloudy” mottles in RLM 76 (Humbrol 247). This appears like a winter camouflage, but it’s actually quite effective at medium altitude, esp. over a cloudy landscape. The original bombers had light blue (RLM 65) undersides, but for the P.1099 from a later period and as a fighter I rather used a darker shade of RLM76 in the form of Tamiya XF-23 (Light Blue). The model received a black ink washing and some post-panel-shading.
The cockpit interior became RLM 66 (Schwarzgrau, Humbrol 67) while the landing gear and the well were painted in uniform RLM 02 (I used Revell 45, a slightly more greenish tone), with wheel discs in RLM 66, too.
Unit markings became minimal and quite sober. I gave the aircraft a typical late-war “Reichsverteidigung” fuselage band, and in JG 53’s case it is plain black. The black band was deliberately chosen because it is a good, much darker contrast to the murky RLM 74, so that the latter appears lighter than it actually is, lowering the contrast to the RLM 76 spots.
The decals were puzzled together from various sources. As an aircraft of the 3rd group the unit’s ID color would be yellow, reflected in the tactical code and the fin tip. For some contrast and to emphasize the long gun barrel I gave it white and black stripes – as a security measure for ground handling. For some more variety I painted one air intake in very dark grey (Revell 06, Anthracite) and the other one in steel Metallizer, simulating replacement parts. The Balkenkreuze come from various sheets – I used simplified “low viz” versions all around. The undulating yellow bar for the 3rd group comes from a TL Modellbau sheet, while the yellow “4” came from a Fw 190 A sheet from Sky Models. A small “4” on the nose was added as a wacky detail, too, the “Pik As” unit markings came IIRC from a Hobby Boss Bf 109 sheet. Since they turned out to have poor contrast/opacity I only used a few stencils from the P.1099A sheet, but due to the disruptive paint scheme this is not apparent.
Finally, the model was sealed with a coat of matt acrylic varnish (Italeri) and a wire antenna, scratched from heated black sprue material, was added between cockpit and fin.
Well, this modified Messerschmitt P.1099A looks simple, but the modified engine nacelles as well as the gun fairing under the nose called for serious PSR. The result looks quite natural, though, and AFAIK this weapon configuration was actually on German drawing boards. However, I am not certain about the cockpit canopy and other details on Revell’s kit, reference information is contradictive.
The paint scheme looks good, even though it was lent from a heavy bomber, and the poor Humbrol enamels did not yield a finish that I had hoped for – the paintwork could certainly have been better, but the overall impression of a late-war Pulkzerstörer is O.K., and this eventually counts.
"Fork Handles"? Say it quickly... ;-)
Lighting stuff: 3 flashes with radio triggers.
Two snooted Vivitar 283s for front light and back light, one Vivitar 285 on the floor lighting the background.
No, the flames were not being blown. For set-up pic please see the next photo in my photostream.
* Learn how to light at Strobist *
After maybe 100 years of service, the handle hole had become hourglass shaped and full of grime and thus very hard to move. Off it came, drilled to 3/4", and replaced. Also made it a little longer for my miniature punching sticks.
Those circular bits need screws but since they're alien I Want to find something weird to put in there. Like a triangular bit or somesuch...
The little knobs on our dishwasher's handle that engage with the latch and close the switches had worn down to far. Decided it was time to try some of this sugru (http://sugru.com/) stuff to fix it.
It takes a few days to set so we can't test it out just yet.
Update 2010/6/10: Two weeks later and it's still holding up well!
PHILIPPINE SEA (Feb. 4, 2022) Aviation Boatswain’s Mate (Handling) 3rd Class Bryan Sanchez, from San Jose, California, assigned to Wasp-class amphibious assault ship USS Essex (LHD 2), signals to an MH-60S Sea Hawk, assigned to Helicopter Sea Combat Squadron (HSC) 21, during a vertical replenishment in support of Noble Fusion. Noble Fusion demonstrates that Navy and Marine Corps forward-deployed stand-in naval expeditionary forces can rapidly aggregate Marine Expeditionary Unit/Amphibious Ready Group teams at sea, along with a carrier strike group, as well as other joint force elements and allies, in order to conduct lethal sea-denial operations, seize key maritime terrain, guarantee freedom of movement, and create advantage for U.S. partner and allied forces. Naval Expeditionary forces conduct training throughout the year in the Indo-Pacific, to maintain readiness. (U.S. Navy photo by Mass Communication Specialist 3rd Class Isaak Martinez)
The Darjeeling Himalayan Railway, also known as the "Toy Train", is a 2 ft (610 mm) narrow gauge railway that runs between New Jalpaiguri and Darjeeling in the Indian state of West Bengal, India. Built between 1879 and 1881, the railway is about 78 kilometres) long. Its elevation level varies from about 100 metres at New Jalpaiguri to about 2,200 metres at Darjeeling. Four modern diesel locomotives handle most of the scheduled services; however the daily Kurseong-Darjeeling return service and the daily tourist trains from Darjeeling to Ghum (India's highest railway station) are handled by the vintage British-built B Class steam locomotives. The railway, along with the Nilgiri Mountain Railway and the Kalka-Shimla Railway, is listed as the Mountain Railways of India World Heritage Site. The headquarters of the railway is in the town of Kurseong. Operations between Siliguri and Kurseong have been temporarily suspended since 2010 following a Landslide at Tindharia.
HISTORY
A broad gauge railway connected Calcutta (now Kolkata) and Siliguri in 1878. Siliguri, at the base of the Himalayas, was connected to Darjeeling by a cart road (the present day Hill Cart Road) on which "Tonga services" (carriage services) were available. Franklin Prestage, an agent of Eastern Bengal Railway Company approached the government with a proposal of laying a steam tramway from Siliguri to Darjeeling. The proposal was accepted in 1879 following the positive report of a committee formed by Sir Ashley Eden, the Lieutenant Governor of Bengal. Construction started the same year.
Gillanders Arbuthnot & Co. constructed the railway. The stretch from Siliguri to Kurseong was opened on 23 August 1880, while the official opening of the line up to Darjeeling was on 4 July 1881. Several engineering adjustments were made later in order to ease the gradient of the rails. Despite natural calamities, such as an earthquake in 1897 and a major cyclone in 1899, the DHR continued to improve with new extension lines being built in response to growing passenger and freight traffic. However, the DHR started to face competition from bus services that started operating over the Hill Cart Road, offering a shorter journey time. During World War II, the DHR played a vital role transporting military personnel and supplies to the numerous camps around Ghum and Darjeeling.
After the independence of India, the DHR was absorbed into Indian Railways and became a part of the Northeast Frontier Railway zone in 1958. In 1962, the line was realigned at Siliguri and extended by nearly 6 km to New Jalpaiguri (NJP) to meet the new broad gauge line there. DHR remained closed for 18 months during the hostile period of Gorkhaland Movement in 1988-89.
The line closed in 2011 due to a 6.8 Magnitude earthquake. The line is currently loss-making and in 2015, Rajah Banerjee, a local tea estate owner, has called for privatisation to encourage investment, which was fiercely resisted by unions.
WORLD HERITAGE SITE
DHR was declared a World Heritage site by UNESCO in 1999, only the second railway to have this honour bestowed upon it, the first one being Semmering Railway of Austria in 1998. To be nominated as World Heritage site on the World Heritage List, the particular site or property needs to fulfill a certain set of criteria, which are expressed in the UNESCO World Heritage Convention and its corresponding Operational Guidelines. The site must be of outstanding universal value and meet at least one out of ten selection criteria. The protection, management, authenticity and integrity of properties are also important considerations.
CRITERIA FOR SELECTION
The DHR is justified by the following criteria:
Criterion ii The Darjeeling Himalayan Railway is an outstanding example of the influence of an innovative transportation system on the social and economic development of a multi-cultural region, which was to serve as a model for similar developments in many parts of the world.
Criterion iv The development of railways in the 19th century had a profound influence on social and economic developments in many parts of the world. This process is illustrated in an exceptional and seminal fashion by the Darjeeling Himalayan Railway.
AUTHENTICITY AND INTEGITY
Since 1881, the original route has been retained in a remarkable condition. Only minimal interventions of an evolutionary nature, such as the reduction of loops, have been carried out. Most of the original steam locomotives are still in use. Like Tea and the Ghurka culture, the DHR has become not only an essential feature of the landscape but also an enduring part of the identity of Darjeeling.
MANAGEMENT AND LEGAL STATUS
The DHR and all its movable and immovable assets, including the authentic railway stations, the line, and the track vehicles, belong to the Government of India entrusted to the Ministry of Railways. The Northeast Frontier Railway documented all the elements of the DHR in a comprehensive register. Apart from that, it handles the day-to-day maintenance and management. But moreover, several programs, divisions and departments of the Indian Railways are responsible for operating, maintaining and repairing the DHR. This includes technical as well as non-technical work. In principle, the only two legal protection mechanisms that apply to the conservation of the DHR are the provisions of the 1989 Railway Act and that it is a public property which is state-owned and therefore protected
THE ROUTE
The railway line basically follows the Hill Cart Road which is partially the same as National Highway 55. Usually, the track is simply on the road side. In case of landslides both track and road might be affected. As long parts of the road are flanked with buildings, the railway line often rather resembles urban tramway tracks than an overland line.
To warn residents and car drivers about the approaching train, engines are equipped with very loud horns that even drown horns of Indian trucks and buses. Trains honk almost without pause.
LOOPS AND Z-REVERSE
One of the main difficulties faced by the DHR was the steepness of the climb. Features called loops and Z-Reverses were designed as an integral part of the system at different points along the route to achieve a comfortable gradient for the stretches in between them. When the train moves forwards, reverses and then moves forward again, climbing a slope each time while doing so, it gains height along the side of the hill.
LOCOMOTIVES
CURRENT
STEAM
All the steam locomotives currently in use on the railway are of the "B" Class, a design built by Sharp, Stewart and Company and later the North British Locomotive Company, between 1889 and 1925. A total of 34 were built, but by 2005 only 12 remained on the railway and in use (or under repair).
In 2002, No. 787 was rebuilt with oil firing. This was originally installed to work on the same principle as that used on Nilgiri Mountain Railway No.37395. A diesel-powered generator was fitted to operate the oil burner and an electrically-driven feed pump, and a diesel-powered compressor was fitted to power the braking system. Additionally, the locomotive was fitted with a feedwater heater. The overall result was a dramatic change in the appearance of the locomotive. However, the trials of the locomotive were disappointing and it never entered regular service. In early 2011, it was in Tindharia Works awaiting reconversion to coal-firing.
In March 2001, No.794 was transferred to the Matheran Hill Railway to allow a "Joy Train" (steam-hauled tourist train) to be operated on that railway. It did not, however, enter service there until May 2002.
DIESEL
Four diesel locomotives are in use: Nos. 601-2, 604 and 605 of the NDM6 class transferred from the Matheran Hill Railway.
Past
In 1910 the railway purchased the third Garratt locomotive built, a D Class 0-4-0+0-4-0.
Only one DHR steam locomotive has been taken out of India, No.778 (originally No.19). After many years out of use at the Hesston Steam Railway, it was sold to an enthusiast in the UK and restored to working order. It is now based on a private railway (The Beeches Light Railway) in Oxfordshire but has run on the Ffestiniog Railway, the Launceston Steam Railway and the Leighton Buzzard Light Railway.
IN POPULAR CULTURE
The Darjeeling Himalayan Railway has long been viewed with affection and enthusiasm by travellers to the region and the Earl of Ronaldshay gave the following description of a journey in the early 1920s:
"Siliguri is palpably a place of meeting... The discovery that here the metre gauge system ends and the two foot gauge of the Darjeeling-Himalayan railway begins, confirms what all these things hint at... One steps into a railway carriage which might easily be mistaken for a toy, and the whimsical idea seizes hold of one that one has accidentally stumbled into Lilliput. With a noisy fuss out of all proportion to its size the engine gives a jerk - and starts... No special mechanical device such as a rack is employed - unless, indeed, one can so describe the squat and stolid hill-man who sits perched over the forward buffers of the engine and scatters sand on the rails when the wheels of the engine lose their grip of the metals and race, with the noise of a giant spring running down when the control has been removed. Sometimes we cross our own track after completing the circuit of a cone, at others we zigzag backwards and forwards; but always we climb at a steady gradient - so steady that if one embarks in a trolley at Ghum, the highest point on the line, the initial push supplies all the energy necessary to carry one to the bottom."
The trip up to Darjeeling on railway has changed little since that time, and continues to delight travellers and rail enthusiasts, so much so that it has its own preservation and support group, the Darjeeling Himalayan Railway Society.
Several films have portrayed the railway. Especially popular was the song Mere sapno ki rani from the film Aradhana where the protagonist Rajesh Khanna tries to woo heroine Sharmila Tagore who was riding in the train. Other notable films include Barfi!, Parineeta and Raju Ban Gaya Gentleman. The Darjeeling Limited, a film directed by Wes Anderson, features a trip by three brothers on a fictional long-distance train based loosely on the Darjeeling Himalayan Railway.
TELEVISION
The BBC made a series of three documentaries dealing with Indian Hill Railways, shown in February 2010. The first film covers the Darjeeling-Himalayan Railway, the second the Nilgiri Mountain Railway and the third the Kalka-Shimla Railway. The films were directed by Tarun Bhartiya, Hugo Smith and Nick Mattingly and produced by Gerry Troyna. The series won the UK Royal Television Society Award in June 2010. Wes Anderson's film The Darjeeling Limited also showcases three brothers riding the Darjeeling Himalayan Railway.
WIKIPEDIA
The little knobs on our dishwasher's handle that engage with the latch and close the switches had worn down to far. Decided it was time to try some of this sugru (http://sugru.com/) stuff to fix it.
It takes a few days to set so we can't test it out just yet.
1-12-13 Wyndham Street Races
With the booming popularity of nostalgic-styled motorcycles, Kawasaki drew from the vaults of history to create the W650. This addition to Kawasaki's line-up is reminiscent of the styling and technological design features of the Kawasaki W1 and W1SA parallel twin-cylinder motorcycles of the late '60s and early '70s. Swing a leg over it and experience some Good Times.
Improved comfort and handling for this classic remake.
Kawasaki drew from the vaults of its own history when it created the W650. Reminiscent of the styling and technological design features of the Kawasaki W1 and W1SA parallel twin-cylinder motorcycles of the late ’60s and early ’70s, the W650 piqued the interest of enthusiasts everywhere.
It only gets better in 2001. A new seat and redesigned tank pads enhance rider comfort, while revised steering geometry and front suspension changes improve handling.
The W650’s twin cylinder, air-cooled 676cc engine churns out plenty of responsive low- and mid-range power, due in part to its long-stroke 360 degree crankshaft that has both pistons rising and falling together. A modern four-valve cylinder head helps give the W650 a healthy top-end, too. The valves are actuated by a single overhead camshaft that is driven by a hypoid gear, where the bevel shaft is offset to one side of the gears for less noise and friction, and increased durability.
The pair of constant velocity carburetors are equipped with the Kawasaki Throttle Responsive Ignition Control (K-TRIC) throttle position sensor. Connected to the Digital Ignition system, K-TRIC varies ignition timing according to throttle position and engine rpm so that the ignition compensates for differing engine loads for crisp throttle response and better fuel efficiency.
Other modern engine features include a lightweight and compact rare-earth magnet generator rotor, wet sump, balancer shaft to help eliminate vibration, pushbutton electric starting and a slick-shifting five-speed transmission with Kawasaki’s Positive Neutral Finder that makes shifting into neutral when stopped a breeze. The W650 also runs much cleaner than the machines that inspired its design due to the Kawasaki Clean Air (KCA) system. Fresh air is fed into the exhaust just beyond the exhaust valves for reduced emissions.
The W650’s chassis design is clean and simple. A traditional double-cradle frame uses a hefty square-section backbone for rigidity. A half-degree increase in the steering angle plus a 2mm larger axle and new front hub featuring larger bearings improve handling. A steel swingarm and twin shocks with adjustable preload provide the rear suspension, while the ride up front has been improved with new fork springs and revised rebound and compression damping. Braking power is supplied by a 300mm front disc and rear drum.
This machine is finished off in classic Kawasaki W-model styling. A shapely gas tank features high quality paint and chrome with redesigned rubber knee pads that are thinner, lighter and have smoother edges. The shape of the long seat was slightly altered and padded ribs added to make it more comfortable. It still has plenty of room for both rider and passenger, plus it’s finished with a retro-looking white bead. A wide, chromed handlebar helps put the rider in an upright, natural position. Modern instrumentation that is re-angled toward the rider for better visibility includes a liquid crystal display for the odometer and trip meter.
The Kawasaki W650 recalls the great machines that helped to lay the foundation of Kawasaki performance. While its styling is a trip into the past, its modern features have the W650 pointed directly into the future.
2001 W650 FEATURES
Parallel-Twin 676cc Engine with Balancer
Broad torque at low- and mid-range
Smooth and reliable
Balancer smoothes vibration
Engine rubber-mounted in chassis for greater rider comfort
Durable bevel cam drive
Four Valves Per Cylinder
Better breathing for more power and low end torque
Single overhead cam design is simple, lightweight, and practical
Five-Speed Transmission
Ratios designed for great acceleration and relaxed highway cruising
Exclusive Positive Neutral Finder
34mm CVK Carburetors With Kawasaki Throttle Responsive Ignition Control (K-TRIC)
A position sensor monitors throttle position so that its micro-computer can determine the best ignition timing for more power and better fuel economy
Double Cradle Frame with Square Section Backbone
Compact and stable
Riding Comfort
Long seat for two-up riding
Traditional styling offers upright seating position
Kawasaki Clean Air (KCA) Exhaust System
Feeds air into exhaust port to reduce emissions
Front Disc Brake
300mm front disc brake with dual piston caliper provides sure stops
Centerstand
Simplifies servicing, cleaning or parking
Maintenance-free Battery
Longer lifespan, hassle free
Spin-on Oil Filter
Automotive spin-on style simplifies oil changes
Revised for 2001:
Double Cradle High Tensile Steel Frame
Comfortable Riding Position
Electronic Instrumentation
39mm Conventional Front Forks
Plated Wire-Spoked Wheels
New for 2001:
Pearl Boulogne / Pearl Ivory
Specifications:
Model
EJ650-A3
Engine Type
4-stroke, air-cooled
Displacement
676 cc.
Bore x Stroke
72 x 83 mm.
Compression Ratio
8.6:1
Valve System
SOHC, 8 valves
Carburetion
Keihin CVK34 x 2
Ignition
Digital with K-Tric
Starting
Electric and kick starter
Transmission
5-speed
Frame type
Double-cradle, high tensile steel
Rake
27 degrees
Wheelbase
57.1"
Suspension, Front
39 mm conventional front fork
Suspension, Rear
Dual hydraulic shocks with 5-way preload adjustment
Tire Front
100/90-19
Tire Rear
130/80-18
Brakes, Front
Single 300 mm. disc with two-piston caliper
Brakes, Rear
160 mm. drum
Seat Height
31.5"
Fuel Capacity
4.0 gallons
Dry Weight
434 pounds
Source: www.totalmotorcycle.com/photos/2001models/2001models-Kawa...
Bert Verhoeff / Anefo
Nederlands:
WK 1974, Nederland-Brazilië. Bij een stand van 2-0, heeft Johan Neeskens een doodschop gekregen van Louis Pereira (rechts) en ligt bewusteloos op de grond. Achter Neeskens staat Johan Cruijff
3 juli 1974
English:
1974 World Cup, Netherlands-Brazil. Johan Neeskens is kicked seriously by Louis Pereira (right) and lies unconscious on the ground. Next behind to Neeskens Johan Cruyff
July 3, 1974
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Sitting on the trunk of my Trans Am at 19, nerdy Rush vanity plate and all. Check out my knee where I knelt in a puddle setting up the camera. On and scope that right rear tire...no tread, bro. The car was a 1979 Y84 Black Special Edition Pontiac Trans Am with the W72 T/A 6.6 400 cubic inch engine and the Borg-Warner Super T-10 4-speed transmission that came with all W72 cars in 1979.
For a little while this was the best-handling car in the world. It was getting .82 in skidpad tests at a time when a Porsche 928 was at .76 and the 911 was getting .77 in skidpad tests. The only cars getting comparable numbers were tiny. The Triumph Spitfire and the MG Midget were getting right around the same kind of handling numbers, but they weighed 1600 pounds or so. Not nearly as much as this 3700-pound rotund American.
It's hard to even imagine this as a performance car now. Its engine only put out 220 horsepower (at 4000 rpm) and 320 pounds-feet of torque (at 2800 rpm). It got 12 mpg City and 17 mpg Highway. Car and Driver got a 0-60 time of 6.7 seconds and a quarter mile of 15.3 seconds at 96.6 mph. Top speed at redline was 124 mph.
By comparison a 2015 VW Golf GTI puts out 230 horsepower (at 4200 rpm) and 258 pounds-feet or torque (at 1500 rpm). It gets 24 mpg City and 34 mpg Highway. The Golf does 0-60 in 6.4 seconds and a quarter mile in 14.8 seconds. Top speed is 155 mph.
So you don't even have to get into sports cars to best this old beast nowadays. Even in terms of price, the Trans Am I had here cost about $10,000 new. Adjusted for inflation that's about $32,000 in 2013 dollars. A Golf GTI will set you back $27k or so. Of course, Volkswagen doesn't put giant screaming chickens on the hoods of their cars...so there's always that.