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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.
"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.
The gate agent kept telling us to clear the aisle, but with nowhere to go we had different interpretations of what that meant.
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
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!
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.
There's a sliiight taper to this piece, which means I couldn't just go out and nab some PVC for the grip
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.
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.
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At the end of World War II, the victorious Allies captured both German scientists and research papers in aerodynamics which had given the Germans a slight edge in technology during the war. Among this was research into swept wings, which promised better handling at high speeds, a feature used successfully in the Messerschmitt Me 262. All the combatant nations had been developing jet fighters at the end of the war, and the Soviet Union was no different: like the Western Allies, it found the swept wing concept to be a perfect solution to add speed without sacrificing stability; unlike the West, the Soviets could not take advantage of it due to a lack of adequate jet engines. Soviet metallurgy was simply not up to the task, and experimental jet fighters were severely underpowered. Engine designer Vladimir Klimov, however, came up with a novel idea: he asked the British in 1946 if they could provide a few examples of their latest engine. To the stunned surprise of Klimov, the Mikoyan-Gurevich design bureau, and Josef Stalin, the British complied, providing Klimov with the plans for the Rolls-Royce Nene turbojet, one of the most successful jet engines in history. Klimov quickly reverse engineered it as the VK-1, and just like that, the Soviets had the perfect engine for their planned jet interceptors.
MiG OKB already had a jet fighter in service, the MiG-9, but it was a poor performer. By modifying a MiG-9 into the I-310 prototype, with VK-1 propulsion and swept wings and tail surfaces, the resultant aircraft was superb: it was very manueverable and fast. It was placed into production as the MiG-15. This in turn was superseded by the more advanced and reliable MiG-15bis, which added airbrakes and a few minor avionics changes. Though pilots hated the cramped cockpit, which forced them to fly without heated or pressurized flight suits—a real concern in frigid Russian winters—they loved its responsiveness and speed. Though the MiG-15 was designed to intercept the B-29 Superfortress, hence its heavy cannon armament, it could quite easily hold its own in a dogfight. It rapidly replaced most propeller-driven fighters in the Soviet inventory, and was quickly supplied to Soviet client states.
The MiG-15 would get its first taste of action during the Chinese Civil War, when Russian-flown MiG-15s flew on behalf of the Communist Chinese against the Nationalists; a P-38L was shot down on 28 April 1950 for the type’s first victory. By far, however, it would be Korea where the MiG-15 would see the most action.
After starting out well, the North Korean armies were, by fall 1950, in full rout from South Korea, pursued by United Nations forces. The World War II-era North Korean People’s Air Force had been annihilated by UN aircraft, and though China intended to intervene on behalf of North Korea, it lacked trained pilots. Stalin agreed to secretly provide both MiG-15s and the pilots to fly them, operating from bases in China across the Yalu River from North Korea. The pilots, under command of Soviet top ace Ivan Kozhedub, were instructed to speak in what little Korean they knew, and never fly over territory where they might be captured. The former was rarely heeded in the heat of combat, while the short range of the MiG-15 limited pilots to flying in and around the Yalu valley in any case. This rapidly became known as “MiG Alley.” By November 1950, Russian-flown MiG-15s were in combat against American and British aircraft, both sides fielding pilots who had already flown combat in World War II. Both sides were to find they were close to evenly matched as well: the Russians claimed the first jet-to-jet victory on 1 November, when a MiG-15 shot down a USAF F-80C; four days later, they suffered their first loss, to a US Navy F9F Panther. Most engagements were to occur between the F-86 Sabre and the MiG-15.
Once more, the two were closely matched. The MiG-15 had a better rate of climb, was superior above 33,000 feet, and had harder hitting cannon armament. The F-86’s six machine guns were often ineffective against the rugged MiG, but it was more manueverable, especially at low level, and if the machine guns did not cause as much damage, they fired at three times the rate of the MiG-15’s cannons, and usually hit what they aimed at, due to a superior radar-ranging gunsight. Both sides had to deal with instability at high speeds: if the MiG pilot got into trouble, he would climb out of danger, whereas the Sabre pilot would dive. The pilots were evenly matched, though the Russians would later admit that the Americans were better trained. Both sides overclaimed during the war, with both Soviet and American pilots claiming 12 to 1 kill ratios: the truth may never be known, though 40 Russians were awarded the title of ace during the war. The MiGs did succeed in one task, driving the B-29s into night attacks, after six were shot down or badly damaged on a single mission in October 1951.
Interestingly enough, the F-86 was as much a surprise to the Soviets as the MiG-15 was to the West, and both sides attempted to procure an example of the other. The United States’ Operation Moolah, offering $100,000 to any Eastern Bloc pilot who defected with a MiG-15, resulted in three MiG-15s, two flown by Polish pilots to Denmark and the third by North Korean pilot No Kum-Sok.
After the end of the Korean War, the MiG-15 remained in service, though it slowly began to be replaced by the MiG-17 and MiG-19. Nonetheless, MiG-15s were involved in eleven separate incidents during the Cold War, shooting down several US and British reconnaissance aircraft and an Israeli airliner. By the mid-1950s, however, the MiG-15 was beginning to show its age, and in combat with Sidewinder-equipped F-86s of Taiwan and Israeli Super Mysteres, it came off second best. Gradually, single-seat MiG-15s were retired from active service, though hundreds of two-seat MiG-15UTI “Midget” trainers remained in service; the MiG-15UTI is still flown by several air forces to this day. About 16,000 MiG-15s were produced in the Soviet Union, Poland, and Czechslovakia, and a good number remain in existence today in museums and numerous flyable examples, including 43 in the United States.
Though No Kum-Sok was not the first MiG-15 pilot to defect, he was the most famous, mainly because his MiG-15 was not returned to its previous owners. No took off from his base in North Korea on 21 September 1953 and landed at Kimpo, South Korea, where he asked for asylum. He had defected because his mother lived in South Korea, and was unaware of Operation Moolah--though he did not turn down the $100,000! No's MiG-15 was taken to Okinawa and flight tested, then was offered to its "rightful owners," either North Korea or the Soviet Union, to be returned. When neither country accepted, the MiG was taken to Wright-Patterson AFB, Ohio, and eventually placed on display at the National Museum of the USAF in 1957.
When I saw this aircraft as a kid in 1977, I don't recall if it had been repainted in North Korean DPRKAF colors, or was still in its "temporary" USAF registration. In any case, this is how No Kum-Sok's MiG-15 is displayed today, with its original markings and bare metal finish. The mannequin in the foreground is wearing No's actual flight gear. For many years, this was the only MiG-15 on display anywhere in the West, and it was good to see 2057 again.
As of this writing, No Kum-Sok is still alive and lives in the United States, though he has changed his name to Kenneth Rowe. EDIT (2023): No Kum-Sok passed away on January 6, 2023.
Our Daily Challenge ... handle with care.
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