c/n A-734.

Built 1936 and originally registered N17424.

A rare machine, this beautifully ‘Collegian’ is seen on the afternoon of the Shuttleworth Collection Evening Airshow, Old Warden, Bedfordshire, UK.

17th June 2017.

There's a drumming noise inside my head that starts when you're around.

I swear that you should hear it, it makes such an almighty sound...

 

As I move my feet toward your body, I can hear this beat.

It fills my head up and gets louder and louder.

It fills my head up and gets louder and louder...

 

I run to the river and dive straight in.

I pray that the water will drown out the din.

But as the water fills my mouth, it couldn't wash the echoes out.

 

I swallow the sound and it swallows me whole

Till there's nothing left inside my soul

I'm empty as that beating drum

But the sound has just begun.

  

* * *

 

March's theme for the Collaboration group is all about music. Today's theme: song track number 7 on a favorite album.

 

I chose Drumming Song by Florence + the Machine. This link is a live version of the song that I found when searching for the video. I still suggest that you listen to the original because the drums in it literally make my heart burst and shatter into little tiny pieces they are so wonderful... But I found this version to be quite moving. Anyone who can sing this well live, completely stripped down to the bare essentials of the music is a true artist in my opinion.

D1013 Western Ranger was known by enthusiasts as the fairground machine, this was because of the bright red backing to the number and nameplates and whitewall tyres giving it a gaudy appearance. The paint job was because it was often a choice for the increasing amount of Western hauled railtours. On this occasion D1013 was on a mundane stone train of empties from Acton to Merehead.

This sprawling 1886–1887 mansion, named Aviemore, was once the family home of aviators Sir Ross and Sir Keith Smith and their young brother Lieutenant Colin Smith. They were the sons of Andrew Bell Smith and Jessie Smith nee McPherson. Colin Smith died of wounds in Belgium in 1917.

Sir Ross and Sir Keith stayed here at the end of their record breaking 1919 epic flight from England to Australia. The success and arrival of the aviators in their home town was celebrated here with family and friends.

 

In 1997 a plaque celebrating Aviemore as the former residence of the Smiths was placed on this old home, courtesy of Mayor George Robertson OAM, JP and the Civil Aviation Historical Society of SA.

 

ROSS SMITH MEMORIAL. THE UNVEILING ON SATURDAY

The Ross Smith Memorial in Creswell Gardens perpetuates a nation's admiration for South Australia's "most distinguished son," as the Lieutenant-Governor termed Sir Ross Smith on Saturday.

As the Lieutenant-Governor (Sir George Murray) was unveiling the memorial, the drone of circling aeroplanes recalled the deeds with which Sir Ross Smith won distinction as the first Australian air pilot in Palestine during the war, and carried the thoughts of the spectators back to the 12,000 miles pioneer flight with which the Smith brothers and their mechanics placed the seal of achievement on an audacious ambition.

 

With the face of Sir Ross Smith's figure to the rising sun, the statue is placed between the pathway to the Adelaide Oval entrance and the bank of the Torrens. To a large crowd of people the Lieutenant-Governor told how Sir Ross Smith had his mind turned to aviation from the time he landed in Egypt, and how he became the most famous pilot and observer in the East. His was the only aeroplane to take part in Lord Allenby's triumphal march into Cairo after the war.

 

In a letter to his mother during the war he spoke of the joy he would experience in flying straight to Australia to take Mr P Waite for a flight to Mutooroo Station, probably the germ of the famous enterprise.

Dr A A Lendon related Sir Ross Smith's desire, expressed to his mother during his last visit to Adelaide, that a monument to the Third Light Horse should occupy the place chosen for his own. The doctor went on to point out how fitting it was that the Ross Smith memorial should be placed there, and associated that gallant corps with it.

 

Sir George Murray was also filling the position of Lieutenant-Governor when Sir Ross Smith reached Adelaide after the flight, and at the time the aviator was killed while preparing for a flight around the world and his performance of the ceremony on Saturday was a natural completion of such notable coincidences. The time of the ceremony was an inconvenient one, but the crowd which assembled testified to the place Sir Ross Smith occupied in public esteem. At the conclusion of the ceremony there was a general movement inward to inspect the statuary, admiration of which was openly expressed. A guard of honour was provided by Queen's School, the present pupils of which were thus linked with a former scholar, whose name has become imperishable. [Ref: Register 12-12-1927]

 

Sir Ross Macpherson Smith KBE, MC & Bar, DFC & Two Bars, AFC was an Australian aviator. He and his brother, Sir Keith Macpherson Smith, were the first pilots to fly from England to Australia, in 1919.

 

The brothers were born on 20 December 1890 in Adelaide, and on 4 December 1892 at Semaphore, Adelaide, sons of Scottish-born Andrew Bell Smith, station manager, and his wife Jessie, née Macpherson, born in Western Australia. In 1897 Andrew Smith became the manager of the Mutooroo Pastoral Co. and Mutooroo station, a property of some 3000 sq. miles (7700 km²). Both Keith and Ross were educated at Queen's School, Adelaide (as boarders), and for two years at Warriston School, Moffat, Scotland, their father's birthplace.

 

Ross Smith had served in the cadets and the militia before he left Australia as a sergeant in the 3rd Light Horse Regiment in October 1914: he was at Gallipoli the following year. He was later commissioned and was at the battle of Romani (in the Sinai) in August 1916. The next year he volunteered for the Australian Flying Corps.

 

Flying with No 1 Squadron AFC, Smith took part in attacks, aerial photography missions, and bombing raids on Turkish forces. On one occasion he landed in the face of the enemy to rescue a downed comrade. During his extensive war service he was twice awarded the Military Cross, received the Distinguished Flying Cross three times, as well as the Air Force Cross.

A gifted flyer, Smith became experienced in flying his squadron’s twin-engined Handley Page 0/400 bomber: on occasion Lawrence of Arabia was his passenger. While still with the flying corps, he made pioneering flights from Cairo to Calcutta, and from Calcutta to Timor.

 

On 12 November 1919, assisted by his brother Keith and two mechanics, Wally Shiers and Jim Bennett, he set out to fly from England to Australia in a large Vickers Vimy bomber. It was an epic 28 day flight, completed at an average speed of 137 kilometres per hour, but not without mishap. On their arrival, the pioneering flyers were welcomed home as national heroes. The brothers were knighted. Their mechanics were commissioned and awarded Bars to their Air Force Medals. The £10,000 reward offered by the South Australian Government was divided into four equal shares.

 

In April 1922, while preparing for a record breaking around the world flight, Smith and Bennett were killed in a crash. Keith Smith witnessed the death of his brother, who was not yet 30. Their famous Vimy aircraft was displayed at the Australian War Memorial, but is now in the Smiths’ home town of Adelaide.

 

Flight of 1919

In a Vickers Vimy (a type similiar to the 0/400 bomber), supplied by the manufacturer, and with Keith as assistant pilot and navigator and accompanied by two mechanics, the attempt began from Hounslow, England, on 12 November 1919. Flying conditions were very poor and most hazardous until they reached Basra on 22 November. From Basra to Delhi, a distance of 1600 miles (2575 km), they spent 25½ hours in the air out of 54. A poor landing-area at Singora and torrential rain almost brought disaster on 3 December. Disaster again almost came at Sourabaya where the aircraft was bogged and had to take off from an improvised airstrip made of bamboo mats. By 9 December, however, they were at Timor, only 350 miles (563 km) from Darwin. The crossing was made next day and at 3.50 p.m. on 10 December they landed in Darwin. The distance covered in this epic flight was 11,340 miles (18,250 km). It took just under 28 days with an actual flying time of 135 hours at an average speed of 85 mph (137 kmph).

 

SIR ROSS SMITH'S ARRIVAL

According to the latest official information Sir Ross Smith and his party are expected to arrive in Adelaide on Thursday afternoon next, assuming that the overhaul of the aeroplane proves to be satisfactory. After the aviators have flown over the metropolitan area, including Malvern, Hawthorn, Unley, Henley Beach, Port Adelaide, Woodville, Norwood, and Goodwood, they will soar above Gilberton and Prospect, and thence proceed to the Northfield aerodrome, escorted by whatever aeroplanes may be able to meet them.

 

At the aerodrome they will be met by their parents and the official party, including the members of the Welcome Committee—the Premier (Hon A H Peake), who is Chairman, the Lord Mayor of Adelaide (Mr F B Moulden), the District Commandant (Brig-Gen Antill CB CMG), the Director of the Tourist Bureau (Mr V H Ryan), the secretary of the committee, and the secretary of the Aero Club (Captain Matthews).

The Premier has asked that the time of the arrival of the aviators shall be as nearly as possible 2.30pm.

The District Commandant, with the aid of the police and members of the Australian Army Reserve, will keep the enclosure at Northfield clear.

 

After the greeting and formal introductions there the party will proceed to the city. From St Peter’s Cathedral they will be escorted by mounted police, and on arriving at Parliament House, where the Returned Soldiers' Association Band will be in attendance, addresses of welcome will be delivered by the Lieutenant-Governor (Sir George Murray) and the Premier.

In the evening Sir Ross and Sir Keith Smith will be entertained by their old comrades of the 3rd Light Horse at the Town Hall: on the following day there will be a civic reception by the Lord Mayor. The Welcome Committee desires particularly to warn the public against the danger of crowding the enclosure at Northfield, and points out that the machine will not come to a full stop immediately it reaches the ground. [Ref: Journal (Adelaide) 13-3-1920]

 

SIR ROSS SMITH IN ADELAIDE

Sir Ross and Sir Keith Smith were given a civic reception this morning. The Lord Mayor (Mr F B Moulden) said that in the Smith family there were three sons, and all enlisted: in the Shiers family six sons, and five enlisted, while the other mechanic, Sergeant Bennett, was an only son. The Lord Mayor handed to Sir Ross Smith an address of welcome and congratulations from the inhabitants of the Northern Territory. [Ref: Argus (Melbourne) 25-3-1920]

 

ROUND of FESTIVITIES

Sir Ross and Sir Keith Smith spent a quiet morning, although the telephone to their home has been ringing almost continuously with messages of congratulation from friends and strangers.

They spent yesterday afternoon inspecting the Vickers-Vimy at Northfield, where a military picket of 12 men is posted to protect the machine.

 

This afternoon the aviators are being entertained by the Commonwealth Club. A tremendous crowd was present, and the reception to the guests lasted for several minutes. Tonight their friends are giving them a private dance in a large city hall.

Mr F B Moulden, the Lord Mayor is arranging a party in their honour at the Town Hall on Monday.

 

On Saturday afternoon Sir Ross Smith will lay the foundation stone of the War Chapel at St Peter's Church, Glenelg.

Sir Keith Smith goes to the races on that day. [Ref: Herald (Melbourne) 25-3-1920]

 

THE ROSS SMITH SEASON

The Adelaide Town Hall has been too limited in capacity for intending patrons, many of whom have been unable to gain admission to hear the story and see the films of “The Great Flight”.

The programme is divided into two sections, the first being from Darwin to Adelaide, photographed from the Vickers-Vimy by Captain Frank Hurley. In the second half Sir Ross Smith relates his experiences in racy vein between the 'story' with screen illustrations.

No one returning to Adelaide has ever been given a more enthusiastic ovation than Sir Ross Smith received on Monday night. [Ref: Register 10-5-1920]

 

Sir Ross Smith will make his final appearance in Adelaide at the St Peters Town Hall, on Thursday night prior to leaving on Friday for Tasmania. The story of the flight will be told for the last time in South Australia, and as Sir Keith and Sir Ross will be leaving for England early in August there is no likely return visit of the flight pictures in Adelaide.

The plan of reserve seats [is] at Dorling’s Sweet Shop, next to the Town Hall, St Peters. [Ref: Daily Herald 26-5-1920]

 

SHY AUSTRALIA FLIERS. Two rather shy-looking young men, bronzed and smiling (states The London Daily Mail of February 24), yesterday received endless congratulations from unknown people, autographed menu cards, and made two speeches— “more dangerous” they said, 'than flying to Australia’.

They were Sir Ross Smith and his brother, Sir Keith Smith— both of Adelaide— who flew to Australia in 1919 and were entertained at luncheon yesterday by the Overseas Club and Patriotic League at The Hyde Park Hotel. Memories of their romantic 11,000 miles journey were recalled when they spoke. With hardly a reference to their difficulties, both of them spoke in the first breath of their two mechanics, and avowed they would never have “got through” without them. When Sir Keith Smith mentioned his father and mother, who were waiting for them in their own home at the end of the journey, applause drowned the rest of the sentence.

 

Major-Gen Seely, who presided, recalled that the Air Ministry classified the day on which the brothers left England (November 12 1919) as “Class 5” which meant it was totally unfit for flying. [Ref: Register 5-4-1921]

 

Flight of 1922

The next proposal, to fly round the world in a Vickers Viking amphibian, ended in disaster. Both brothers travelled to England to prepare for the trip and on 13 April 1922, while Ross and his long-serving crew member Bennett were test flying the aircraft at Weybridge near London, it spun into the ground from 1000 feet (305 m), killing both. Keith, who arrived late for the test flight witnessed the accident. The flight was abandoned. The bodies of Sir Ross Smith and Lieutenant Bennett were brought home to Australia.

 

SIR ROSS SMITH

BODY TAKEN TO ADELAIDE

Wednesday—The Commonwealth liner ‘Largs Bay’ has brought home the bodies of Sir Ross Smith and Lieutenant Bennett. Sir Keith Smith was present at the Outer Harbor to watch the landing of the casket containing his brother's remains. Both bodies were conveyed from London in the forward hold of the vessel, but were kept separate from the cargo.

 

The casket holding the embalmed body of Sir Ross Smith was encased in a lead coffin, on the outside of which was a wooden case to prevent damage. Both coffins were under the direct care of the ship’s officers.

 

There was a large gathering on the wharf when the ship's siren gave a salute as the casket was lifted from the hold. As it came into the view of the crowd, draped with the Australian flag, every head was bared, and silence prevailed as it was lowered to the wharf. A band of sailors from the ship bore the coffin to the conveyance which was to take it to St Peter's Cathedral.

 

The first floral tribute to the dead hero from this State was a bunch of red geraniums, which was put on the coffin as a mark of respect from the sailors at the Outer Harbor. The flags on all the vessels and buildings at the harbor were at half-mast. No ceremony was attached to the conveyance to Adelaide of the coffin. After it had been removed from the case it was transferred to a hearse and was taken to the cathedral.

 

Although the public had been notified that there would be no admission to the cathedral until three o'clock in the afternoon a number of people had collected in the vicinity.

 

The Dean of Adelaide met a small official procession at the cathedral gates. Inside the building the precentor (Dr Milne) and Archdeacon Bussell preceded the coffin to a position between the choir stalls, where trestles had been placed to receive it. The coffin is of oak, lead lined and sealed, and bears the following inscription:

"Captain Sir Ross Macpherson Smith, KBE, MC, DFC, AFC died at Brooklands, 13th April, 1923 aged 29 years."

 

Nearly 30 airmen will participate in the funeral. [Ref: Recorder (Port Pirie) 15-6-1922]

 

THE LATE SIR ROSS SMITH

FUNERAL IN ADELAÏDE TODAY

THOUSANDS OF PEOPLE ATTEND

Adelaide. Thursday.

General Leane represented Lord Forster, the Governor-General, at the late Sir Ross Smith's funeral in Adelaide today. Thousands of people viewed the body lying in state at the Cathedral yesterday, and thousands watched the funeral procession today The city was deserted. The public offices, business places, and hotels were closed. The Town Hall bells were tolled, and flags were at half-mast. Mr Bickersteth, headmaster at St. Peter's College, delivered a brief address. Seventy Australian airmen participated. An aircraft trailer was used to carry the coffin and another carried the flowers.

The firing party at the graveside consisted of 40 men.

 

Three military aeroplanes flew over the route as the procession was making its way to the cemetery.

 

The interment was in the North-road cemetery, the grave being dug in a plot of green lawn close to the entrance of the picturesque little chapel. [Ref: Barrier Miner (Broken Hill) 15-6-1922]

 

LAID TO REST

SIR ROSS SMITH'S FUNERAL

The remains of Sir Ross Macpherson Smith, aviator and soldier, were laid to rest this afternoon in soil of his beloved homeland. Enormous crowds of sorrowing people assembled in the vicinity of St. Peter's Cathedral and thronged the route to the North Road Anglican Cemetery, desiring to pay a last tribute of respect to the memory of the illustrious airman. At the Cathedral the solemn service of mourning was held, immediately after which the body was borne from the edifice by members of the Royal Australian Flying Corps and placed on an aeroplane trailer at the head of the State Funeral cortege, which was of unprecedented dimensions.

 

From an early hour this morning a continuous procession of thousands of people filed quietly and sadly past the body as it lay in state in the Cathedral, draped with the British colours and guarded by members of the RAFC with arms reversed.

 

At the Cathedral the service, which was of a most impressive character, was conducted by Dean Young, and was attended by Mr and Mrs Andrew Smith, parents of Sir Ross Smith, and also by Mr and Mrs John Fordyce, of Melbourne (uncle and aunt of the deceased), and Sir Keith Smith and Lieutenant W Shiers, who flew with Sir Ross and Lieutenant Bennett to Australia in the Vickers Vimy. There was a fine muster of Sir Ross Smith's former comrades in the Third Light Horse, and other branches of the AIF.

 

We are not unmindful of his comrade, Lieutenant Bennett, who died with him, and whose body is to be laid to rest on Saturday, in Melbourne. [Ref: Daily Telegraph (Sydney) 16-6-1922]

 

Another National fresh from repaint at Bootle is AOL11T, which was also a former West Midlands machine.

This one was devoid of fleetnames and numbers, however as all the former West Midlands Nationals gained 4xx fleetnumbers, I'm pretty we set the destinations to show its allotted number of 436.

2014-02-01 5934-CR2-L1T1

 

I have been spending a little too much time with this machine this winter. I can not believe the amount of snow West Michigan has been getting this winter.

 

By the way.....photo taken with my new Sigma 10-20 f/3.5 lens

Any Scooby Doo fans out there that want to own a Mystery Machine? This can be yours...(it is not mine) I just saw it and had to grab a quick pic.

Republica Checa - Praga - Plaza de la ciudad vieja (Staromestské námestí) - Ayuntamiento Viejo - Reloj Astronómico (Staroměstský orloj)

 

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ENGLISH:

The Prague astronomical clock, or Prague orloj (Czech: Pražský orloj [praʃskiː orloj]), is a medieval astronomical clock located in Prague, the capital of the Czech Republic. The clock was first installed in 1410, making it the third-oldest astronomical clock in the world and the oldest one still working.

The Orloj is mounted on the southern wall of Old Town City Hall in the Old Town Square. The clock mechanism itself is composed of three main components: the astronomical dial, representing the position of the Sun and Moon in the sky and displaying various astronomical details; "The Walk of the Apostles", a clockwork hourly show of figures of the Apostles and other moving sculptures—notably a figure of Death (represented by a skeleton) striking the time; and a calendar dial with medallions representing the months. According to local legend, the city will suffer if the clock is neglected and its good operation is placed in jeopardy and a skeleton, mounted on the clock, was supposed to nod his head in confirmation. Based on the legend, the only hope was represented by a boy born in the New Year's night.

The oldest part of the Orloj, the mechanical clock and astronomical dial, dates back to 1410 when it was made by clockmaker Mikuláš of Kadaň and Jan Šindel, the latter a professor of mathematics and astronomy at Charles University. The first recorded mention of the clock was on 9 October 1410. Later, presumably around 1490, the calendar dial was added and clock facade was decorated with gothic sculptures.

Formerly, it was believed that the Orloj was constructed in 1490 by clockmaster Jan Růže (also called Hanuš); this is now known to be a historical mistake. A legend, recounted by Alois Jirásek, has it that the clockmaker Hanuš was blinded on the order of the Prague Councillors so that he could not repeat his work; in turn, he broke down the clock, and no one was able to repair it for the next hundred years.

In 1552 it was repaired by Jan Taborský (ca1500–1572), master clockmaker of Klokotská Hora, who also wrote a report of the clock where he mentioned Hanuš as maker of this clock. This mistake, corrected by Zdeněk Horský, was due to an incorrect interpretation of records from the period. The mistaken assumption of Hanuš authorship is probably connected with his reconstruction of the Old Town Hall in years 1470-1473. The clock stopped working many times in the centuries after 1552, and was repaired many times.

In 1629 or 1659 wooden statues were added, and figures of the Apostles were added after major repair in 1787-1791. During the next major repair in years 1865-1866 the golden figure of a crowing rooster was added.

The Orloj suffered heavy damage on May 7 and especially May 8, 1945, during the Prague Uprising, when Germans set fire from several armoured vehicles and an anti-aircraft gun to the south-west side of the Old Town Square in an effort to silence the provocative broadcasting initiated by the National Committee on May 5. The hall and nearby buildings burned along with the wooden sculptures on the Orloj and the calendar dial face made by Josef Mánes. After significant effort, the machinery was repaired, the wooden Apostles restored by Vojtěch Sucharda, and the Orloj started working again in 1948.

The Orloj was last renovated in autumn 2005, when the statues and the lower ring were restored by Josef Manes. Wooden statues were covered with a net to keep pigeons away.

The astronomical dial is a form of mechanical astrolabe, a device used in medieval astronomy. Alternatively, one may consider the Orloj to be a primitive planetarium, displaying the current state of the universe.

The astronomical dial has a background that represents the standing Earth and sky, and surrounding it operate four main moving components: the zodiacal ring, an outer rotating ring, an icon representing the Sun, and an icon representing the Moon.

The background represents the Earth and the local view of the sky. The blue circle directly in the centre represents the Earth, and the upper blue is the portion of the sky which is above the horizon. The red and black areas indicate portions of the sky below the horizon. During the daytime, the Sun sits over the blue part of the background and at night it sits over the black. During dawn or dusk, the mechanical sun is positioned over the red part of the background.

Written on the eastern (left) part of the horizon is aurora (dawn in Latin) and ortus (rising). On the western (right) part is occasus (sunset), and crepusculum (twilight).

Golden Roman numbers at the outer edge of blue circle are the timescale of a normal 24-hour day and indicate time in local Prague time, or Central European Time. Curved golden lines dividing the blue part of dial into 12 parts are marks for unequal "hours". These hours are defined as 1/12 of the time between sunrise and sunset, and vary as the days grow longer or shorter during the year.

Inside the large black outer circle lies another movable circle marked with the signs of the zodiac which indicates the location of the Sun on the ecliptic. The signs are shown in anticlockwise order. In the photograph accompanying this section, the Sun is currently moving anticlockwise from Cancer into Leo.

The displacement of the zodiac circle results from the use of a stereographic projection of the ecliptic plane using the North pole as the basis of the projection. This is commonly seen in astronomical clocks of the period.

The small golden star shows the position of the vernal equinox, and sidereal time can be read on the scale with golden Roman numerals. Zodiac is on the 366 teeth gear inside the machine. This gear is connected to the sun gear and the moon gear by 24 teeth gear.

At the outer edge of the clock, golden Schwabacher numerals are set on a black background. These numbers indicate Old Czech Time (or Italian hours), with 24 indicating the time of sunset, which varies during the year from as early as 16:00 in winter to 20:16 in summer. This ring moves back and forth during the year to coincide with the time of sunset.

The golden Sun moves around the zodiacal circle, thus showing its position on the ecliptic. The sun is attached to an arm with a golden hand, and together they show the time in three different ways:

1.The position of the golden hand over the Roman numerals on the background indicates the time in local Prague time.

2.The position of the Sun over the curved golden lines indicates the time in unequal hours.

3.The position of the golden hand over the outer ring indicates the hours passed after sunset in Old Czech Time.

Additionally, the distance of the Sun from the center of the dial shows the time of sunrise and sunset. Sun and hand of the sun are at the 365 teeth gear inside the machine.

The movement of the Moon on the ecliptic is shown similarly to that of the Sun, although the speed is much faster (due to the Moon's own orbit around the Earth). The half-silvered sphere of the moon also shows the Lunar phase. Moon is on the 379 teeth gear inside the machine.

The four figures flanking the clock are set in motion at the hour, these represent four things that were despised at the time of the clock's making. From left to right in the photographs, the first is Vanity, represented by a figure admiring himself in a mirror. Next, the miser holding a bag of gold represents greed or usury. Across the clock stands Death, a skeleton that strikes the time upon the hour. Finally, the Turk tells pleasure and entertainment. On the hour, the skeleton rings the bell and immediately all other figures shake their heads, side to side, signifying their unreadiness "to go."

There is also a presentation of statues of the Apostles at the doorways above the clock, with all twelve presented every hour.

  

SPANISH:

El Reloj Astronómico de Praga (en checo: Staroměstský orloj) es un reloj astronómico medieval localizado en Praga, la capital de la República Checa. El Reloj se encuentra en la pared sur del ayuntamiento de la Ciudad Vieja de Praga, siendo una popular atracción turística.

Los tres principales componentes del Reloj son:

•El cuadrante astronómico, que además de indicar las 24 horas de día, representa las posiciones del sol y de la luna en el cielo, además de otros detalles astronómicos

•Las figuras animadas que incluyen "El paseo de los Apóstoles", un mecanismo de relojería que muestra, cuando el reloj da las horas, las figuras de los Doce Apóstoles.

•El calendario circular con medallones que representan los meses del año.

El cuadrante astronómico tiene forma de astrolabio, instrumento usado en la astronomía medieval y en la navegación hasta la invención del sextante. Tiene pintado sobre ella representaciones de la Tierra y del cielo, así como de los elementos que lo rodean, especialmente por cuatro componentes principales: el anillo zodiacal, el anillo de rotación, el icono que representa al sol y el icono que representa a la luna.

El fondo representa a la Tierra y la visión local del cielo. El círculo azul del centro representa nuestro planeta y el azul más oscuro la visión del cielo desde el horizonte. Las áreas rojas y negras indican las partes del cielo que se encuentran sobre el horizonte. Durante el día el sol se sitúa en la zona azul del fondo, mientras que por la noche pasa a situarse en la zona oscura. Desde que amanece hasta que anochece, la mecánica del sol hace que esté siempre posicionado sobre la zona roja. A la izquierda del reloj (el Este), encontramos la aurora y el amanecer; mientras en el oeste encontramos el ocaso y el crepúsculo.

Los números dorados del círculo azul representan las 24 horas del día (el formato estándar), marcando la hora civil de Praga. Pero encontramos también la división de 12 horas, que se definen por el tiempo entre el amanecer y el anochecer y que varía según la duración del día dependiendo de la estación del año.

En el interior del círculo negro, se encuentra otro círculo con los signos del zodiaco, indicando la localización del sol en la eclíptica. Los signos son mostrados en orden inverso al sentido del reloj. En la fotografía que acompaña a este artículo, el sol se encuentra en la constelación de Aries y moviéndose hacia la de Tauro.

La disposición del círculo zodiacal corresponde al uso de la proyección estereográfica del plano eclíptico que usa el Polo Norte como base de la proyección. Esta disposición es común en cualquier reloj astrológico de este periodo. La pequeña estrella dorada muestra la posición del equinoccio de verano; de esta forma los números romanos también podrían servir para medir el tiempo sideral.

En el borde exterior del reloj, el número Schwabacher dorado se encuentra sobre el fondo negro. Estos números indican las horas en la antigua Bohemia, que empieza con el 1 del anochecer. Los anillos se van moviendo durante el año y coinciden con el tiempo solar.

El sol dorado se mueve alrededor del círculo zodiacal, describiendo una elipse. El sol se junta con el brazo que tiene la mano dorada, y juntos nos muestran el tiempo de tres formas diferentes:

1.La posición de la mano de oro sobre los números romanos indican la hora local de Praga.

2.La posición del sol sobre las líneas doradas indican las horas en formato de horas desiguales.

3.La posición de la mano dorada sobre el anillo exterior indican las horas después del amanecer según el antiguo horario checo.

Además, la distancia entre el Sol y el centro de la esfera muestra el tiempo entre el anochecer y el amanecer.

El movimiento de la luna en la elipse se parece al del sol, aunque es mucho más rápido. La esfera lunar (una esfera plateada) muestra las fases de la luna.

Las cuatro figuras que flanquean el reloj son cuatro alegorías. De izquierda a derecha son:

•La Vanidad representada por un hombre que sostiene un espejo.

•La Avaricia representada por un comerciante judío con su bolsa.

•La Muerte representada por un esqueleto matando el tiempo.

•La Lujuria representada por un príncipe turco con su mandolina.

Cada hora entre las 9 de la mañana y las nueve de la noche las figuras se ponen en movimiento. El vanidoso se mira en el espejo, el avariento mueve su bolsa, el esqueleto blande su guadaña y tira de una cuerda, el lujurioso mueve la cabeza para mostrar que acecha siempre. Las dos ventanas se abren y empieza "El Paseo de los apóstoles". Los doce apóstoles desfilan lentamente asomándose a la ventana precedidos por San Pedro, gracias a un mecanismo circular en el interior sobre el que están ubicados seis a cada lado.

En la ventana izquierda aparece San Pablo manteniendo y una espada y un libro, le sigue Santo Tomás con un arpón, San Judas Tadeo con un libro en su mano izquierda, San Simón mostrando una sierra pues es el patrón de los leñadores, San Bartolomé con un libro y San Bernabé con un papiro.

En la ventana derecha aparece San Pedro con una llave, pues guarda las llaves del cielo. Le siguen San Mateo con un hacha pues es el patron de constructores, carpinteros y herreros, San Juan, San Andrés con una cruz y Santiago.1

Cuando las ventanas se cierran un gallo añadido en 1882 aletea y canta, después suenan las campanas en formato de 24 horas.

El calendario fue añadido al reloj en 1870. Los doce medallones representan los doce meses del año. Son obra del pintor checo Josef Mánes. Las cuatro esculturas laterales son de izquierda a derecha:

•Un filósofo

•Un ángel.

•Un astrónomo

•Un cronista.

Según la leyenda escrita por Alois Jirásek el mecanismo del reloj astronómico fue construido por el maestro Hanuš (cuyo verdadero nombre era Jan Růže) y por su ayudante Jakub Čech en 1490. Los ediles cegaron al maestro Hanus para que no pudiera construirse una copia del reloj. Čech vengó a su maestro introduciendo una mano en el mecanismo, atascándolo e inutilizándolo, a costa de quedar a su vez manco.

La parte más antigua del Reloj es el mecanismo del cuadrante astronómico que data de 1410, cuando fue construido por el relojero Nicolás de Kadan2 y por Jan Šindel profesor de matemáticas y astronomía de la Universidad Carolina de Praga.

Sucesivamente, alrededor de 1490, fueron añadidos el calendario y las esculturas góticas que decoran la fachada. El Reloj se paró varias veces a partir del 1552, y tuvo que ser reparado tantas veces como fallos tuvo. la reparación de 1552 fue realizada por Jan Táborský, quien escribió un informe en el cual menciona al maestro relojero Hanuš como diseñador del reloj, cuestión que se demostró ser falsa en el siglo XX.

En el siglo XVII se añadieron las estatuas móviles de los laterales del cuadrante astronómico. Las estatuas en madera de los apóstoles fueron añadidas durante la reparación de 1865-1866.

El Reloj sufrió fuertes daños los días 7 y 8 de mayo de 1945, horas antes de la capitulación alemana en Praga, que fue forzada por el avance del Ejército Rojo. Los soldados alemanes dirigieron sus ataques de vehículos blindados y de antiaéreos a la Vieja Ciudad de Praga en un esfuerzo por silenciar la iniciativa provocadora de la radio por parte de la resistencia checa iniciada el 5 de mayo. El ayuntamiento y los edificios cercanos fueron incendiados junto a las esculturas de madera del Reloj y la esfera del calendario de Josef Mánes. Se reparó la maquinaria, y los Apóstoles de madera fueron restaurados por Vojtěch Sucharda un famoso constructor de marionetas. El reloj volvió a funcionar a partir de 1948. El actual relojero Otakar Zámecník realizó una reparación general en 1994.

El Reloj de Praga es uno de los numerosos relojes astronómicos que se construyeron en los siglos XIV y XV. Otros relojes astronómicos fueron construidos en Norwich, San Albano, Wells, Lund, Estrasburgo, y Padua.

 

The Corrado G60 was one of the earliest Corrado editions, fitted with a scroll supercharger. Delivering 160bhp, in a car from this era it was a serious performance machine. This particular example is probably one of the best ones left and certainly the earliest Corrado I've seen in a long time. It last changed hands just before Christmas 1998 (23rd December) and appears lovingly cherished.

 

Lately the MOTs have looked a little worrying, but it clearly isn't a problem for the owner who's clearly spent good money keeping it on the road. Showing 134k in December when it was last tested.

Currently working from Hengrove depot are three Trident Presidents numbered 33144/158/182. They were originally loaned from Southampton for Rail Replacements in 2018, though remained at WoE for extra buses in the run up to Christmas. With capacity issues on some routes, and various other problems in the fleet as a whole, they have remained at work. Bristol has never had Plaxton Presidents, though there are also some open top versions at work with a private company. Pictured at Hengrove Park is 33144 still wearing the dwindling ‘Barbie 2’ livery with pride, as it heads for the depot on route 96. A rather hellfire machine this one, with a screaming turbo and plenty of kickdown, a shame I only rode it for a few mins up to the depot

During the summer of 1965 I was the agent at this depot substituting for the on-vacation regular agent. The only task was to sell tickets for the Dinkeys. The depot had no adding machine. This was before credit cards, so I handled quite a bit of cash each day. After I moved on to the next job of substituting for a vacationing agent or operator or leverman, I received notice that the agency was short $5 and some odd cents. I was not surprised since I had to add long columns of numbers each day to keep the books and had to make change for customers. And that amount was subtracted from my next check.

 

In the photo taken in Lisle, IL on April 4, 1964 (before I was the agent) is CB&Q 9976, an E8A.

The Vickers Vimy G-EAOU aircraft was flown from England to Australia in 1919 by Ross Smith and Keith Smith, South Australian born pilots.

For some time the aircraft was placed at the Australian War Memorial in Canberra: however it is now enclosed in this protective pavilion located at the Smith brothers’ home town.

 

Sir Ross Macpherson Smith KBE, MC & Bar, DFC & Two Bars, AFC was an Australian aviator. He and his brother, Sir Keith Macpherson Smith, were the first pilots to fly from England to Australia, in 1919.

The brothers were born on 20 December 1890 in Adelaide, and on 4 December 1892 at Semaphore, Adelaide, sons of Scottish-born Andrew Bell Smith, station manager, and his wife Jessie, née Macpherson, born in Western Australia. In 1897 Andrew Smith became the manager of the Mutooroo Pastoral Co. and Mutooroo station, a property of some 3000 sq. miles (7700 km²). Both Keith and Ross were educated at Queen's School, Adelaide (as boarders), and for two years at Warriston School, Moffat, Scotland, their father's birthplace.

 

Ross Smith had served in the cadets and the militia before World War One when he left Australia as a sergeant with the 3rd Light Horse Regiment in October 1914: he was at Gallipoli the following year. He was later commissioned and was at the battle of Romani (in the Sinai) in August 1916. The next year he volunteered for the Australian Flying Corps.

 

Flying with No 1 Squadron AFC, Smith took part in attacks, aerial photography missions, and bombing raids on Turkish forces. On one occasion he landed in the face of the enemy to rescue a downed comrade. During his extensive war service he was twice awarded the Military Cross, received the Distinguished Flying Cross three times, as well as the Air Force Cross.

A gifted flyer, Smith became experienced in flying his squadron’s twin-engined Handley Page 0/400 bomber: on occasion Lawrence of Arabia was his passenger. While still with the flying corps, he made pioneering flights from Cairo to Calcutta, and from Calcutta to Timor.

 

On 12 November 1919, assisted by his brother Keith and two mechanics, Wally Shiers and Jim Bennett, he set out to fly from England to Australia in a large Vickers Vimy bomber. It was an epic 28 day flight, completed at an average speed of 137 kilometres per hour, but not without mishap. On their arrival, the pioneering flyers were welcomed home as national heroes. The brothers were knighted. Their mechanics were commissioned and awarded Bars to their Air Force Medals. The £10,000 reward offered by the South Australian Government was divided into four equal shares.

 

In a Vickers Vimy (a type similar to the 0/400 bomber), supplied by the manufacturer, and with Keith as assistant pilot and navigator and accompanied by two mechanics, the attempt began from Hounslow, England, on 12 November 1919. Flying conditions were very poor and most hazardous until they reached Basra on 22 November. From Basra to Delhi, a distance of 1600 miles (2575 km), they spent 25½ hours in the air out of 54. A poor landing-area at Singora and torrential rain almost brought disaster on 3 December. Disaster again almost came at Sourabaya where the aircraft was bogged and had to take off from an improvised airstrip made of bamboo mats. By 9 December, however, they were at Timor, only 350 miles (563 km) from Darwin. The crossing was made next day and at 3.50 p.m. on 10 December they landed in Darwin. The distance covered in this epic flight was 11,340 miles (18,250 km). It took just under 28 days with an actual flying time of 135 hours at an average speed of 85 mph (137 kmph).

 

SIR ROSS SMITH'S ARRIVAL

According to the latest official information Sir Ross Smith and his party are expected to arrive in Adelaide on Thursday afternoon next, assuming that the overhaul of the aeroplane proves to be satisfactory. After the aviators have flown over the metropolitan area, including Malvern, Hawthorn, Unley, Henley Beach, Port Adelaide, Woodville, Norwood, and Goodwood, they will soar above soar above Gilberton and Prospect, and thence proceed to the Northfield aerodrome, escorted by whatever aeroplanes may be able to meet them.

 

At the aerodrome they will be met by their parents and the official party, including the members of the Welcome Committee—the Premier (Hon A H Peake), who is Chairman, the Lord Mayor of Adelaide (Mr F B Moulden), the District Commandant (Brig-Gen Antill CB CMG), the Director of the Tourist Bureau (Mr V H Ryan), the secretary of the committee, and the secretary of the Aero Club (Captain Matthews).

The Premier has asked that the time of the arrival of the aviators shall be as nearly as possible 2.30pm.

The District Commandant, with the aid of the police and members of the Australian Army Reserve, will keep the enclosure at Northfield clear.

 

After the greeting and formal introductions there the party will proceed to the city. From St Peter’s Cathedral they will be escorted by mounted police, and on arriving at Parliament House, where the Returned Soldiers' Association Band will be in attendance, addresses of welcome will be delivered by the Lieutenant-Governor (Sir George Murray) and the Premier.

In the evening Sir Ross and Sir Keith Smith will be entertained by their old comrades of the 3rd Light Horse at the Town Hall: on the following day there will be a civic reception by the Lord Mayor. The Welcome Committee desires particularly to warn the public against the danger of crowding the enclosure at Northfield, and points out that the machine will not come to a full stop immediately it reaches the ground. [Ref: Journal (Adelaide) 13-3-1920]

 

SIR ROSS SMITH IN ADELAIDE

Sir Ross and Sir Keith Smith were given a civic reception this morning. The Lord Mayor (Mr F B Moulden) said that in the Smith family there were three sons, and all enlisted: in the Shiers family six sons, and five enlisted, while the other mechanic, Sergeant Bennett, was an only son. The Lord Mayor handed to Sir Ross Smith an address of welcome and congratulations from the inhabitants of the Northern Territory. [Ref: Argus (Melbourne) 25-3-1920]

 

ROUND of FESTIVITIES

Sir Ross and Sir Keith Smith spent a quiet morning, although the telephone to their home has been ringing almost continuously with messages of congratulation from friends and strangers.

They spent yesterday afternoon inspecting the Vickers-Vimy at Northfield, where a military picket of 12 men is posted to protect the machine.

 

This afternoon the aviators are being entertained by the Commonwealth Club. A tremendous crowd was present, and the reception to the guests lasted for several minutes. Tonight their friends are giving them a private dance in a large city hall.

Mr F B Moulden, the Lord Mayor is arranging a party in their honour at the Town Hall on Monday.

 

On Saturday afternoon Sir Ross Smith will lay the foundation stone of the War Chapel at St Peter's Church, Glenelg.

Sir Keith Smith goes to the races on that day. [Ref: Herald (Melbourne) 25-3-1920]

 

THE ROSS SMITH SEASON

The Adelaide Town Hall has been too limited in capacity for intending patrons, many of whom have been unable to gain admission to hear the story and see the films of “The Great Flight”.

The programme is divided into two sections, the first being from Darwin to Adelaide, photographed from the Vickers-Vimy by Captain Frank Hurley. In the second half Sir Ross Smith relates his experiences in racy vein between the 'story' with screen illustrations.

No one returning to Adelaide has ever been given a more enthusiastic ovation than Sir Ross Smith received on Monday night. [Ref: Register 10-5-1920]

 

Sir Ross Smith will make his final appearance in Adelaide at the St Peters Town Hall, on Thursday night prior to leaving on Friday for Tasmania. The story of the flight will be told for the last time in South Australia, and as Sir Keith and Sir Ross will be leaving for England early in August there is no likely return visit of the flight pictures in Adelaide.

The plan of reserve seats [is] at Dorling’s Sweet Shop, next to the Town Hall, St Peters. [Ref: Daily Herald 26-5-1920]

 

SHY AUSTRALIA FLIERS. Two rather shy-looking young men, bronzed and smiling (states The London Daily Mail of February 24), yesterday received endless congratulations from unknown people, autographed menu cards, and made two speeches— “more dangerous” they said, 'than flying to Australia’.

They were Sir Ross Smith and his brother, Sir Keith Smith— both of Adelaide— who flew to Australia in 1919 and were entertained at luncheon yesterday by the Overseas Club and Patriotic League at The Hyde Park Hotel. Memories of their romantic 11,000 miles journey were recalled when they spoke. With hardly a reference to their difficulties, both of them spoke in the first breath of their two mechanics, and avowed they would never have “got through” without them. When Sir Keith Smith mentioned his father and mother, who were waiting for them in their own home at the end of the journey, applause drowned the rest of the sentence.

 

Major-Gen Seely, who presided, recalled that the Air Ministry classified the day on which the brothers left England (November 12 1919) as “Class 5” which meant it was totally unfit for flying. [Ref: Register 5-4-1921]

 

ROSS SMITH MEMORIAL. THE UNVEILING ON SATURDAY

The Ross Smith Memorial in Creswell Gardens perpetuates a nation's admiration for South Australia's "most distinguished son," as the Lieutenant-Governor termed Sir Ross Smith on Saturday.

As the Lieutenant-Governor (Sir George Murray) was unveiling the memorial, the drone of circling aeroplanes recalled the deeds with which Sir Ross Smith won distinction as the first Australian air pilot in Palestine during the war, and carried the thoughts of the spectators back to the 12,000 miles pioneer flight with which the Smith brothers and their mechanics placed the seal of achievement on an audacious ambition.

 

With the face of Sir Ross Smith's figure to the rising sun, the statue is placed between the pathway to the Adelaide Oval entrance and the bank of the Torrens. To a large crowd of people the Lieutenant-Governor told how Sir Ross Smith had his mind turned to aviation from the time he landed in Egypt, and how he became the most famous pilot and observer in the East. His was the only aeroplane to take part in Lord Allenby's triumphal march into Cairo after the war.

 

In a letter to his mother during the war he spoke of the joy he would experience in flying straight to Australia to take Mr P Waite for a flight to Mutooroo Station, probably the germ of the famous enterprise.

Dr A A Lendon related Sir Ross Smith's desire, expressed to his mother during his last visit to Adelaide, that a monument to the Third Light Horse should occupy the place chosen for his own. The doctor went on to point out how fitting it was that the Ross Smith memorial should be placed there, and associated that gallant corps with it.

 

Sir George Murray was also filling the position of Lieutenant-Governor when Sir Ross Smith reached Adelaide after the flight, and at the time the aviator was killed while preparing for a flight around the world and his performance of the ceremony on Saturday was a natural completion of such notable coincidences. The time of the ceremony was an inconvenient one, but the crowd which assembled testified to the place Sir Ross Smith occupied in public esteem. At the conclusion of the ceremony there was a general movement inward to inspect the statuary, admiration of which was openly expressed. A guard of honour was provided by Queen's School, the present pupils of which were thus linked with a former scholar, whose name has become imperishable. [Ref: Register 12-12-1927]

 

Flight of 1922

The next proposal, to fly round the world in a Vickers Viking amphibian, ended in disaster. Both brothers travelled to England to prepare for the trip and on 13 April 1922, while Ross and his long-serving crew member Bennett were test flying the aircraft at Weybridge near London, it spun into the ground from 1000 feet (305 m), killing both. Keith, who arrived late for the test flight witnessed the accident. The flight was abandoned. The bodies of Sir Ross Smith and Lieutenant Bennett were brought home to Australia.

 

SIR ROSS SMITH

BODY TAKEN TO ADELAIDE

Wednesday—The Commonwealth liner ‘Largs Bay’ has brought home the bodies of Sir Ross Smith and Lieutenant Bennett. Sir Keith Smith was present at the Outer Harbor to watch the landing of the casket containing his brother's remains. Both bodies were conveyed from London in the forward hold of the vessel, but were kept separate from the cargo.

 

The casket holding the embalmed body of Sir Ross Smith was encased in a lead coffin, on the outside of which was a wooden case to prevent damage. Both coffins were under the direct care of the ship’s officers.

 

There was a large gathering on the wharf when the ship's siren gave a salute as the casket was lifted from the hold. As it came into the view of the crowd, draped with the Australian flag, every head was bared, and silence prevailed as it was lowered to the wharf. A band of sailors from the ship bore the coffin to the conveyance which was to take it to St Peter's Cathedral.

 

The first floral tribute to the dead hero from this State was a bunch of red geraniums, which was put on the coffin as a mark of respect from the sailors at the Outer Harbor. The flags on all the vessels and buildings at the harbor were at half-mast. No ceremony was attached to the conveyance to Adelaide of the coffin. After it had been removed from the case it was transferred to a hearse and was taken to the cathedral.

 

Although the public had been notified that there would be no admission to the cathedral until three o'clock in the afternoon a number of people had collected in the vicinity.

 

The Dean of Adelaide met a small official procession at the cathedral gates. Inside the building the precentor (Dr Milne) and Archdeacon Bussell preceded the coffin to a position between the choir stalls, where trestles had been placed to receive it. The coffin is of oak, lead lined and sealed, and bears the following inscription:

"Captain Sir Ross Macpherson Smith, KBE, MC, DFC, AFC died at Brooklands, 13th April, 1923 aged 29 years."

 

Nearly 30 airmen will participate in the funeral. [Ref: Recorder (Port Pirie) 15-6-1922]

 

THE LATE SIR ROSS SMITH

FUNERAL IN ADELAÏDE TODAY

THOUSANDS OF PEOPLE ATTEND

Adelaide. Thursday.

General Leane represented Lord Forster, the Governor-General, at the late Sir Ross Smith's funeral in Adelaide today. Thousands of people viewed the body lying in state at the Cathedral yesterday, and thousands watched the funeral procession today The city was deserted. The public offices, business places, and hotels were closed. The Town Hall bells were tolled, and flags were at half-mast. Mr Bickersteth, headmaster at St. Peter's College, delivered a brief address. Seventy Australian airmen participated. An aircraft trailer was used to carry the coffin and another carried the flowers.

The firing party at the graveside consisted of 40 men.

 

Three military aeroplanes flew over the route as the procession was making its way to the cemetery.

 

The interment was in the North-road cemetery, the grave being dug in a plot of green lawn close to the entrance of the picturesque little chapel. [Ref: Barrier Miner (Broken Hill) 15-6-1922]

 

LAID TO REST

SIR ROSS SMITH'S FUNERAL

The remains of Sir Ross Macpherson Smith, aviator and soldier, were laid to rest this afternoon in soil of his beloved homeland. Enormous crowds of sorrowing people assembled in the vicinity of St. Peter's Cathedral and thronged the route to the North Road Anglican Cemetery, desiring to pay a last tribute of respect to the memory of the illustrious airman. At the Cathedral the solemn service of mourning was held, immediately after which the body was borne from the edifice by members of the Royal Australian Flying Corps and placed on an aeroplane trailer at the head of the State Funeral cortege, which was of unprecedented dimensions.

 

From an early hour this morning a continuous procession of thousands of people filed quietly and sadly past the body as it lay in state in the Cathedral, draped with the British colours and guarded by members of the RAFC with arms reversed.

 

At the Cathedral the service, which was of a most impressive character, was conducted by Dean Young, and was attended by Mr and Mrs Andrew Smith, parents of Sir Ross Smith, and also by Mr and Mrs John Fordyce, of Melbourne (uncle and aunt of the deceased), and Sir Keith Smith and Lieutenant W Shiers, who flew with Sir Ross and Lieutenant Bennett to Australia in the Vickers Vimy. There was a fine muster of Sir Ross Smith's former comrades in the Third Light Horse, and other branches of the AIF.

 

We are not unmindful of his comrade, Lieutenant Bennett, who died with him, and whose body is to be laid to rest on Saturday, in Melbourne. [Ref: Daily Telegraph (Sydney) 16-6-1922]

   

Until someone builds a time machine this will have to do. Not too long ago there were dozens of branchlines scattered across Ontario. Slowly they've been sold off, converted to bike trails, or ripped up completely. This line between Toronto and Havelock however, is the rare exception, with CP still running a train three times a week.

 

On this day, a trio of GP38-2s leads the eastbound KLR road freight through Myrtle. With the influx of GP20C-ECOs it's hard to see the 'Havelock' without at least a couple of the ECO units.

Here she is. The magic of the Xtracycle seems to have cured the front end wobble on this machine. This load -- a week's worth of vegetables, a gallon of milk, and various and sundry bits of clothing unneeded or unworn -- is my largest regular cargo. Once a week we make the 14-mi round trip to our CSA pickup and haul home our bounty. In the fall it's much bigger. But it's the milk that usually tips the scales. With the Xtracycle I barely felt like I was carrying anything.

 

Installing the Xtracycle unit on this bicycle was relatively uneventful. Though the Kogswell uses 650B wheels, I used a 26" Xtracycle and V-brakes, and with a little filing of the brake arm slots, the brake shoes met the rim just fine. I think I voided several warranties in the process, but if I run into any difficulty I reckon I can use a disc brake setup instead. Or run a 26" wheel on the rear. Whatever. I need to haul stuff and this arrangement promises to do that better than the previous one.

Milton Keynes City Bus 516 (EPW 516K) carrying Johnson's Travel livery was working route 43 to the Lakes Estate in Bletchley when photographed on March 10th 1993. Oh to have a time machine. This Bristol RELL6G was new as Eastern Counties RL516 in April 1972.

Not seen much these days in machine shops. The shaping machine. This little model was built from a kit of rough castings and bar stock supplied by Stuart Models. Lots of practice dove-tailing the slides on the milling machine and by some magical fluke I got them just right. Not a very common model but to my mind ideal to drive from a model steam engine. I had great enjoyment making this. Tricky but satisfying. One day I will have a go at making a quick return linkage for it, just like it's much larger cousins.

+++ 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 Gloster Gladiator (or Gloster SS.37) was a British-built biplane fighter. It was used by the Royal Air Force (RAF) and the Fleet Air Arm (FAA, as the Sea Gladiator variant) and was exported to a number of other air forces during the late 1930s. The Gladiator was the RAF's last biplane fighter aircraft and was rendered obsolete by newer monoplane designs even as it was being introduced. Though often pitted against more formidable foes during the early days of the Second World War, it acquitted itself reasonably well in combat.

 

The first version, the Gladiator Mk I, was delivered from July 1936, becoming operational in January 1937. The Mk II soon followed, the main differences being a slightly more powerful Mercury VIIIAS engine with Hobson mixture control boxes and a partly automatic boost control carburetor, driving a Fairey fixed-pitch three-blade metal propeller, instead of the two-blade wooden one of the Mark I.

 

The Gladiator saw action in almost all theatres during the Second World War, with a large number of air forces, some of them on the Axis side. The RAF used it in France, Norway, Greece, the defense of Malta, the Middle East, and the brief Anglo-Iraqi War (during which the Royal Iraqi Air Force was similarly equipped).

Other countries deploying the Gladiator included China against Japan, beginning in 1938; Finland (along with Swedish volunteers) against the Soviet Union in the Winter War and the Continuation War; Sweden as a neutral non-combatant (although Swedish volunteers fought for Finland against USSR as stated above); and Norway, Belgium, and Greece resisting Axis invasion of their respective countries.

 

Portugal was another operator of the Gladiator, and its service with the Aéronautica Militar (Army Aviation) lasted well beyond the 2nd World War. Initially, the Portuguese Government ordered fifteen Gladiator Mk. IIs in July of 1938. Gloster supplied them as kits to Alverca in Portugal, where they were assembled in September 1938. The machines we4re allocated the serial numbers 450 to 464 and formed half of the Esquadrilha de Caça (EC for short: fighter squadron) at Ota, with ten Junkers Ju 52/3m G-3E bombers forming the rest of the squadron. Portugal attempted to purchase more modern fighter equipment from the United Kingdom, but RAF orders had priority and so fifteen more Gladiator Mk. IIs were ordered, diverted from an RAF contract. These were assigned serials 465 to 479 and formed a new EC at Tanco.

 

In early 1941, US President Franklin D. Roosevelt stated that the Azores Islands "represented the eastern frontier of the United States". The Portuguese-held islands were an ideal operating base for Allied surface ships and maritime reconnaissance aircraft, since these forces could combat German submarines operating in the mid- and south Atlantic Ocean from the Azores.

On the other side, there was also the imminent danger of a German occupation — an intent of German strategists through 1941 was to seize the Azores as an ideal base for the trans-Atlantic ranged Amerika Bomber project, for direct attacks on the US east coast.

 

Anyway, Portuguese concerns about an Allied takeover appeared more realistic and prompted the government to deploy air and naval units to the Azores. The Aéronautica Militar consequently formed Esquadrilha de Caça Expedicionara No. 1 dos Azores (1st Expeditionary Fighter Sqaadron of the Azores) in June of 1941. Their fifteen Gladiators were immediately deployed to Rado de Peize on San Miguel Island in the Azores. Soon afterward, Esquadrilha de Caça Expedicionara No. 2 dos Azores was formed to fly Gladiators from Tejas on Terceira Island.

 

By late 1943 , the Gladiators were obsolete as front line aircraft and were replaced in the Azores by Curtiss P-36 "Mohawks". British-supplied Hurricanes and Spitfires replaced Gladiators in Portugal-based fighter units. But the type was not retired: in 1948, several Gladiators returned to the Azores as Esquadrilha de Caça No. 3 at Lajed, where two of them were converted into floatplanes with a large central float plus smaller outrigger floats under the wings. These were the original aircraft “461” and “464”, but among the crews they were better known under their nicknames “Tubarão” (shark) and “Toninha” (harbor porpoise), represented by nose art paintings under the machines’ cockpits.

 

Further modifications of these floatplane Gladiators included a new, reversible three blade propeller for easier handling and a ventral strake for improved stability. The underwing machine guns were removed and replaced by shackles for light ordnance - including containers with life rafts, but also flares or small caliber bombs - added. The fuselage-mounted guns were retained, though, but rarely fitted since the weapons suffered heavily from the Ocean environment and the added weight cost performance and range.

 

These unique machines were primarily used in general observation, weather reconnaissance and 'hack' duties, e. g. as document couriers between the Azores and passing ships. But this episode lasted only for two years: in 1950, the remaining aircraft (a total of seven were still airworthy) were returned to Portugal and served as advanced training aircraft at Tanco.

  

General characteristics:

Crew: 1

Length: 27 ft 5 in (8.36 m)

Wingspan: 32 ft 3 in (9.83 m)

Height: 11 ft 9 in (3.58 m)

Wing area: 323 ft2 (30.0 m²)

Empty weight: 3,217 lb (1,462 kg)

Loaded weight: 4,594 lb (2,088 kg)

 

Powerplant:

1× Bristol Mercury VIIIAS radial engine, rated at 840 hp (619 kW)

 

Performance:

Maximum speed: 253 mph (220 knots, 407 km/h) at 14,500 ft (4,400 m)

Cruise speed: 210 mph

Stall speed: 53 mph (46 knots, 85 km/h)

Endurance: 2 hours

Service ceiling: 32,800 ft (10,000 m)

Rate of climb: 2,300 ft/min (11.7 m/s)

Climb to 10,000 ft (3,050 m): 4.75 min

Armament:

Four .303 in Vickers machine guns; two synchronized in fuselage sides,

two under the lower wings outside of the propeller arc

  

The kit and its assembly:

Another entry for the “Old Kit” Group Build at whatfifmodelers.com in late 2016 – no such event would IMHO be complete without a vintage Matchbox kit, and the Gladiator dates back to 1973.

Anyway, despite its age it is a very good rendition of the biplane, even with engraved details. The engine is well detailed, the fabric structure looks very good and not over-emphasized, just the cockpit lacks a dashboard and the clear canopy is only a single piece and utterly thick.

 

But the Gladiator would not remain an OOB build: inspiration for this literal “Sea Gladiator” dates back to a CG rendition of an FAA Gladiator on twin floats I came across while browsing the web for detail pics of the real aircraft (for a real world Hellenic machine). This looked pretty neat, reminding of a baby Fairey Swordfish, esp. with a typical FAA paint scheme.

A hardware build of this concept had been on my idea list for VERY long, the rigging process just kept me from tackling the project, despite a suitable kit in the stash…

 

The GB was a good motivator, though – but while starting work, the ultimate question arose: classic twin floats, or a bigger, central float with outriggers? Both would be possible under the Gladiator…

For a twin-float layout, a Hasegawa Heinkel He 51 B as donor bank lay ready in the kit pile. For a central float, I had a single float from a Matchbox Fairey Seafox in the spares box, together with a pair of stabilizer floats from a Matchbox Supermarine Walrus.

 

I settled for the more unusual single float variant – because it would be different from the inspiring CG layout, and its more exotic look. The Walrus floats were too big, though, so I cut away a lengthwise 2mm “slice” (eliminating formerly drilled holes for toothpick struts; the floats were formerly used under a Mitsubishi Zero turned into a scratched Nakajima A6M2-N Rufe many years ago…) which gave an overall reduction in size that would match the compact Gladiator.

The Seafox float was just perfect in size and shape, it even comes with nice surface details and a rudder, but had to be cleaned from masses of old enamel paint at first with a thorough foam oven cleaner bath (for several weeks…).

 

The aircraft itself was built OOB, just with an added dashboard in the cockpit and the canopy cut into three pieces for an open position (in fact, the sliding part was totally left away). Under the lower rear fuselage a stabilizer fin was added and the OOB wooden propeller was replaced by a cuffed three-bladed alternative, IIRC from a Hobby Boss Grumman F4F Wildcat.

 

Mounting the floats was more complicated. The streamlined struts were taken from a donor Eastern Express Blackburn Shark (reboxed vintage NOVO kit) and adapted to the new use. From the Shark I also took the longer exhaust pipes.

Work started with the outriggers, both placed on two struts each, and once these were in place the central float was mounted on four pylons, putting it in a slightly “deeper” position than the outriggers and far enough away from the propeller arc. A lot of dry-fitting and trial & error was necessary to define the float’s and struts’ position under the Gladiator’s fuselage, as well as their relative length.

 

Since the area in front of the cockpit is hard to reach once the upper wing is in place, some partial early painting was done in this area. The wings themselves are pretty easy to mount if you take time for dry-fitting and thorough drying of the sub-assemblies – but the real horror comes with the (optional) rigging!

 

I did not want to leave the kit without this detail – it just looks much better with stabilizing wires, and these actually stiffen the kit! There are several methods/materials, including fine yarn, wire or fishing line. I tried all of these, and personally prefer heated and elongated, leftover sprues. The benefit is that the styrene is easy to glue and bonds well with the rest of the kit. Thin threads (which can be torn into individual strength) have innate stability, so that no tension has to be applied while trying to stick the stuff into place. And with the proper color of the styrene (e. g. in silver, black or grey), the wiring even looks pretty realistic in itself without any further paint, which, by tendency, can leave drops and simply makes the wires visibly thicker.

Despite experience with former biplane builds, the rigging process was still a tedious thing - the Gladiator, despite being a relatively modern design, still carried a lot of wires between its wings…

 

I also scratched a beaching trolley, from styrene profiles, leftover parts from a ship display and wheels from the scrap box. Proper and stable hold of the aircraft model was later achieved through cushions made from paper tissue dipped in thinned white glue.

  

Painting and markings:

A bit of “carte blanche”. While an FAA Gladiator would have been a nice and plausible option, I rather searched for something exotic – and found the Gladiator’s long career with the Portuguese Air Force well beyond WWII and the engagement of the type in the Azores. The archipelago location made a home-made floatplane conversion even more plausible.

 

But I did not stick to the original Portuguese paint scheme – the real Gladiators were painted in a uniform dark green on all upper surfaces (and alternatively a RAF Dark Green/Dark Earth scheme, AFAIK), with light grey wing undersides.

I created a fictional mix, with classic FAA colors (Dark Sea Grey/Extra Dark Slate Grey/Sky Grey) and a high waterline, plus counter-shaded, lighter upper surfaces of the lower wings, plus fictional Portuguese markings.

The basic colors I used were Humbrol 224 and 123 on the top sides, plus FS 16473 (ADC Grey) from ModelMaster for the lower surfaces. The counter-shaded lower wings were painted with Faded Olive Drab and Dark Gull Grey (FS 36231) from Modelmaster.

 

The floats were painted in a NMF – I was not certain whether to paint them with camouflage (either upper or lower scheme?), and in order to underline the conversion aspect of the build I just left them without paint at all. I used Steel and Brushed Aluminum Metallizer (Modelmaster and Humbrol), and the result looks quite good.

 

Some overall drybrushing was done to emphasize the surface structure, even though the rigging made things rather hazardous.

 

The markings are conservative and minimal, mostly from a PrintScale aftermarket sheet for the Gloster Gladiator and from a Carpena “Exotic Spitfire” sheet.

AFAIK, 3. Esquadrilha de Caça aircraft did not carry any squadron emblem – hence I invented the nicknames and the respective nose art (from a Revell Dassault Mystère with Patrouille de France markings). Another type in EC3 service, the Spitfires, featured an RAF-style 2-letter-squadron code (“XZ”, AFAIK) an individual letter for the respective aircraft, and a serial number. For the Gladiator I stuck to the original serial numbers, though, added the national markings on the fuselage and used re-arranged code numbers from an Irish Air Corps Spitfire on fuselage and under the wings. From the Spitfire the red fuselage band was used, too, it adds some color to the overall rather dull and simple aircraft.

 

The rigged kit was carefully sealed with matt acrylic varnish, a delicate affair. The floats received a varnish coat, too, but with a slightly glossy finish, in order to underline the metallic surface.

  

A relatively simple conversion, but effective and the Gladiator on floats does not look as fictional as I expected – even though the sheer height of the overall arrangement turned the otherwise sleek fighter aircraft into a pug-like utility vehicle, despite the relatively slender, single Fairey Firefox float. The Portuguese markings look good on it, too, adding to the exotic touch of this whif.

The history of the base ZIL-111 started in 1956. ZIL-111D with a body "convertible" is a modified ZIL-111G with a body "limousine" produced since 1962, which in turn was a modification of the basic model ZIL-111.

 

The first car to receive the (still unofficial) this index was constructed in 1948, the ZIS-110M number 5. He is the only five cars in this series had a streamlined body with a single pontoon sidewalls, similar in appearance to the body "Packard Clipper" in 1947. Second ZIS-111 "Moscow" appeared in the early 1950s, he was a creation of designer Valentin zilovskogo sprout. It was built only two or three copies, one of which was shown at the Exhibition of Economic Achievements. At the exhibition visitors, this car did not cause great pride in the domestic auto industry. Frankly American car-like "Buick" of the late 1940s, nothing but a big bird on the hood, did not attract attention, and generally looked mediocre.

 

In the early 1950s in the American automotive industry has arisen a tendency to change the annual lineup. As a rule, these changes were only the exterior and interior, chassis remained the same for several years. Keep up with such a rapid fashion could not even Europe, not to mention the Soviet Union with its planned economy. Indeed, the car just did, put on the conveyor belt - and the next year to change all the seals, snap-in, spend millions of rubles for the sake of fashion. The only solution here was to create a machine progressive enough to "margin of safety" was enough for a few years.

 

Knowing this and seeing that the plant itself could not find a worthy replacement for veteran ZIS-110 ZIS leadership decided to hold a competition to create a project perspective the car - ZIS-111 new generation. Among a number of proposals liderovali two projects already built by ZIS-111 "Moscow" sprout and experienced car with the outline of "Packard" 1955 model year, a young designer from the LM Yeremeyev.

 

It was a clash of different schools, different approaches: a, zilovskogo, and another, dared to revise established views of the plant. Battles have been hot. ZIS sprout had already been built and almost ready to launch into production, but the option Eremeeva turned much more fresh and sovremennym.V finally won Yeremeyev. After the germ left the factory.

 

In 1956, a design project Yeremeyev was embodied in the life-size clay. In 1957, a new car under the name of ZIL-111 was released (in 1956, died IA Likhachev, and the plant was renamed in his honor). In a metal machine was a beautiful, yet rigorous. The front part was like at the same time, "Packard" and "Mercury" 1955-1956 period, while at the same time, comparing favorably to both of them. A much more elegant than the "Packard", and more representative than the "Mercury", he became the personification of the Soviet Union period, thaw. Large glass area and a panoramic windshield missed a lot of light into the cabin. Located on the side molding and sagittal "gill slits" are copied from the "Imperial" in 1956 (on a batch molding ZIL-111 was replaced by a figure known to us gulls). The rear portion was done in the style of "Packard." Large vertical lights, covered wings, reminiscent of the arches of Gothic cathedrals.

 

In 1958, with some modifications ZIL-111 went into the series. The designs of the ZIL-111 was not just a step forward compared to the ZIS-110, it was a real breakthrough. ZIS-110 was a design in 1941 and ZIL-111 is fully consistent with the requirements of 1955. During this period the automobile world of America has replaced three basic models, and by 1955 in the technological sense of the early machines of the 1940s has disappeared. New ZIL, like its predecessor, remained framed machine, this is probably where the similarities end there. New gasoline V-shaped eight-cylinder engine with a cast iron block and aluminum cylinder heads weighed 350 kg and gave 200 hp (ZIS-110 - 140 hp).

 

For the first time on a serial domestic car was installed two-speed automatic transmission with push-button control. The car was much lower. Due to the increased width of the bodywork and interior remodeling space in the car became more, respectively, the passengers could accommodate much more comfortable than its predecessor.

 

In 1959, the series went to changed ZIL-111 with the installation of domestic air-conditioning, called ZIL-111A. Cooled air conditioning and reduced humidity in the cabin when the outdoor temperature exceeds 18 ° C. The engine ZIL-111A also has an index, "111A" - it was connected with the installation of the compressor and some changes in the design of the drive components. Externally, ZIL-111A can be distinguished on the back nepanoramnomu glass, it was done in conjunction with the installation of the sides of the rear window air conditioner.

 

In 1960 appeared convertible ZIL-111V: big seven-seater had a canvas awning and 4 side lifting windows in chrome frames. The rise of the windows, as well as the rise of the curtain, implementation-lyalsya through a hydraulic drive. Tent, as in chaise ZIS-110B, in the folded position is covered by a decorative leather cover, and additional seating - straponteny - had double back with equal halves. Special gray convertible ZIL-111V changed carriages at parades ZIS-110B. Convertibles "111V" issued three years before putting on stream next modification ZIL-111G.

 

There is a version that the next change in the appearance of the vehicle was conducted at the request of Khrushchev, who noticed that the car is head of state (ZIL-111) does not differ from machine chairman executive committee (GAZ-13 "The Seagull"). In 1961 he was a prototype car, which is similar in form to the "Cadillac", but for unknown reasons, the series did not go. In the same year the car has undergone yet another facelift, and took its final form. The car went into production in 1962 and was called ZIL-111G. In fact, this is the same, "111A" with air conditioning, but with modified external forms. Starting with the ZIL-111G, air-conditioning became standard equipment and is not designated as a separate model of the plant. Externally, ZIL-111G is not copied any particular car, and was fully established factory designers, albeit with an eye to the American automotive industry trends. At the "111G" was used chetyrehfarnaya lighting system front and rear. And two round rear lights have been borrowed from the ZIL-118, "Youth". The front and rear of the car have been completely changed. The central part is the same, except for the outer door panels, stylized in accordance with other external changes. The sidewall of the machine reappeared sagittal molding that goes from the big corrugated lining behind the rear wheel arches. Uppercase words "one hundred and eleven Zeal" on the rear wing gave way to a laconic "ZIL-111." On the radiator grille has disappeared with bas-relief image of a seagull Yuri Dolgoruky, but instead of a shield, stylized medieval tower with an inscription at the top - "ZIL", and at the bottom - "111" there was a simple inscription "111" with diverging rays. In the back of the emblem in the form of the same shield with radiating been replaced individually mounted letters "W", "U", "L". Due to the changes required a new bumper jack: the old captured the special eyelets in the bumper, the new well was placed under the vehicle frame. Instead of manually screw jack ZIL-111 was designed and built pedal mechanical folding type jack 2E111G jack "Cadillac" of 1961. The same jack, with minor modifications, all future manned cars ZIL.

 

ZIL-111D appeared in 1964 as a modification of the ZIL-111V with the forms of ZIL-111G. The first automobile ZIL-111D chassis number 82 was collected in July 1964. It was installed upgraded brakes. The awning was a soft top ply fabric stretched over the arches and lateral levels of the framework. Each tent is individually adjustable frame units to ensure trouble-free operation. Fabric awning was attached with nails to the cardboard inserts front bar, rear arches and rear side belt body. To shape and further stretch an awning had padded jackets side. Inside the transverse arch were closed to them suspended upholstery, has a longitudinal rubber bands, which protects the fabric from sagging during raising and lowering the canopy. In the back of the tent was provided a window of a flexible plastic film, which was attached to an awning on three sides with zips. The window could detach and drop down. Tent rose and fell with elektrogidravliche-ray drive. The whole process of raising and lowering the canopy occupied 7-7.5 seconds. To fix the canopy in the raised position had lever locks and latches. Lever locks your brackets to the front awning bar and catch on the corresponding recesses in the bracket is fastened to the top of the wind frame. On rack locks were locking pins, which when lifting the tent included in the special slot in the bracket, fixed to the wind frame. Pins, clips were used to prevent lateral displacement of the tent. When folded tent fit into the slot and the closed cover, which is fastened to the outside of the body with the buttons, and the inside of the pawned between the awning and the rear seat and fasten to the inner sidewalls buttons. To shape the bags under his tent folded stacked lightweight bag, made of porous plastic. In the raised position canopy cover was removed and stacked in a special envelope, and the pillow and contracts evolved a special belt. Pillows and envelope stored in the trunk.

 

In electrical ZIL-111D match predecessor, ZIL-111V. The differences could be traced, perhaps, only in radio. On ZIL-111, 111G and 111V was a radio-13M, kabrioletny version of which was different from the basic lack of remote control, instead using the volume control the rear speakers. Was different device antennas. On ZIL-111V was two antennas, two telescopic, located on the hind wings. They were nominated by hand, and the reception was possible only if nominated by the antennas, which caused some discomfort. At buggy ZIL-111D designers installed a new radio AR-61-2-A and improved antenna, leaving one with the electric lift telescopic. It was situated in the rear left wing and worked in both the raised and lowered in the state, but with a smaller number of programs adopted and the sound volume.

 

Cars ZIL-111D was carried out in 1964-1967, respectively. During this period, was made about eight cars. Three of them were used for the parade and had a complete set of additional radio equipment, special handles and a set of flagpoles. Others were used as a government gigs for special trips. Compare convertible ZIL-111D with any foreign counterparts is difficult, because the ZIL was the only plant that as the base car did notchback limousine, sedan and wagon were made based on it. Seven-seater convertible, which is stored in the Club cabriolets and roadsters in Moscow, is made as a whole, that is not longer "stretch" as the wedding in Lincoln, a model for a whole frame of its own configuration. Similarly, a car with a big stretch to be called "Lincoln Continental" 1961 model year. Based on this gig with the swinging doors of specialized bodywork company was established long gig. Unfortunately, this car after the murder of President Kennedy got him notorious, and the release of the model was discontinued. However, here we compare ZIL-111D with a "Lincoln" would be incorrect, as "Lincoln" also "stretch" to the same unit, built by special order.

 

ZIL-111D, owned by the Club now cabriolets and roadsters, was once presented to the General Secretary of the CPSU Leonid Ilyich Brezhnev, leader Eric Honecker of East Germany - everyone remembers the "political kiss" between the two politicians, who was depicted on the Berlin Wall. It is on this car in 1974, met with Fidel Castro and Brezhnev, who came to East Germany with a visit of friendship, love a fast ride in a convertible with Comrade Honecker. Typically, the ZIL-111D softly and gravely walked in a motorcade escorted by motorcyclists and "thirteen", "Gull". After German unification and the removal from power Honecker some of its cars sold under the hammer. At the international exhibition in Brussels car was awarded the honorary diploma. Subsequent cars: ZIL-114-117 (1967-1976 years)

 

ZIL-111 all models was unquestionably reliable, stable on the road, with a great resource units, but the 50th anniversary of the October Revolution, he prepared a replacement - a new limousine ZIL-114. Drawn as a ruler, this machine represented the rational plane style of the late 60s. Engine with aluminum cylinder block was lighter and more compact than the ZIL-111, with a working volume increased from 6 to 7 liters, and power - from 200 to 300 liters. with. And the device ZIL-114 was a lot of unusual for the then Soviet vehicles: all-wheel disc brakes, height-adjustable steering column, front suspension besshkvornevaya on torsion bars. Equipment cabin was selected individually to taste this or that leader. In the early 70's at ZIL-114 appeared modification - Five sedan ZIL-117, along with almost the same, "Chaika" GAZ-13. Long ZIL-114 was the basis for universal emergency medical care, and "short" ZIL-117 - for a two-door convertible parade.

 

[Text from Blog "Russioan Traditions" - ZiL 111 - A Government Car]

 

russki-ya.blogspot.com.au/2011/11/history-of-base-zil-111...

 

This Lego miniland scale ZiL-111 Limousine (1958) has been created for Flickr LUGNuts' 96th Build Challenge - The 8th Birthday, titled - 'Happy Crazy Eight Birthday, LUGNuts' - where all previous build challenges are available to build to. This model is built to the LUGNuts 66th Build Challenge, - "Behind the Iron Curtain" - a challenge to build a vehicle from countries with Communist Governements.

 

Someone e-mailed this to me, I don't know the origin and I hope he doesn't mind me using it on my flicker.

It is quite an amazing machine.

This is the largest earth mover in the world.....  built by the German company, Krupp, and seen here crossing a federal highway in Germany en route to its destination (an open-pit coal mine). 

It is cheaper to move the thing like this, than to construct or reassemble onsite.

Again until today this was only a negative that was in the J.D.White collection, was it worth getting it printed, i think so, what a beast, in twenty years of collecting crane photo's this is only the second photo I have ever come across of this machine, This has to be one of the all time classics in lifting. Location and date unknown, can anyone help !.

I've said it before and I'll say it again; the Museum of Transport Greater Manchester knows how to do a big event. Here is the lineup outside the museum on the evening of Saturday 22 April 2023, on the first day of the North Western Road Car Co. centenary celebrations, with a couple of guests alongside the home fleet vehicles.

 

AJA 152 is a 1939 Bristol K5G with Willowbrook L27/26R bodywork. Owing to the low railway bridges across a good portion of the network, a lot of early North Western double-deckers were built with lowbridge bodywork - usually in the side-channel style, with the aisle along the offside of the saloon and four seats together in a bench across to the nearside. This particular vehicle is restored to mid-1950s condition as far as I'm aware.

Registration: AJA 152 (1939)

Livery: North Western Roadcar red and cream (432)

Chassis: Bristol K5G

Bodywork: Willowbrook L27/26R

 

Just on the other end of the war, BJA 425 is a 1946 Bristol L5G, again with Willowbrook bodywork, albeit this time single-decked. This lovely vehicle provided me a couple of runs throughout the day, and I have to say, sitting on the front row right behind the engine is an experience to behold, truly it is.

Registration: BJA 425 (1946)

Livery: North Western Roadcar red and cream (270)

Chassis: Bristol L5G

Bodywork: Willowbrook B38R

 

The third vehicle in the line-up isn't a North Western vehicle at all - at least, not officially. New to Lancashire United in 1962, the vehicle was very shortly loaned to North Western Roadcar for trials, as the company at that point had not invested in any of the new-fangled rear-engined double deckers which were beginning to get more common. During this trial period, the vehicle was photographed on route 28 to Hayfield, which was faithfully recreated at the event - making Lancashire United 97 an honourary North Western vehicle for the weekend!

Registration: 561 TD (1962)

Livery: Lancashire United red (97)

Chassis: Daimler Fleetline CRG6-LX

Bodywork: Northern Counties H43/33F

 

Fourthly is one of the Museum's three ubiquitous Stockport Titan PD3/14s. While I love these vehicles, I really do, they appear at nearly every running day and get plenty of coverage elsewhere, so I shan't bother going into too much detail here.

Registration: KJA 871F (1968)

Livery: GMT orange and white (5871 ST)

Chassis: Leyland Titan PD3/14

Bodywork: East Lancs H38/32R

 

Fifth is another orange and white machine, this time a relevant one. AJA 408L is a 1972 Bristol VRT Series II, one of 25 ordered by North Western Roadcar in the previous years. It is naturally a Bristol with ECW bodywork. However, by the time the vehicle was delivered in late-1972, North Western Roadcar had been split up, and so despite being ordered by NWRCC, AJA408L was actually the first vehicle delivered new to SELNEC Cheshire, and it is this livery that the bus carries in preservation.

Registration: AJA 408L (1972)

Livery: SELNEC Cheshire orange and white (408)

Chassis: Bristol VRT Series II

Bodywork: Eastern Coach Works

 

The sixth and final vehicle parked in line with the garage doors is FDB 500, which is somehow the rarest vehicle in the lineup. Unable to buy Bristols due to Conservative meddling (I know, I know, keep politics out of the buses, Ashe), NWRCC sought out an alternative to the lightweight, cheap-to-maintain Bristol LS, but was disappointed in all three major offerings - the Leyland Royal Tiger, Guy Arab, and Daimler Freeline - all of which were considered to be far too heavy, not to mention expensive and fairly unreliable. The NWRCC therefore approached local Oldham-based lorry builder Atkinson, a relative newcomer to the public service vehicle market, and asked them to design a lightweight competitor. The resulting product was the Atkinson PM746 Alpha, an incredibly unusual underfloor-engined, rear-entry design which did, to Atkinson's credit, fulfil the brief - and with a decent 42 seats, higher than most equivalent rear-entry, front-engined designs. Unfortunately, after the first two batches were completed BET management removed Atkinson, Guy, and Daimler from their recommended manufacturers, coinciding with the introduction of the much lighter Leyland Tiger Cub, which North Western used to fulfil their single-decker needs alongside the AEC Reliance for the next twenty years. Unfortunately for poor Atkinson, the Alpha never truly recovered from this loss of custom despite still being on sale and purchased by some independents into the 1960s, and after the PD746 double-decker attracted only one single customer, they were sadly left to leave the bus market with their tail between their legs.

Registration: FDB 500 (1952)

Livery: North Western Roadcar red and cream (500)

Chassis: Atkinson PM746 Alpha

Bodywork: Weymann B42R

 

Finally, parked off to the side is KJA 299G, a 1968 Bristol RESL6G with Marshall bodywork. This vehicle has been undergoing a thorough restoration of late and has been a common sight in the Museum's workshops, but now the hard work is complete and the splendid vehicle is operational again. I never was too much of a fan of Bristol designs, but I have to admit that when paired up with some of the other vehicles present, 299 really did look the part.

Registration: KJA 299G (1968)

Livery: North Western Roadcar red and cream (299)

Chassis: Bristol RESL6G

Bodywork: Marshall B43F

 

Location: Museum of Transport, Greater Manchester

Date: 22 April 2023

Talk about Dust to Digital!

The IBM 701 (Circa 1953)

The first IBM large-scale electronic computer manufactured in quantity. This circuit board, thought to be a logic unit, is from a 701. The first was delivered to Los Alamos in March, 1953. It was known then as an IBM 701 Electronic Data Processing Machine. This from the collection of Grudnick (Circa 1953). All parts and dust are original.

 

I believe this was purchased in the early 70's from Olson Electronics, in Akron.

This sprawling 1886–1887 mansion, named Aviemore, was once the family home of aviators Sir Ross and Sir Keith Smith and their young brother Lieutenant Colin Smith. They were the sons of Andrew Bell Smith and Jessie Smith nee McPherson. Colin Smith died of wounds in Belgium in 1917.

Sir Ross and Sir Keith stayed here at the end of their record breaking 1919 epic flight from England to Australia. The success and arrival of the aviators in their home town was celebrated here with family and friends.

 

In 1997 a plaque celebrating Aviemore as the former residence of the Smiths was placed on this old home, courtesy of Mayor George Robertson OAM, JP and the Civil Aviation Historical Society of SA.

 

ROSS SMITH MEMORIAL. THE UNVEILING ON SATURDAY

The Ross Smith Memorial in Creswell Gardens perpetuates a nation's admiration for South Australia's "most distinguished son," as the Lieutenant-Governor termed Sir Ross Smith on Saturday.

As the Lieutenant-Governor (Sir George Murray) was unveiling the memorial, the drone of circling aeroplanes recalled the deeds with which Sir Ross Smith won distinction as the first Australian air pilot in Palestine during the war, and carried the thoughts of the spectators back to the 12,000 miles pioneer flight with which the Smith brothers and their mechanics placed the seal of achievement on an audacious ambition.

 

With the face of Sir Ross Smith's figure to the rising sun, the statue is placed between the pathway to the Adelaide Oval entrance and the bank of the Torrens. To a large crowd of people the Lieutenant-Governor told how Sir Ross Smith had his mind turned to aviation from the time he landed in Egypt, and how he became the most famous pilot and observer in the East. His was the only aeroplane to take part in Lord Allenby's triumphal march into Cairo after the war.

 

In a letter to his mother during the war he spoke of the joy he would experience in flying straight to Australia to take Mr P Waite for a flight to Mutooroo Station, probably the germ of the famous enterprise.

Dr A A Lendon related Sir Ross Smith's desire, expressed to his mother during his last visit to Adelaide, that a monument to the Third Light Horse should occupy the place chosen for his own. The doctor went on to point out how fitting it was that the Ross Smith memorial should be placed there, and associated that gallant corps with it.

 

Sir George Murray was also filling the position of Lieutenant-Governor when Sir Ross Smith reached Adelaide after the flight, and at the time the aviator was killed while preparing for a flight around the world and his performance of the ceremony on Saturday was a natural completion of such notable coincidences. The time of the ceremony was an inconvenient one, but the crowd which assembled testified to the place Sir Ross Smith occupied in public esteem. At the conclusion of the ceremony there was a general movement inward to inspect the statuary, admiration of which was openly expressed. A guard of honour was provided by Queen's School, the present pupils of which were thus linked with a former scholar, whose name has become imperishable. [Ref: Register 12-12-1927]

 

Sir Ross Macpherson Smith KBE, MC & Bar, DFC & Two Bars, AFC was an Australian aviator. He and his brother, Sir Keith Macpherson Smith, were the first pilots to fly from England to Australia, in 1919.

 

The brothers were born on 20 December 1890 in Adelaide, and on 4 December 1892 at Semaphore, Adelaide, sons of Scottish-born Andrew Bell Smith, station manager, and his wife Jessie, née Macpherson, born in Western Australia. In 1897 Andrew Smith became the manager of the Mutooroo Pastoral Co. and Mutooroo station, a property of some 3000 sq. miles (7700 km²). Both Keith and Ross were educated at Queen's School, Adelaide (as boarders), and for two years at Warriston School, Moffat, Scotland, their father's birthplace.

 

Ross Smith had served in the cadets and the militia before he left Australia as a sergeant in the 3rd Light Horse Regiment in October 1914: he was at Gallipoli the following year. He was later commissioned and was at the battle of Romani (in the Sinai) in August 1916. The next year he volunteered for the Australian Flying Corps.

 

Flying with No 1 Squadron AFC, Smith took part in attacks, aerial photography missions, and bombing raids on Turkish forces. On one occasion he landed in the face of the enemy to rescue a downed comrade. During his extensive war service he was twice awarded the Military Cross, received the Distinguished Flying Cross three times, as well as the Air Force Cross.

A gifted flyer, Smith became experienced in flying his squadron’s twin-engined Handley Page 0/400 bomber: on occasion Lawrence of Arabia was his passenger. While still with the flying corps, he made pioneering flights from Cairo to Calcutta, and from Calcutta to Timor.

 

On 12 November 1919, assisted by his brother Keith and two mechanics, Wally Shiers and Jim Bennett, he set out to fly from England to Australia in a large Vickers Vimy bomber. It was an epic 28 day flight, completed at an average speed of 137 kilometres per hour, but not without mishap. On their arrival, the pioneering flyers were welcomed home as national heroes. The brothers were knighted. Their mechanics were commissioned and awarded Bars to their Air Force Medals. The £10,000 reward offered by the South Australian Government was divided into four equal shares.

 

In April 1922, while preparing for a record breaking around the world flight, Smith and Bennett were killed in a crash. Keith Smith witnessed the death of his brother, who was not yet 30. Their famous Vimy aircraft was displayed at the Australian War Memorial, but is now in the Smiths’ home town of Adelaide.

 

Flight of 1919

In a Vickers Vimy (a type similiar to the 0/400 bomber), supplied by the manufacturer, and with Keith as assistant pilot and navigator and accompanied by two mechanics, the attempt began from Hounslow, England, on 12 November 1919. Flying conditions were very poor and most hazardous until they reached Basra on 22 November. From Basra to Delhi, a distance of 1600 miles (2575 km), they spent 25½ hours in the air out of 54. A poor landing-area at Singora and torrential rain almost brought disaster on 3 December. Disaster again almost came at Sourabaya where the aircraft was bogged and had to take off from an improvised airstrip made of bamboo mats. By 9 December, however, they were at Timor, only 350 miles (563 km) from Darwin. The crossing was made next day and at 3.50 p.m. on 10 December they landed in Darwin. The distance covered in this epic flight was 11,340 miles (18,250 km). It took just under 28 days with an actual flying time of 135 hours at an average speed of 85 mph (137 kmph).

 

SIR ROSS SMITH'S ARRIVAL

According to the latest official information Sir Ross Smith and his party are expected to arrive in Adelaide on Thursday afternoon next, assuming that the overhaul of the aeroplane proves to be satisfactory. After the aviators have flown over the metropolitan area, including Malvern, Hawthorn, Unley, Henley Beach, Port Adelaide, Woodville, Norwood, and Goodwood, they will soar above Gilberton and Prospect, and thence proceed to the Northfield aerodrome, escorted by whatever aeroplanes may be able to meet them.

 

At the aerodrome they will be met by their parents and the official party, including the members of the Welcome Committee—the Premier (Hon A H Peake), who is Chairman, the Lord Mayor of Adelaide (Mr F B Moulden), the District Commandant (Brig-Gen Antill CB CMG), the Director of the Tourist Bureau (Mr V H Ryan), the secretary of the committee, and the secretary of the Aero Club (Captain Matthews).

The Premier has asked that the time of the arrival of the aviators shall be as nearly as possible 2.30pm.

The District Commandant, with the aid of the police and members of the Australian Army Reserve, will keep the enclosure at Northfield clear.

 

After the greeting and formal introductions there the party will proceed to the city. From St Peter’s Cathedral they will be escorted by mounted police, and on arriving at Parliament House, where the Returned Soldiers' Association Band will be in attendance, addresses of welcome will be delivered by the Lieutenant-Governor (Sir George Murray) and the Premier.

In the evening Sir Ross and Sir Keith Smith will be entertained by their old comrades of the 3rd Light Horse at the Town Hall: on the following day there will be a civic reception by the Lord Mayor. The Welcome Committee desires particularly to warn the public against the danger of crowding the enclosure at Northfield, and points out that the machine will not come to a full stop immediately it reaches the ground. [Ref: Journal (Adelaide) 13-3-1920]

 

SIR ROSS SMITH IN ADELAIDE

Sir Ross and Sir Keith Smith were given a civic reception this morning. The Lord Mayor (Mr F B Moulden) said that in the Smith family there were three sons, and all enlisted: in the Shiers family six sons, and five enlisted, while the other mechanic, Sergeant Bennett, was an only son. The Lord Mayor handed to Sir Ross Smith an address of welcome and congratulations from the inhabitants of the Northern Territory. [Ref: Argus (Melbourne) 25-3-1920]

 

ROUND of FESTIVITIES

Sir Ross and Sir Keith Smith spent a quiet morning, although the telephone to their home has been ringing almost continuously with messages of congratulation from friends and strangers.

They spent yesterday afternoon inspecting the Vickers-Vimy at Northfield, where a military picket of 12 men is posted to protect the machine.

 

This afternoon the aviators are being entertained by the Commonwealth Club. A tremendous crowd was present, and the reception to the guests lasted for several minutes. Tonight their friends are giving them a private dance in a large city hall.

Mr F B Moulden, the Lord Mayor is arranging a party in their honour at the Town Hall on Monday.

 

On Saturday afternoon Sir Ross Smith will lay the foundation stone of the War Chapel at St Peter's Church, Glenelg.

Sir Keith Smith goes to the races on that day. [Ref: Herald (Melbourne) 25-3-1920]

 

THE ROSS SMITH SEASON

The Adelaide Town Hall has been too limited in capacity for intending patrons, many of whom have been unable to gain admission to hear the story and see the films of “The Great Flight”.

The programme is divided into two sections, the first being from Darwin to Adelaide, photographed from the Vickers-Vimy by Captain Frank Hurley. In the second half Sir Ross Smith relates his experiences in racy vein between the 'story' with screen illustrations.

No one returning to Adelaide has ever been given a more enthusiastic ovation than Sir Ross Smith received on Monday night. [Ref: Register 10-5-1920]

 

Sir Ross Smith will make his final appearance in Adelaide at the St Peters Town Hall, on Thursday night prior to leaving on Friday for Tasmania. The story of the flight will be told for the last time in South Australia, and as Sir Keith and Sir Ross will be leaving for England early in August there is no likely return visit of the flight pictures in Adelaide.

The plan of reserve seats [is] at Dorling’s Sweet Shop, next to the Town Hall, St Peters. [Ref: Daily Herald 26-5-1920]

 

SHY AUSTRALIA FLIERS. Two rather shy-looking young men, bronzed and smiling (states The London Daily Mail of February 24), yesterday received endless congratulations from unknown people, autographed menu cards, and made two speeches— “more dangerous” they said, 'than flying to Australia’.

They were Sir Ross Smith and his brother, Sir Keith Smith— both of Adelaide— who flew to Australia in 1919 and were entertained at luncheon yesterday by the Overseas Club and Patriotic League at The Hyde Park Hotel. Memories of their romantic 11,000 miles journey were recalled when they spoke. With hardly a reference to their difficulties, both of them spoke in the first breath of their two mechanics, and avowed they would never have “got through” without them. When Sir Keith Smith mentioned his father and mother, who were waiting for them in their own home at the end of the journey, applause drowned the rest of the sentence.

 

Major-Gen Seely, who presided, recalled that the Air Ministry classified the day on which the brothers left England (November 12 1919) as “Class 5” which meant it was totally unfit for flying. [Ref: Register 5-4-1921]

 

Flight of 1922

The next proposal, to fly round the world in a Vickers Viking amphibian, ended in disaster. Both brothers travelled to England to prepare for the trip and on 13 April 1922, while Ross and his long-serving crew member Bennett were test flying the aircraft at Weybridge near London, it spun into the ground from 1000 feet (305 m), killing both. Keith, who arrived late for the test flight witnessed the accident. The flight was abandoned. The bodies of Sir Ross Smith and Lieutenant Bennett were brought home to Australia.

 

SIR ROSS SMITH

BODY TAKEN TO ADELAIDE

Wednesday—The Commonwealth liner ‘Largs Bay’ has brought home the bodies of Sir Ross Smith and Lieutenant Bennett. Sir Keith Smith was present at the Outer Harbor to watch the landing of the casket containing his brother's remains. Both bodies were conveyed from London in the forward hold of the vessel, but were kept separate from the cargo.

 

The casket holding the embalmed body of Sir Ross Smith was encased in a lead coffin, on the outside of which was a wooden case to prevent damage. Both coffins were under the direct care of the ship’s officers.

 

There was a large gathering on the wharf when the ship's siren gave a salute as the casket was lifted from the hold. As it came into the view of the crowd, draped with the Australian flag, every head was bared, and silence prevailed as it was lowered to the wharf. A band of sailors from the ship bore the coffin to the conveyance which was to take it to St Peter's Cathedral.

 

The first floral tribute to the dead hero from this State was a bunch of red geraniums, which was put on the coffin as a mark of respect from the sailors at the Outer Harbor. The flags on all the vessels and buildings at the harbor were at half-mast. No ceremony was attached to the conveyance to Adelaide of the coffin. After it had been removed from the case it was transferred to a hearse and was taken to the cathedral.

 

Although the public had been notified that there would be no admission to the cathedral until three o'clock in the afternoon a number of people had collected in the vicinity.

 

The Dean of Adelaide met a small official procession at the cathedral gates. Inside the building the precentor (Dr Milne) and Archdeacon Bussell preceded the coffin to a position between the choir stalls, where trestles had been placed to receive it. The coffin is of oak, lead lined and sealed, and bears the following inscription:

"Captain Sir Ross Macpherson Smith, KBE, MC, DFC, AFC died at Brooklands, 13th April, 1923 aged 29 years."

 

Nearly 30 airmen will participate in the funeral. [Ref: Recorder (Port Pirie) 15-6-1922]

 

THE LATE SIR ROSS SMITH

FUNERAL IN ADELAÏDE TODAY

THOUSANDS OF PEOPLE ATTEND

Adelaide. Thursday.

General Leane represented Lord Forster, the Governor-General, at the late Sir Ross Smith's funeral in Adelaide today. Thousands of people viewed the body lying in state at the Cathedral yesterday, and thousands watched the funeral procession today The city was deserted. The public offices, business places, and hotels were closed. The Town Hall bells were tolled, and flags were at half-mast. Mr Bickersteth, headmaster at St. Peter's College, delivered a brief address. Seventy Australian airmen participated. An aircraft trailer was used to carry the coffin and another carried the flowers.

The firing party at the graveside consisted of 40 men.

 

Three military aeroplanes flew over the route as the procession was making its way to the cemetery.

 

The interment was in the North-road cemetery, the grave being dug in a plot of green lawn close to the entrance of the picturesque little chapel. [Ref: Barrier Miner (Broken Hill) 15-6-1922]

 

LAID TO REST

SIR ROSS SMITH'S FUNERAL

The remains of Sir Ross Macpherson Smith, aviator and soldier, were laid to rest this afternoon in soil of his beloved homeland. Enormous crowds of sorrowing people assembled in the vicinity of St. Peter's Cathedral and thronged the route to the North Road Anglican Cemetery, desiring to pay a last tribute of respect to the memory of the illustrious airman. At the Cathedral the solemn service of mourning was held, immediately after which the body was borne from the edifice by members of the Royal Australian Flying Corps and placed on an aeroplane trailer at the head of the State Funeral cortege, which was of unprecedented dimensions.

 

From an early hour this morning a continuous procession of thousands of people filed quietly and sadly past the body as it lay in state in the Cathedral, draped with the British colours and guarded by members of the RAFC with arms reversed.

 

At the Cathedral the service, which was of a most impressive character, was conducted by Dean Young, and was attended by Mr and Mrs Andrew Smith, parents of Sir Ross Smith, and also by Mr and Mrs John Fordyce, of Melbourne (uncle and aunt of the deceased), and Sir Keith Smith and Lieutenant W Shiers, who flew with Sir Ross and Lieutenant Bennett to Australia in the Vickers Vimy. There was a fine muster of Sir Ross Smith's former comrades in the Third Light Horse, and other branches of the AIF.

 

We are not unmindful of his comrade, Lieutenant Bennett, who died with him, and whose body is to be laid to rest on Saturday, in Melbourne. [Ref: Daily Telegraph (Sydney) 16-6-1922]

 

grooveshark.com/s/Brutalism+And+The+Worship+Of+The+Machin...

The eating machines ...

 

This starling nest site comes with the compliments of the Northern Flicker ( aka Woodpecker )... see the other clips ...

 

Taken June 21, 2016

Thanks for your visits, faves, invites and comments ... (c)rebfoto

This is a beautiful example of the magnificent marble carvings on the Taj Mahal. These are around 400 years the detail are so lifelike and it is hard to believe that these were done at that time only by hand without the use of any modern machines.

 

This is a close up of the fuller pattern which is in the comments section.

Storming uphill on the October Miscellany tour, hard driven Barkas B1000 sounds like 3 chainsaws and moves with the grace of an underwater hippo, what a superb machine. This was taken on the A4 heading East out of Calne, Wiltshire, late evening, after visiting the amazing Atwell-Wilson motor museum...

Back in the 1980s and 1990s when I was a Retained Firefighter at Brockenhurst, we started to hold a vintage fire engine rally. This was done to raise funds for the Fire Brigades benevolent fund. We had pumps from various local stations plus preserved machines. This grew in popularity over the years. The pump pictured here is either Lymington or New Milton's which developed a fault when they were leaving at the end of the day. After being assessed by workshops it was decided it would have to be recovered and taken to Winchester where Hampshire fire and rescues workshops are located.

Dusk approaches as Class 50 No. 50008 'Thunderer' works off the Lichfield to Wichnor Junction via Alrewas freight only line on 9th October 2017, at the head of 4Z03 1013 Carlisle - Chaddesden Sidings, which conveys a couple of rail grinding machines. This line is part of the the now mostly closed South Staffordshire railway route that ran from Stourbridge Junction, via Dudley, Walsall and Lichfield to Wichnor, where it connected with the Midland Railway's Birmingham - Derby main line. In the background is the Sutton Coldfield television transmitter, now in its third reincarnation. Copyright Photograph John Whitehouse - all rights reserved

First one I've ever seen - and what an extraordinary machine this is!! This particular model is a P400 upgraded to SV.

 

Feel invited to visit my fanpage on facebook:

www.facebook.com/dmpphotos

This Blue Heron is a resident of this pond and a few others. I've been trying to get close enough for a few weeks to capture a few photos of him. While I lucked out and he gave me the chance, I didn't do my part. Noisy and not sharp enough. Despite its flaws, I really like this photo. He was a fishing eating machine this morning, eating at least 6 panfish in the 15 minutes I spent with him.

Another 'boomerang bus' in the shape of Optare Versa YJ57 XWK is seen at the Leeman Road layby running the final 181 of the day going part route to Sheriff Hutton - note the symbol on the destination glass promoting the new contactless Ticketer payment machines. This was new to Lancashire United in SpotOn livery, then with 5 others moved to York for the 844 Coastliner service and carried on working York local services when no longer needed on the 844; it later moved back to Blackburn after vehicle requirement at York fell when other services stopped running or went to other operators. It had been seen initially as a temporary loan to York, but now 201 has gaind Y&C fleetnames whilst the red rose of Lancashire has wilted and the correct white rose has replaced it

What a machine. This beautiful machine was spotted at the Penisula Hotel in Beverly Hills. Horacio Pagani was one great guy. Designs, what some would call outlandish, but others call them beautiful.

 

Comment with suggestions on the picture and critiques.

* Stills video in two parts at Woodhouse & Beighton Station. 23Mby, it is 2mins 49secs long, so video can be watched within the Flickr interface.

 

* Woodhouse Station

Looking back to last Sunday and a recreational walk out in the area near Woodhouse & Beighton Stations, to check on the work which is on-going to remove 3 of the semaphore signalboxes in the area at Woodhouse Junction, Beighton Station and at Woodburn Junction. Today its a visit to the first two, the Woodhouse Station area followed by Beighton Station to have a look at the progress with the work, and its on-time, by the looks of things. The video, in two sections, with Woodhouse first, shows the area at the back of the station where the loco release is situated which allows them to run round their consist of wagons; and the loop road has been renewed which is very good new indeed. The road the traffic usually comes in on has been left in-situ on the far left in the first pictures, with the newly re-ballasted loop and railhead at centre. Further south, as the later pictures show, the centre siding has been completely removed as old coal and aggregate wagons no longer need to be store here; as many have now been scrapped. There was a time when all three of the Woodhouse Junction Sidings were full of coal hoppers, with siding 1(A) and 3(C) in use, see-

www.flickr.com/photos/daohaiku/41336089990/

all 3 sidings being used-

www.flickr.com/photos/daohaiku/31822144725/

and sidings 2(B) and 3(C) in use, its siding 2(B), at centre, which has been removed, although even in this September, 2015 shot, it was getting to be overgrown-

www.flickr.com/photos/imarch1/49549479241/

a nice picture that one, taken mid-afternoon. A video of the run-around operation, taken in December, 2107, can be viewed here-

www.flickr.com/photos/daohaiku/38450564484/

 

All so much activity, just a few short years ago, now its all over; though Network Rail must still have _some_ use for the sidings, as shown by the work which has been done here over the last few weeks. The run-around loop of course is part of what was left of the station goods line which passed behind the station on the down side, there was a similar line at the other side of the formation, behind the other station building. The video shows the run-around buffer stop and, due to the weeks long work being undertaken here, there are a couple of refreshment cabins for the local personnel, over on the fat left next to the end of the line. The view the other way over the station site from the loop line end shows the amount of work which has been carried out, an M.A.S. signal with 2 divergence 'feathers' on the far left, a new signal & control cable trunking channel has been laid through the site from Woodburn Junction all the way down to Woodhouse Junction box in the distance. The old wooden telegraph pole with old lamp atop hasn't been touched and stands at centre; these things never seem to figure in the plans when refurbishment takes place, thankfully!

The view along the Lincoln Lines back to the north though the station site is a worthy shot, not traction of course, as the lines were under a Line Block until 12:49, when the up line was opened and a service, 2P14, ran from Sheffield to Lincoln Central. A bus service had been running both ways until that time, the down Line Block the other way wasn't lifted until 14:28 when the first Lincoln service, 2P21, ran to Sheffield normally. The line curves the the right, in the picture of Woodhouse Station, and just a little way ahead was the last of the Woodhead O.H.L. Stanchion posts, marking the end of the electrified system. Running around 84 minutes late, fortunately for me, a track machine which had been working away to the south near Woodhouse Junction, 'thrummed' into life and started to approach, just as I was leaving to head off to Beighton Station. Seen here having rumbled up from Woodhouse is a VolkerRail, 'B41 UE', 'On-Track Machine', this one DR75401 and is on the return run having come in late the previous night, now on the 6J38, Woodhouse Junction Sidings via Sheffield, to the Chesterfield Down Sidings. After Sheffield, during the short distance south to Chesterfield, it managed to pick up another 45 minute delay, arriving in the sidings 129 minute late.. The unit paused at the platform end and there was a crew change-over after which, 5 or so minutes later, it set off towards Woodburn Junction. At left, in the second shot of the unit, there is a bagged up, low-level post carrying what is presumably a telephone possibly for a driver on the up-line wishing to contact York Control, which is who will be responsible for all this, once the semaphore signals have gone! Taking shots of the unit passing through the station wasn't easy at this time of day, with the sun directly overhead and above the station roof, still a worthy capture of the only traction passing through in the last 12 hours, the last passenger train, 2P92, the evening before ran through at 23:50 from Lincoln Central to Sheffield. The VolkerRail unit had come into the area from Retford Down Sidings via a reversal at Sheffield, at 00:25. Finally from this section, the last 4 shots show the scene as it looked to the south and the Woodhouse Junction signalbox, the second of which shows the VolkerRail unit parked up outside the box with one of the crew standing alongside. Woodhouse Junction box is due to be stood-down the week following the Beighton box, around the 21st March... Woodburn will follow soon after ... The views also clearly show the bare track-bed of the removed No.2 siding road and on the left of that the No.3 road, now relaid with new rail-head and ballast, si its future looks secure. The 3 ground-disk signals are still extant, the middle one now redundant of course, the other two, presumably will be replaced with colour-light equivalents, during the signalling replacement. The Network Rail compound is in the area between the Lincoln lines on the left and the lines to Beighton Station and Junction, on the right; there is an old Woodhead OHL stanchion support still in the yard, not quite sure what use would be made of that these days. The final shot show a wide angle view of the new track layout with the new clear centre track-bed and just the 4 lines, main passenger on the left and the remaining sidings on the right; in the past there were even more sidings over on the far right in the trees, these have been long gone...

 

* Beighton Station

After the last shot of the new layout to the sidings at Woodhouse, a jaunt down to the Beighton Station box to see what was to be seen. Network Rail have now closed Rotherham Road over the level crossing, from 8am 6th March, the previous day, until Monday, 22nd March in just over two weeks time.. The first shot is how the area looked on arrival with only foot traffic allowed over the crossing, and two 'sentry-posts' at either side to make sure folk were directed correctly. A lot of 'new stuff' has been deposited about the area, though the view south to Beighton Junction, in the second picture, belies any activity is going on at all, apart from the telling sight of the portable fence sections and the coil of conduit pipe! The Beighton Box has been around a long time, since the station opened here in 1893, the station was closed to passengers in 1954 and subsequently demolished, no sign of any of it now remains. Beighton goods yard was on the right of the box looking north and it had extensive sidings and, also, a connection to the industrial site over the other side of the River Rother. A single line left the main south-bound line, north of the box and headed directly north-east to pass over a single track bridge over the River Rother. As it turns out, the bridge deck is still in place, and has been featured on these pages before, but there are also a couple of shots of it, taken during the foray last weekend, in good light, and with little greenery present, still passing over the Rother. The area at the other side has now filled up with new industrial businesses replacing what used to be the 'Crown Paper Mill', the 'Beighton Flour Mill' and, off Rotherham Road, the 'Railway Inn', all now long gone... I guess the bridge deck will remain, there seems little point in trying to remove it for no obvious reason. There were a good crowd of personnel about the place, all seemingly friendly and this marked the last weekend before the final removal of the box. I was informed earlier that the grey cabins, seen at the other side of the 130 year old Box, will replace the Box when it is demolished; in fact tonight, a piece on the local station 'Look North' featured this as a worthy piece of reportable news .. .will download ait tomorrow. For now, over the weekend, the two large relay cabins will take the place of the Box, control being in the hands of the York Railway Operating Centre, R.O.C., after which there will be automation, no manual presence and no more semaphores, though these are further south in the Woodhouse Junction area, they will be removed by the end of this month..

 

More shots will follow after this weekend's recreational walking endeavours...

A popular activity for spacemen on R & R on Earth was to go flying.

 

The Classic Space Hang Glider was a highly efficient flying machine, thanks to the Surface Turbulence Unit Details (STUDs) which covered its wings. These devices created extra vortices in the boundary layer, re-energising it and creating extra lift.

 

The pilot was also equipped with an emergency rocket pack, which he could detach and fly away from the rest of the machine. This could also power the hang glider, which was very useful for getting home in time for tea and cakes.

In a Big War they need a big machine.

This machine are a mix of Bionicle, end Exo Force pieces.

The result ? You are the judge !

c/n 9.

Allocated British Aircraft Preservation Council No ‘BAPC-5’.

A genuine 1912 machine, this Blackburn is the oldest airworthy British aeroplane.

Owned and operated by the Shuttleworth Collection and seen displaying at the collections 2019 Military Airshow.

Old Warden Aerodrome, Bedfordshire, UK.

7th July 2019.

 

The following information is from the Shuttleworth Collection Website:-

 

“Robert Blackburn was born on the 26th March 1885 and became one of Britain's first aircraft designers and builders. His first aeroplane to fly did so at Filey in 1910 and he then produced several designs over the next two years. The basic 1912 machine was called the Mercury or the Type D monoplane. It was quite an advanced design for the time with all surfaces fully covered and an engine cowling around the top part of the engine. Although the design looks modern it still retains wing warping as the method of lateral control. The Collection's Blackburn monoplane was the seventh Mercury monoplane built. It was built in October 1912 to the order of Cyril Foggin, who learnt to fly at the Blackburn School at Hendon. It first flew in December 1912 in the hands of Harold Blackburn and was demonstrated by the company during the first part of 1913. Cyril Foggin first flew his new aeroplane on March 24 1913, but the aircraft was still used as a demonstration model by Blackburn. The aircraft was also used by Harold Blackburn to fly copies of the Yorkshire Post newspaper from Leeds to York between July 23-25 1913. The Blackburn Monoplane was then modified to have rounded wing tips and was fitted with a new design of undercarriage. It was then acquired by Montague Francis Glew, but he crashed the Blackburn at Wittering, Lincolnshire in 1914. The outbreak of the First World War led to the Blackburn being abandoned and forgotten. It was discovered in 1937 by Richard Shuttleworth, hidden under a haystack. Richard had to purchase the haystack to obtain the aeroplane. He then took the aircraft back to Old Warden and started to restore the aircraft, but Richard was killed in 1940 and work stopped. After the war, Richard Shuttleworth's chief engineer, Squadron Leader L.A. Jackson completed the restoration in 1949. The first flight of the Blackburn monoplane after restoration was made at nearby RAF Henlow on September 17 1949 by Group Captain A.H. Wheeler. The first public appearance of the Blackburn was made on the 25th September at the Royal Aircraft Establishments display at Farnborough. Since then it has been flying regularly with the Shuttleworth Collection and when the weather is calm enough it still takes to the air. Today it is a unique machine as it is the oldest airworthy British aeroplane in the world.”

+++ DISCLAIMER +++

Nothing you see here is real, even though the model, the conversion or the presented background story might be based historical facts. BEWARE!

  

Some background:

The Dornier Do 319 was directly inspired by the (modest) successes experienced by the Messerschmitt Me 262 fighter, the world's first operational jet-powered fighter aircraft. Design work started before World War II began, but problems with engines, metallurgy and top-level interference kept the aircraft from operational status with the Luftwaffe until mid-1944.

 

However, when it became clear that the new jet engine carried the potential for aircraft that were faster than piston engine counterparts, the German Navy urged the Reichsluftfahrtministerium (RLM) to develop an amphibian fighter, attack and reconnaissance aircraft. This was not to be a navalized Me 262 (which was regarded as impossible due to the aircraft’s layout with low wings and underslung engine nacelles, and added floats would have ruined the aircraft’s aerodynamics, too), but rather a dedicated single-seat jet aircraft. This new design was to be either operated from catapults (replacing the Marine’s standard on-board aircraft, the Arado Ar 196 floatplane) or, with foldable wings, from submarines with water-tight hangars. This concept had already been discussed in the mid-late 1930s, when German class III submarines were to be outfitted with such compartments – but at that time for small motorboats only, for covert landing operations, and no submarine was converted accordingly. But the concept still found a lot of attention.

 

Dornier was tasked with the development of such an aircraft, based on the experience gained with the Me 262 and its innovative means of propulsion. Dornier realized that the new turbojet engine presented an opportunity to overcome the drawback of floatplanes if it was possible to combine the light jet engine with a streamlined flying boat hull, which would impose only a small aerodynamic penalty. Such an aircraft could still be at least on par with piston-engine land-based aircraft.

Using aerodynamic research data from the Messerschmitt fighter, Dornier conceived a compact flying boat with shoulder-mounted gull wings, carried by a narrow pylon behind the single seat cockpit. The engine nacelles were placed on the wings’ upper sides, as far away from spray water as possible. Through this layout, however, stabilizer floats would have necessitated very long and draggy struts, and the relatively thin, swept wings did not allow a (favored) retracting mechanism.

As a consequence, the aircraft was designed with Dornier’s trademark stub-wing floats, which added uplift in both water and air and offered, despite a permanent drag penalty, a convenient amount of space for extra fuel and the wells for a fully retractable landing/beaching gear, which made the aircraft fully amphibious and independent from a beaching trolley. Armament consisted of four 30mm MK 108 machine guns in the aircraft’s nose section, and the aircraft’s main task would be ground attack, air defense and, as a secondary mission, fast tactical reconnaissance.

 

Dornier first presented the initial concept to the RLM in mid-1943. Performance with two Junkers Jumo 004 axial-flow turbojet engines was – naturally – lower than the clean Me 262 fighter, but still impressive. The Me 262 was supposed to achieve a maximum speed of 900 km/h (559 mph), while the Dornier aircraft, with basically the same engines, was expected to have a top speed of 520 mph at 40,000 ft. But this was still regarded as sufficient, and the project was officially given the RLM’s type number 319. Two prototypes were built (under the designation Do 319 A-0), the first one making its maiden flight in February 1944.

 

However, at that time the German navy had lost much of its power and sovereignty, and more and more resources had to be allocated to defense projects. As a consequence, the Do 319 as a combat aircraft (originally designated Do 319 A) became a secondary priority only, and the original aircraft was cancelled. Still, the small amphibious aircraft attained a lot of interest through the type’s potential as a fast reconnaissance plane and for special purpose transport duties – namely as a personal transport for high-ranking officials and for covert operations behind enemy lines and at foreign shores – was discovered and the type nevertheless ordered into small-scale production.

 

As a consequence and as an adaptation of the airframe to its new role, the Do 319’s design was modified: the fuselage behind the cockpit was widened into a compartment for passengers, cargo or other equipment. The cabin could hold up to two passengers, sitting vis-à-vis, and it was accessible through a watertight door on each side above the stub floats. The cabin was open to the cockpit in front of it, but the opening was blocked if the front passenger seat was in place. Alternatively, up to 300 kg (660 lb) of cargo or photo equipment could be carried, and one or both seats could also be replaced by internal auxiliary tanks. The provision for the Do 319 A’s cannon armament was retained, but the weapons were rarely mounted in order to save weight.

 

In this form, and now designated Do 319 B and christened “Seeschwalbe”, the aircraft entered service with the Luftwaffe and the Kriegsmarine on a limited scale. Most machines were exclusively assigned to staff units and reserved for special missions like liaison duties for high ranking officials, but they were also used in recce and other special missions. At least one Do 319 B was shot down over the American east coast, probably while deploying German agents from a submarine. How the aircraft with its limited range itself could come close to American shores remains a mystery until today, since Germany did not build or operate submarine aircraft carriers.

 

Production numbers remained low, though, reaching roundabout 20 aircraft (even this number is uncertain) until the end of the war, and no Do 319 survived the hostilities.

  

General characteristics:

Crew: 1 pilot plus up to 2 passengers

Length: 10.80 m (35 ft 4 1/2 in)

Wingspan: 12.60 m (41 ft 6 in)

Height: 3.78 m (12 ft 4 1/2 in)

Wing area: 26.8 m² (288 ft²)

Aspect ratio: 7.32

Empty weight: 4,120 kg (9,075 lb)

Loaded weight: 6,830 kg (15,044 lb)

Max. take-off weight: 7,385 kg (16,266 lb)

 

Powerplant:

2× Junkers Jumo 004 B-1 turbojets, 8.8 kN (1,980 lbf) each

 

Performance:

Maximum speed: 820 km/h (510 mph)

Range: 1,200 km (652 mi)

2,100 km (1,300 mi) with extra internal fuel cells

Service ceiling: 10,850 m (35,538 ft)

Rate of climb: 1,000 m/min (At max weight of 7,130 kg) (3,275 ft/min)

 

Armament:

Provisions for 4× 30 mm MK 108 cannon in the nose, but rarely mounted

  

The kit and its assembly:

Another entry for the “Flying Boat, Seaplane and Amphibian” Group Build at whatifmodelers.com in late 2017, and the result of a spontaneous inspiration from a drawing of a Luft’46/fantasy creation of a Me 262 fuselage with a planning bottom, a parasol(!) wing and a single jet engine exhausting right above the cockpit, and no (visible) stabilizing floats at all. Rather spurious.

Well, nevertheless, the Me 262 jet fighter has a very shark-like profile and shape, and it has already been converted into flying boats or even submarines by modelers, and I decided to create my personal interpretation of the theme. I remembered a lone He 115 float in my stash (maybe 35 years old or even more!), and when I held to a Me 262 fuselage the parts had almost the same length and width. So, creating a flying boat jet fighter seemed like a realistic task.

 

Things started straightforward with an 1:72 Smer Me 262 fighter, which is actually the vintage Heller two-seater night fighter with a new fuselage and canopy. My kit of choice would have been the Matchbox kit, but the Heller kit is also O.K., due to its simplicity and simple construction.

 

Creating something amphibian from a Me 262 is not a trivial task, though. With its low wings and underslung engine nacelles there’s a lot to be changed until you get a plausible floatplane. Another challenge is to integrate some form of stabilizer/outrigger floats, what also influences the wings’ position. Placing the engines where they are safe from spray ingestion is also a serious matter – you have to get the high and the intakes as far forward as possible.

 

Doing some legwork I found some similar builds, and they all did not convince me. And, after all, I wanted to create my own “design”; in order to incorporate some realism I eventually settled on Dornier’s typical WWII designs like the Do 18 and Do 24. These elegant aircraft had a common, elegant trait: low stub wings as stabilizer floats, paired with high wings (in the case of the Do 18 held by a massive central pylon) which carried the engine out of the water’s reach. This appeared like a feasible layout for my conversion, even though it would mean a total re-construction of the kit, or rather assembling it in a way that almost no part was glued into the intended place!

 

Work started with the cockpit, which had to be moved forward in order to make room for the wings behind the canopy, placed high on a pylon above the fuselage. For this stunt, the cockpit opening and the place in front of it (where the original front fuselage tank would be) were cut out and switched. The cockpit tub was moved forward and trimmed in order to fit into the new place. The nose section was filled with lead, because the stub wings/floats would allow a retractable landing gear to be added, too, making the aircraft a true amphibian!

 

The He 115 float was cut down in order to fit under the OOB Me 262 fuselage, and a front wheel well was integrated for a tricycle landing gear. Once the fuselage was closed, the planning bottom was added and the flanks sculpted with putty – lots of it.

 

In the meantime the Me 262 wing received a thorough re-arrangement, too. Not only were the engine nacelles moved to the upper wing surface (cutting the respective wing and intake sections of the nacelles off/out and turning them around 180°), the original connecting ventral wing part with the landing gear wells were turned upside down, too, the landing gear covers closed (with the respective OOB parts) and the inner wing sections modified into a gull wing, raising the engines even further. VERY complex task, and blending/re-shaping everything took a lot of PSR, too.

 

Under the central wing section I added a pylon left over from a Smer Curtiss SC Seahawk kit, because a massive Do 18-esque construction was out of question for a fast jet aircraft. The gaps were filled with putty, too.

 

In order to keep the stabilizers free from water spray they were moved upwards on the fin, too. The original attachment points were sanded away and hidden under putty, and the OOB stabilizers placed almost at the top at the fin.

 

Finding suitable stub wings/floats became a challenge: they have to be relatively thick (yielding buoyancy and also offering room for the retractable landing gear), but also short with not-so-rounded tips. It took a while until I found suitable donor parts in the form of the tips of an 1:32 AH-64 Apache (!) stabilizer! They were simply cut off, and openings for the main landing gear cut into their lower sides.

 

Once glued to the lower flanks and the stabilizers in place it was time to place the wing. In the meantime the moved cockpit had been blended to the fuselage, and initial tests indicated that the pylon would have to be placed right behind the canopy – actually on top of the end of the clear part. As a consequence the canopy was cut into pieces and its rear section integrated into the fuselage (more PSR).

However, the relatively thin and slender central pylon from the Curtiss SC indicated that some more struts would be necessary in order to ensure stability – very retro, and not really suited for a jet-powered aircraft. And the more I looked at the layout, the more I became convinced that the wings and engines were in a plausible position, but placed too high.

 

What started next were several sessions in which I shortened the pylon step by step, until I was satisfied with the overall proportions. This went so far that almost everything of the pylon had gone, and the wings almost rested directly on the Me 262’s spine!

However, this new layout offered the benefit of rendering the extra struts obsolete, since I decided to fill the small gap between wing and fuselage into a single, massive fairing. This would also mean more internal space, and consequently the original idea of a jet-powered combat aircraft was modified into a fast multi-purpose amphibian vehicle for special tasks, capable of transporting personnel behind enemy lines with a quick move.

 

More PSR, though, and after some finishing touches like a scratched landing gear (front leg/wheel from an Italeri Bae Hawk, main struts from a Mistercraft PZL Iskra trainer, wheels from an Academy OV-10 Bronco and with improvised covers), several antennae and mooring lugs made from wire, the aircraft was ready for painting. On the downside, though, almost any surface detail had been lost due to the massive, overall body sculpting – but the application of the light zigzag pattern helped to recreate some “illusionary” details like flaps or panel lines. ;-)

  

Painting and markings:

Originally, when the Seeschwalbe was still conceived as a fighter, the model was to receive a daylight scheme in typical German naval aircraft colors (RLM 72/73/65). But this plan changed when the aircraft’s role became a ‘special purpose’ transporter for covert operations.

 

Nocturnal operations appeared plausible, so that the scheme became much more murky: from above, a splinter scheme with RLM 73 and RLM 74 (naval dark green and dark, greenish grey, both from the ModelMaster Authentic enamel paint range) was applied as a basis, and the undersides became black – as if standard daylight colors had been overpainted, a frequent practice.

Since this black paint was made from soot, it easily wore away and many Luftwaffe machines with improvised black undersides quickly gained a rather shaggy look. I wanted to re-create this look, and built up the lower paint accordingly: In an initial step, RLM76 (I used Humbrol 87, which is a tad darker than the RLM tone, for less contrast with the black) was painted on the lower wing surfaces, the fuselage with a medium waterline and the fin. Once dry, the national marking decals were added. Then a coat of thinned Revell Acrylics 6 Tar Black was applied on top of the lower surfaces, including the lower decals, and later wet-sanded in order to reveal some of the grey underneath for a worn look.

 

In order to break up the aircraft’s outlines, esp. at low altitude, a disruptive meander pattern in light grey (RLM 76) was painted on top of the upper surfaces. For this task, I thinned Humbrol’s 247 enamel and used a simple brush, painting the curls free-handedly. The finish looks pretty convincing, and it mimics well the technique with which those improvised patterns were applied in the field in real life: quickly, with anything at hand. The way the finish turned out, the pattern could have been applied with a broad brush – the use of a spray gun was rather uncommon, and IMHO the use of an airbrush on a model to recreate such a zigzag pattern rarely leads to convincing results?

 

This pattern was painted tightly around all the upper markings, and the markings themselves were kept at a minimum. For instance, the tactical code only comprises the aircraft’s individual letter “Blue O” behind the fuselage cross, which indicates an air staff machine. This would, following the official German squadron code system, be confirmed by an “A”, following as a fourth digit. The squadron’s code (“P7”, which is fictional, just like the aircraft’s sea reconnaissance squadron itself) was omitted, too. Such minimal markings became a frequent practice towards the final war stages, though, and it fits the aircraft’s special duty role well. The only individual marking is a squadron badge under the cockpit – lent from an Italian night fighter and placed on a dark blue disc. Another, subtle indicator for the aircraft’s operator are the blue air intake center bodies, repeating the staff flight’s blue color code.

 

Only some light weathering was done, with dry-brushed light grey on the leading edges, and finally the kit was sealed with matt acrylic varnish (Italeri). In a final step, some very light dry-brushing with aluminum was done on some of the fuselage edges, esp. the spray dams, and the position lights were painted with translucent paint over a silver base.

  

A messy project, in many ways, but I am happy with result. Most stunning is IMHO the fact that all major parts for this compact flying boat actually come from a single, simple Me 262 kit – but visually there’s not much of the left from the jet fighter. But it’s also amazing that the proportions look right, and the whole thing quite plausible and Dornier-esque! Turned out better than expected.

"Who are you guys?!" Hal Jordan screamed!

  

~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~

  

Ok before we get to that part, let's start off with who I am.

My name is Harold Jordan, though everyone has called me by my father's name ever since I was born, Hal.

My father died when I was ten and it was the worst feeling in the world. That is because he died right in front of me, or at least a few hundred feet in front of me. My dad was a test pilot for Ferris Aircraft. While about to take off on a test flight in one of their new models the plane just burst into flames. Medics and fire fighters rushed to the scene, but they were too late. The plane blew up, killing my father...

Well that was my childhood, it was pretty screwed up from that point, but I didn't let that stop me. I became a test pilot for Ferris Aircraft and became one of the best pilots they have... Who am I kidding I was the best. My boss didn't like me though, he said I was too stupid behind the wheel in his planes. He said I was going to crash and burn, just like my dad. I didn't listen to him though. I believed I was too good to do that, until they started making "Auto-pilot" models. They were supposed to be better then any human pilot ever. I was about to prove them wrong.

  

"AP1 take off!"

"AP1 has successfully launched and is now circling the station."

"Great, launch AP2"

"AP2 is a go."

"Great, now see how well they do out in the open."

"AP2, roam. AP1, roam."

"Fantastic... we just made history everyone."

"Sir, there is another jet out there..."

"Dang it! That's Hal. Get him out of there now, he's going to screw everything up!"

"Right away sir. Green Machine this Base, get out of their ASAP! Those are auto piloted planes, no telling what they might do to you without you having clearance for this area right now."

"I'll be fine, just doing a little practicing, star command."

"Hal Get the heck outta there!"

"I've got it, remember, I'm the best out there."

"Sir, AP1 has locked on to Hal's jet, it is going to take him out of the air!"

"Did you hear that bonehead. You are going to die out there if you don't come back here now!"

"Dang it just give them the word that I can fly here."

"I can't do that now, that has to be done manually when they are not in flight."

"Genius!"

  

I was in a life or death situation. But I had no doubt that I could out fly these machines. My radar blinked red, telling me that there was a missile inbound. I quickly veered up and went behind the other jets. The missile went right into the path of the first jet.

BOOM!!

The jet tried to get out of the path, but no luck.

"How is that for better then any human alive?"

"You idiot! That cost me millions!"

"Then give it a better operating system. If you were to put those out on the fields they would crash before they got over the ocean."

"These were prototypes, of course they have their bugs!"

"Just call the other one off, now!"

"Sir, AP2 is locked on to Hal."

"Looks like neither of your jets are going to make it out of here without being in a pile of scraps."

  

~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~

  

Meanwhile in space.

A lone Green Lantern is researching a strange rock formation on a deserted planet. He finds a small opening in the rock and flies his ship into it. He surveys his surroundings and finds a strange orange glowing rock. He opens his cockpit and flies out of his ship to inspect this rock a little closer. He notices a distinct symbol on the rock.

"Crap! That's an Orange Lantern!"

The cautious Green Lantern flew to his ship and shot a missile onto the rock.

"It didn't even budge the lantern."

From behind the rocks he sees a startling sight. A whole swarm of Orange Lanterns came rushing out at the Green Lantern. The Green Lantern flew away as fast as he could.

"This is Abin Sur! I repeat this is Abin Sur! I have awakened the Orange Lanterns. They are after me and they are fast! I am at sector one six six please report! I repeat I am at sector one six six! Please report! Dang it! No answer."

Abin Sur flew into deep space getting shot at in every direction.

BOOM!!

His ship got hit and started spiraling into sector two-eight-one-four also known as Earth.

The Orange lanterns turn from the ship and got back to the planet that they came from.

Abin Sur's ship crashed into the surface of the earth close to Coast City.

The Green Lantern about to die knew exactly what to do. He took his ring off and spoke to it.

"Ring... Find a new home... someone worth... someone worth this power... GO!"

The ring flew off scanning for someone with born without fear.

  

~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~

  

Back at Ferris Aircraft.

  

"I will not let your machine waste me!"

A missile was shot from AP2 and headed right to Hal's ship.

The over confident Hal was too busy arguing with his boss.

"I don't care! I will not let it ta..."

The missile hit the jet's wing and the jest started spiraling down in a ball of fire.

Hal hit a switch underneath his seat and the screen of the jet flew off followed by Hal.

A Parachute came from the back of Hal's seat and let him glide down to the ground unharmed.

"Take that you lousy piece of crap!"

"Sir, Hal is alive and is floating to the ground safely"

"Shoot him out of the sky."

"But sir!"

"No buts, just do it!"

"Yes, Sir! AP2 fire at the descending fighter."

AP2 swooped down and started firing bullets in the direction of Hal.

Hal Jordan hit a button on his seat and it let the parachute go from the seat. Only 10 feet from the ground Hal landed safely.

"What the heck man?!"

"I've been wanting to get rid of you forever. Say good bye Hal."

The Green Lantern Ring of Abin Sur flew onto the hand of Hal.

"What the heck is this?"

"This is the ring of Abin Sur. It gives the chosen wearer the power of Green Lantern. To become chosen by the ring the you have to be born fearless."

"Woah, go back to the power part."

"This ring gives the chosen one the power of the Green Lantern. The most powerful Lantern in the universe. With the power of will you can create almost anything you can imagine out the power of the Green Lantern. Though it needs to be charged at regular intervals. To charge use the Lantern given to the wearer of the ring. You will find this at you house already."

"Well then, let's see how this thing does."

Hal Jordan turns and faces the jet coming at him. He constructs a giant rocket launcher and launches a rocket right at the jet. The green rocket flies right into the jet.

"What the heck was that?"

"I don't know sir, but it was extremely powerful."

Hal Jordan ran to his house and asked more questions about the ring. The ring answered all of them.

He went to sleep.

  

~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~

  

He awoke in a strange room on a weird planet.

"Where am I and what am I wearing?"

"You are on the planet of Oa. You are wearing the uniform of the Green Lantern. The ring of Abin Sur went to you after he died."

"Who are you?"

"I am Tomar Re. Think of me as your welcoming committee to Oa. Here follow me."

Hal Jordan followed Tamor Re to a strange cave and landed on a platform with the same symbol as the one on his chest.

"Welcome to Oa Hal Jordan of Earth."

"Who are you guys?!" Hal Jordan screamed!

"We are the Guardians of Oa. We are very pleased to see a new Green Lantern join the team."

"What team? I have no idea where I am!"

"Like we said, you are on Oa. And the team is the Green Lanterns. And no matter what you do, you are part of this team."

"Why am I here? Why do I have this ring?"

"The ring chose you because you were born without fear Hal Jordan."

"You are no a part of this team."

"But what if I say no?"

"Killowag!"

"Here!"

A giant beast came out of the shadows and stood behind Hal.

"This man is going to be your trainer. Teaching you how to use the ring the right way."

"And if I refuse?"

"Have you looked behind. I wouldn't want to say no when I am standing behind you."

  

~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~

  

Holy crap that is a long story. This is literally my longest piece of writing .... EVER!

I hope you guys enjoyed and pick me. :D

Also I didn't know who to add to this app so I just added all mods and admins and some friends.

Please comment as I did put a lot of work into this. :D

c/n 9.

Allocated British Aircraft Preservation Council No ‘BAPC-5’.

A genuine 1912 machine, this Blackburn is the oldest airworthy British aeroplane.

Owned and operated by the Shuttleworth Collection and seen displaying at the collections 2019 Military Airshow.

Old Warden Aerodrome, Bedfordshire, UK.

7th July 2019.

 

The following information is from the Shuttleworth Collection Website:-

 

“Robert Blackburn was born on the 26th March 1885 and became one of Britain's first aircraft designers and builders. His first aeroplane to fly did so at Filey in 1910 and he then produced several designs over the next two years. The basic 1912 machine was called the Mercury or the Type D monoplane. It was quite an advanced design for the time with all surfaces fully covered and an engine cowling around the top part of the engine. Although the design looks modern it still retains wing warping as the method of lateral control. The Collection's Blackburn monoplane was the seventh Mercury monoplane built. It was built in October 1912 to the order of Cyril Foggin, who learnt to fly at the Blackburn School at Hendon. It first flew in December 1912 in the hands of Harold Blackburn and was demonstrated by the company during the first part of 1913. Cyril Foggin first flew his new aeroplane on March 24 1913, but the aircraft was still used as a demonstration model by Blackburn. The aircraft was also used by Harold Blackburn to fly copies of the Yorkshire Post newspaper from Leeds to York between July 23-25 1913. The Blackburn Monoplane was then modified to have rounded wing tips and was fitted with a new design of undercarriage. It was then acquired by Montague Francis Glew, but he crashed the Blackburn at Wittering, Lincolnshire in 1914. The outbreak of the First World War led to the Blackburn being abandoned and forgotten. It was discovered in 1937 by Richard Shuttleworth, hidden under a haystack. Richard had to purchase the haystack to obtain the aeroplane. He then took the aircraft back to Old Warden and started to restore the aircraft, but Richard was killed in 1940 and work stopped. After the war, Richard Shuttleworth's chief engineer, Squadron Leader L.A. Jackson completed the restoration in 1949. The first flight of the Blackburn monoplane after restoration was made at nearby RAF Henlow on September 17 1949 by Group Captain A.H. Wheeler. The first public appearance of the Blackburn was made on the 25th September at the Royal Aircraft Establishments display at Farnborough. Since then it has been flying regularly with the Shuttleworth Collection and when the weather is calm enough it still takes to the air. Today it is a unique machine as it is the oldest airworthy British aeroplane in the world.”

The Vickers Vimy G-EAOU aircraft was flown from England to Australia in 1919 by Ross Smith and Keith Smith, South Australian born pilots.

 

For some time the aircraft was placed at the Australian War Memorial in Canberra: however it is now enclosed in a protective pavilion located at the Smith brothers’ home town.

 

Sir Ross Macpherson Smith KBE, MC & Bar, DFC & Two Bars, AFC was an Australian aviator. He and his brother, Sir Keith Macpherson Smith, were the first pilots to fly from England to Australia, in 1919.

 

The brothers were born on 20 December 1890 in Adelaide, and on 4 December 1892 at Semaphore, Adelaide, sons of Scottish-born Andrew Bell Smith, station manager, and his wife Jessie, née Macpherson, born in Western Australia. In 1897 Andrew Smith became the manager of the Mutooroo Pastoral Co. and Mutooroo station, a property of some 3000 sq. miles (7700 km²). Both Keith and Ross were educated at Queen's School, Adelaide (as boarders), and for two years at Warriston School, Moffat, Scotland, their father's birthplace.

 

Ross Smith had served in the cadets and the militia before World War One when he left Australia as a sergeant with the 3rd Light Horse Regiment in October 1914: he was at Gallipoli the following year. He was later commissioned and was at the battle of Romani (in the Sinai) in August 1916. The next year he volunteered for the Australian Flying Corps.

 

Flying with No 1 Squadron AFC, Smith took part in attacks, aerial photography missions, and bombing raids on Turkish forces. On one occasion he landed in the face of the enemy to rescue a downed comrade. During his extensive war service he was twice awarded the Military Cross, received the Distinguished Flying Cross three times, as well as the Air Force Cross.

 

A gifted flyer, Smith became experienced in flying his squadron’s twin-engined Handley Page 0/400 bomber: on occasion Lawrence of Arabia was his passenger. While still with the flying corps, he made pioneering flights from Cairo to Calcutta, and from Calcutta to Timor.

 

On 12 November 1919, assisted by his brother Keith and two mechanics, Wally Shiers and Jim Bennett, he set out to fly from England to Australia in a large Vickers Vimy bomber. It was an epic 28 day flight, completed at an average speed of 137 kilometres per hour, but not without mishap. On their arrival, the pioneering flyers were welcomed home as national heroes. The brothers were knighted. Their mechanics were commissioned and awarded Bars to their Air Force Medals. The £10,000 reward offered by the South Australian Government was divided into four equal shares.

 

In a Vickers Vimy (a type similar to the 0/400 bomber), supplied by the manufacturer, and with Keith as assistant pilot and navigator and accompanied by two mechanics, the attempt began from Hounslow, England, on 12 November 1919. Flying conditions were very poor and most hazardous until they reached Basra on 22 November. From Basra to Delhi, a distance of 1600 miles (2575 km), they spent 25½ hours in the air out of 54. A poor landing-area at Singora and torrential rain almost brought disaster on 3 December. Disaster again almost came at Sourabaya where the aircraft was bogged and had to take off from an improvised airstrip made of bamboo mats. By 9 December, however, they were at Timor, only 350 miles (563 km) from Darwin. The crossing was made next day and at 3.50 p.m. on 10 December they landed in Darwin. The distance covered in this epic flight was 11,340 miles (18,250 km). It took just under 28 days with an actual flying time of 135 hours at an average speed of 85 mph (137 kmph).

 

SIR ROSS SMITH'S ARRIVAL

According to the latest official information Sir Ross Smith and his party are expected to arrive in Adelaide on Thursday afternoon next, assuming that the overhaul of the aeroplane proves to be satisfactory. After the aviators have flown over the metropolitan area, including Malvern, Hawthorn, Unley, Henley Beach, Port Adelaide, Woodville, Norwood, and Goodwood, they will soar above soar above Gilberton and Prospect, and thence proceed to the Northfield aerodrome, escorted by whatever aeroplanes may be able to meet them.

 

At the aerodrome they will be met by their parents and the official party, including the members of the Welcome Committee—the Premier (Hon A H Peake), who is Chairman, the Lord Mayor of Adelaide (Mr F B Moulden), the District Commandant (Brig-Gen Antill CB CMG), the Director of the Tourist Bureau (Mr V H Ryan), the secretary of the committee, and the secretary of the Aero Club (Captain Matthews).

 

The Premier has asked that the time of the arrival of the aviators shall be as nearly as possible 2.30pm.

 

The District Commandant, with the aid of the police and members of the Australian Army Reserve, will keep the enclosure at Northfield clear.

 

After the greeting and formal introductions there the party will proceed to the city. From St Peter’s Cathedral they will be escorted by mounted police, and on arriving at Parliament House, where the Returned Soldiers' Association Band will be in attendance, addresses of welcome will be delivered by the Lieutenant-Governor (Sir George Murray) and the Premier.

 

In the evening Sir Ross and Sir Keith Smith will be entertained by their old comrades of the 3rd Light Horse at the Town Hall: on the following day there will be a civic reception by the Lord Mayor. The Welcome Committee desires particularly to warn the public against the danger of crowding the enclosure at Northfield, and points out that the machine will not come to a full stop immediately it reaches the ground. [Ref: Journal (Adelaide) 13-3-1920]

 

SIR ROSS SMITH IN ADELAIDE

Sir Ross and Sir Keith Smith were given a civic reception this morning. The Lord Mayor (Mr F B Moulden) said that in the Smith family there were three sons, and all enlisted: in the Shiers family six sons, and five enlisted, while the other mechanic, Sergeant Bennett, was an only son. The Lord Mayor handed to Sir Ross Smith an address of welcome and congratulations from the inhabitants of the Northern Territory. [Ref: Argus (Melbourne) 25-3-1920]

 

ROUND of FESTIVITIES

Sir Ross and Sir Keith Smith spent a quiet morning, although the telephone to their home has been ringing almost continuously with messages of congratulation from friends and strangers.

 

They spent yesterday afternoon inspecting the Vickers-Vimy at Northfield, where a military picket of 12 men is posted to protect the machine.

 

This afternoon the aviators are being entertained by the Commonwealth Club. A tremendous crowd was present, and the reception to the guests lasted for several minutes. Tonight their friends are giving them a private dance in a large city hall.

 

Mr F B Moulden, the Lord Mayor is arranging a party in their honour at the Town Hall on Monday.

 

On Saturday afternoon Sir Ross Smith will lay the foundation stone of the War Chapel at St Peter's Church, Glenelg.

 

Sir Keith Smith goes to the races on that day. [Ref: Herald (Melbourne) 25-3-1920]

 

THE ROSS SMITH SEASON

The Adelaide Town Hall has been too limited in capacity for intending patrons, many of whom have been unable to gain admission to hear the story and see the films of “The Great Flight”.

 

The programme is divided into two sections, the first being from Darwin to Adelaide, photographed from the Vickers-Vimy by Captain Frank Hurley. In the second half Sir Ross Smith relates his experiences in racy vein between the 'story' with screen illustrations.

 

No one returning to Adelaide has ever been given a more enthusiastic ovation than Sir Ross Smith received on Monday night. [Ref: Register 10-5-1920]

 

Sir Ross Smith will make his final appearance in Adelaide at the St Peters Town Hall, on Thursday night prior to leaving on Friday for Tasmania. The story of the flight will be told for the last time in South Australia, and as Sir Keith and Sir Ross will be leaving for England early in August there is no likely return visit of the flight pictures in Adelaide.

 

The plan of reserve seats [is] at Dorling’s Sweet Shop, next to the Town Hall, St Peters. [Ref: Daily Herald 26-5-1920]

 

SHY AUSTRALIA FLIERS.

Two rather shy-looking young men, bronzed and smiling (states The London Daily Mail of February 24), yesterday received endless congratulations from unknown people, autographed menu cards, and made two speeches— “more dangerous” they said, 'than flying to Australia’.

 

They were Sir Ross Smith and his brother, Sir Keith Smith— both of Adelaide— who flew to Australia in 1919 and were entertained at luncheon yesterday by the Overseas Club and Patriotic League at The Hyde Park Hotel. Memories of their romantic 11,000 miles journey were recalled when they spoke. With hardly a reference to their difficulties, both of them spoke in the first breath of their two mechanics, and avowed they would never have “got through” without them. When Sir Keith Smith mentioned his father and mother, who were waiting for them in their own home at the end of the journey, applause drowned the rest of the sentence.

 

Major-Gen Seely, who presided, recalled that the Air Ministry classified the day on which the brothers left England (November 12 1919) as “Class 5” which meant it was totally unfit for flying. [Ref: Register 5-4-1921]

 

ROSS SMITH MEMORIAL. THE UNVEILING ON SATURDAY

The Ross Smith Memorial in Creswell Gardens perpetuates a nation's admiration for South Australia's "most distinguished son," as the Lieutenant-Governor termed Sir Ross Smith on Saturday.

 

As the Lieutenant-Governor (Sir George Murray) was unveiling the memorial, the drone of circling aeroplanes recalled the deeds with which Sir Ross Smith won distinction as the first Australian air pilot in Palestine during the war, and carried the thoughts of the spectators back to the 12,000 miles pioneer flight with which the Smith brothers and their mechanics placed the seal of achievement on an audacious ambition.

 

With the face of Sir Ross Smith's figure to the rising sun, the statue is placed between the pathway to the Adelaide Oval entrance and the bank of the Torrens. To a large crowd of people the Lieutenant-Governor told how Sir Ross Smith had his mind turned to aviation from the time he landed in Egypt, and how he became the most famous pilot and observer in the East. His was the only aeroplane to take part in Lord Allenby's triumphal march into Cairo after the war.

 

In a letter to his mother during the war he spoke of the joy he would experience in flying straight to Australia to take Mr P Waite for a flight to Mutooroo Station, probably the germ of the famous enterprise.

 

Dr A A Lendon related Sir Ross Smith's desire, expressed to his mother during his last visit to Adelaide, that a monument to the Third Light Horse should occupy the place chosen for his own. The doctor went on to point out how fitting it was that the Ross Smith memorial should be placed there, and associated that gallant corps with it.

 

Sir George Murray was also filling the position of Lieutenant-Governor when Sir Ross Smith reached Adelaide after the flight, and at the time the aviator was killed while preparing for a flight around the world and his performance of the ceremony on Saturday was a natural completion of such notable coincidences. The time of the ceremony was an inconvenient one, but the crowd which assembled testified to the place Sir Ross Smith occupied in public esteem. At the conclusion of the ceremony there was a general movement inward to inspect the statuary, admiration of which was openly expressed. A guard of honour was provided by Queen's School, the present pupils of which were thus linked with a former scholar, whose name has become imperishable. [Ref: Register 12-12-1927]

 

Flight of 1922

The next proposal, to fly round the world in a Vickers Viking amphibian, ended in disaster. Both brothers travelled to England to prepare for the trip and on 13 April 1922, while Ross and his long-serving crew member Bennett were test flying the aircraft at Weybridge near London, it spun into the ground from 1000 feet (305 m), killing both. Keith, who arrived late for the test flight witnessed the accident. The flight was abandoned. The bodies of Sir Ross Smith and Lieutenant Bennett were brought home to Australia.

 

SIR ROSS SMITH

BODY TAKEN TO ADELAIDE

Wednesday—The Commonwealth liner ‘Largs Bay’ has brought home the bodies of Sir Ross Smith and Lieutenant Bennett. Sir Keith Smith was present at the Outer Harbor to watch the landing of the casket containing his brother's remains. Both bodies were conveyed from London in the forward hold of the vessel, but were kept separate from the cargo.

 

The casket holding the embalmed body of Sir Ross Smith was encased in a lead coffin, on the outside of which was a wooden case to prevent damage. Both coffins were under the direct care of the ship’s officers.

 

There was a large gathering on the wharf when the ship's siren gave a salute as the casket was lifted from the hold. As it came into the view of the crowd, draped with the Australian flag, every head was bared, and silence prevailed as it was lowered to the wharf. A band of sailors from the ship bore the coffin to the conveyance which was to take it to St Peter's Cathedral.

 

The first floral tribute to the dead hero from this State was a bunch of red geraniums, which was put on the coffin as a mark of respect from the sailors at the Outer Harbor. The flags on all the vessels and buildings at the harbor were at half-mast. No ceremony was attached to the conveyance to Adelaide of the coffin. After it had been removed from the case it was transferred to a hearse and was taken to the cathedral.

 

Although the public had been notified that there would be no admission to the cathedral until three o'clock in the afternoon a number of people had collected in the vicinity.

 

The Dean of Adelaide met a small official procession at the cathedral gates. Inside the building the precentor (Dr Milne) and Archdeacon Bussell preceded the coffin to a position between the choir stalls, where trestles had been placed to receive it. The coffin is of oak, lead lined and sealed, and bears the following inscription:

 

"Captain Sir Ross Macpherson Smith, KBE, MC, DFC, AFC died at Brooklands, 13th April, 1923 aged 29 years."

 

Nearly 30 airmen will participate in the funeral. [Ref: Recorder (Port Pirie) 15-6-1922]

 

THE LATE SIR ROSS SMITH

FUNERAL IN ADELAÏDE TODAY

THOUSANDS OF PEOPLE ATTEND

Adelaide. Thursday.

General Leane represented Lord Forster, the Governor General, at the late Sir Ross Smith's funeral in Adelaide today. Thousands of people viewed the body lying in state at the Cathedral yesterday, and thousands watched the funeral procession today The city was deserted. The public offices, business places, and hotels were closed. The Town Hall bells were tolled, and flags were at half-mast. Mr Bickersteth, headmaster at St. Peter's College, delivered a brief address. Seventy Australian airmen participated. An aircraft trailer was used to carry the coffin and another carried the flowers.

 

The firing party at the graveside consisted of 40 men.

 

Three military aeroplanes flew over the route as the procession was making its way to the cemetery.

 

The interment was in the North-road cemetery, the grave being dug in a plot of green lawn close to the entrance of the picturesque little chapel. [Ref: Barrier Miner (Broken Hill) 15-6-1922]

 

LAID TO REST

SIR ROSS SMITH'S FUNERAL

The remains of Sir Ross Macpherson Smith, aviator and soldier, were laid to rest this afternoon in soil of his beloved homeland. Enormous crowds of sorrowing people assembled in the vicinity of St. Peter's Cathedral and thronged the route to the North Road Anglican Cemetery, desiring to pay a last tribute of respect to the memory of the illustrious airman. At the Cathedral the solemn service of mourning was held, immediately after which the body was borne from the edifice by members of the Royal Australian Flying Corps and placed on an aeroplane trailer at the head of the State Funeral cortege, which was of unprecedented dimensions.

 

From an early hour this morning a continuous procession of thousands of people filed quietly and sadly past the body as it lay in state in the Cathedral, draped with the British colours and guarded by members of the RAFC with arms reversed.

 

At the Cathedral the service, which was of a most impressive character, was conducted by Dean Young, and was attended by Mr and Mrs Andrew Smith, parents of Sir Ross Smith, and also by Mr and Mrs John Fordyce, of Melbourne (uncle and aunt of the deceased), and Sir Keith Smith and Lieutenant W Shiers, who flew with Sir Ross and Lieutenant Bennett to Australia in the Vickers Vimy. There was a fine muster of Sir Ross Smith's former comrades in the Third Light Horse, and other branches of the AIF.

 

We are not unmindful of his comrade, Lieutenant Bennett, who died with him, and whose body is to be laid to rest on Saturday, in Melbourne. [Ref: Daily Telegraph (Sydney) 16-6-1922]

       

A fine machine, this A4 class still hold the world record for the fastest steam locos

A small achievement today. Wandered round York for an hour. Got one or two careful looks, but nothing adverse. It was interesting to walk through one of the busy touristy bits, listening to two guys behind me. Their voices were coming from somewhere level with my shoulder-blades, so you'd think they might have commented on the statuesque blonde wobbling immediately ahead, but not a squeak. And a lady asked me for help with the car park ticket machine.

 

This may not be the greatest photo in the world, but it was taken the moment I got home, simply to nail the occasion. Can I just point out that the darkness around the crotch is in fact shadow, and not - as certain unrepentant siblings might think - visible evidence of stage fright.

As I mentioned the other day, several of the folks/floats/vehicles participating in the Mint Festival Parade had bubble machines. This float had more than one. They seemed to be enjoying themselves.

A previously unpublished photo from the wayback machine. This one is from 2011.

 

Prior to a Alabama Hills Star Circle Workshop Harold Davis and I spent some time in Death Valley, including a brief stint where we took turns elbowing one another out of position to photograph this ascending staircase in Scotty's Castle.

 

This is, obviously the color version. I like how the underside of the steps seem to darken as they ascend. Maybe they do - I can't remember! Harold's image is better. Here I was trying to align the window and the wooden stair at the top of the tower... unsuccessfully.

 

Some Rights Reserved: 2010, 2018  Steven Christenson

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All rights reserved. Curious what "all rights reserved means?" it means that without written permission you may not: copy, transmit, modify, use, print or display this image in any context other than as it appears in Flickr.

In November 1908, wealthy aviation enthusiast Baron Pierre de Carters made the first controlled flight over Belgium. His aircraft was a Voisin built biplane, fitted with a Belgian engine. He later went on to fly at ‘Air Shows’ in Istanbul, Cairo and India.

This replica was built in France in 1973 for the TV movie “Les faucheurs de marguerites” (“The Daisy Cutters”). The remains were later acquired from the Jean Salis collection were rebuilt to more accurately represent the 1908 ‘de Caters’ machine. This was completed in October 2008, just in time for the centenary of the original 1908 flight.

The aeroplane remains on display at what is known as the Brussels Air Museum, although it is actually the Air and Space Section of the Royal Museum of the Armed Forces and Military History.

Brussels, Belgium.

26th June 2016

 

Rise of the "Kawaii" Machines - This robot in the baggage claim area of Haneda Airport told you to check that your baggage tag and your baggage receipt matched. Future versions of the robot are expected to be weaponized and have a more scary face ;)

 

Pentax 645D

Pentax-FA 645 55mm

  

Chris Willson

 

www.travel67.com

 

travel67.wordpress.com/

 

Facebook: Chris Willson Photography

I raised two boys and found my first frog in the washing machine this weekend. What did I do? Scream? No, I grabbed it and took it straight to the scanner where I proceeded to scan it front and back and then label it wrong in my journal.

My new "work" laptop arrived today..."Work" in quotes because we'll see how capable (or incapable) the Core M in this is. This will be primarily used for doing demos and as my presentation machine.

 

This is a CTO machine with the 1.3ghz 5Y71 proc in space gray - ordered on June 5 and delivered on June 26.