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'm not gonna lie, I just opened a page of Nine Stories & found a title haha

So I didn't take this today! I actually found this image, after thinking it was gone with my computer & was very excited so I edited it :)

I did take some pics around school, but not public worthy haha :D

So I thought about it & I will have a print giveway the last day of every month!!!

yay, hope you guys are excited <3

ALSO PLEASE PLEASE HELP ME! I entered my photo to be an album cover for Florence + the Machine. This is a HUUUUUGE deal!! I need all the votes I can get in the next 7 days. All you have to do is go here: www.talenthouse.com/creativeinvites/preview/aadcf6c04efc5... & support me!! The voting opens TOMORROW JAN. 20th and goes on till Jan. 26th!! If you support me, I swear I will send u a cookie :)

The profits for the album go to the Teenage Cancer Trust so it's for a really good deed!

thanks guys :)

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.

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]

Chater Lea 545cc Side Valve AA Patrol Combination (1936) Engine 545cc SV with mechanical oiling, Lucas Magdyno, AMAL carburettor

In the mid 1920's Chater Lea started producing their own engines and later moved to newer premises in the developement Letworth Garden City. The range of machine was then reduced to three models, including the 5455cc side valve which had started life as a Sports machine. This model had found favour with the AA (Automobile Association) as a good strong reliable combination outfit. Over the years a total of 1200 of these combinations were supplied to the AA, the last one in July 1936

The AA Motorcycle patrolman was a welcome sight to early motorists and a common sight on British roads with his sidecar laden with tools and useful spares. They patrolled a regular beat looking for stranded members and calling in at the roadside AA phone boxes to check if a member had telephoned base with a problem. But they also had a secondary task, part of their duty was to salute all members displaying their AA badges on their vehicles, if they failed to salute a member was expected to stop the patrolman (ps. i dont think there were any Patrol Ladies - if so apologies) to ask why they had not received said salute. Normally the reason was deliberate, in so much that if a patrolman had spotted a Police speed check up the road, he was legally unable to stop his members and warn them, but if the member stopped him and asked why he had failed to salute he could then quiet legally tell them.

Many thanks for a fantabulous

49,326,o42 views

Shot 26.05.2016 at the National Motorcycle Museum, Solihull, Birmingham REF 115-005

108" x 108"

274.3 cm x 274.3 cm

Pieced and quilted by machine.

This is one of my two favorite quilts in the exhibit.

Peninsula Quilt Guild Quilt Show 2024

Columbia Pacific Heritage Museum, Ilwaco, Washington.

The Peninsula Quilt Guild had their annual Quilt Show at the Museum on March 15-17, 2024.

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This was the year I discovered that not all quilts are alike. Some are created from patterns. Others are not. I find that on the whole I prefer the quilts that were designed by the quilter. This is one of them.

That someone else created the pattern does not diminish the craftsmanship that goes into selecting the fabrics, cutting and joining the the pieces and quilting them. If I were to try it, I'd be up to my ankles in ruined bits of cloth in no time.

Walker Foundry and Machine

This is where the former N&W rail spur went through the foundry property. The city of Roanoke purchased the line from NS in order to complete the Valley Greenway project, and the foundry owner fought them over it because it would close his access to the land between the rails and the Roanoke river.

NipponSweat - bottled sweat made in Japan

If your armpits don't produce enough sweat you can buy some here from a machine.

.... this is to make sure to get a seat in the crowded trains in Japan without ruining your clothes .....

To those of you in doubt: NO, this is not true,!!!!!!!!!!!! it is a JOKE !!!!!

Painting and markings:

The upper surfaces were painted in standard RAF WWII colors, Dark Green and Ocean Grey, using a mix of Humbrol 163 and 30 for a slightly more bluish WWII-style green and a mix of 106 and 145 for a lightened grey tone, respectively. As an individual contrast and paint scheme variation the undersides and the spinner were painted in RAF Azure Blue (Humbrol 157, lightened up with 47), more appropriate than the standard WWII Medium Sea Grey from the European theatre of operations. The cockpit interior became RAF cockpit green (Humbro,78) while the inside surfaces of the landing gear were painted in Medium Sea Grey (Humbrol 165), reflecting the original undersides’ tone in former RAF service.

Other markings were minimal. The Iraqi triangles were taken from a Balkan Models Su-25 sheet, because their green was rather pale, for more contrast to the surrounding camouflage. RIrAF fin flash was taken from a PM Model Hawker Fury two-seater (a.k.a. “Bagdad Fury”). The tactical code came from an Airfix Hawker Hunter (from an optional Kuwaiti machine). This looked O.K. but somewhat bleak, so I added more markings. I could not find any evidence for special ID markings on Iraqi aircraft during the Arab-Israel war, but to add an eye-catcher I gave the aircraft white ID bands on the wings and on the fuselage – inspired by markings carried by Egyptian aircraft (e. g. Spitfires) during the conflict, but somewhat simplified, without black trim. They were created from generic white decal sheet material.

After some soot stains around the gun ports and the exhausts, the model was sealed with matt acrylic varnish.

What a machine! This lorry in its striking blue livery must have turned a few heads in its day.

Beth Kloss fabric pieces and yarn sewn together on my sewing machine. This is an infinity scarf wrapped twice

Tool bit vending machine. This was located in a local engineering company workshop. Any time they needed a new tool bit they just paid and got one from the machine. No waiting. The machine would send a stock message back to head office and they could keep track of which tools were most required and restock the racks accordingly.

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.

At the end of the Manchester Ship Canal Cruise we went to see the U Boat U534 at Woodside south west of Seacombe. It goes without saying that war is dreadful but this brings it home to you even more. Many of us are aware of the dreadful loss of merchantmen caused by U boats in the Battle of The Atlantic. Over 30,000 merchant seamen had died, as well as thousands of men from Allied navies and air forces. Many civilian passengers had also died. Over 2,200 British and Allied merchant ships had been sunk, totalling well over 13 million tons, as well as 100 Allied naval vessels and 600 RAF Coastal Command aircraft. Of these ships, no less than 2003 had been sunk by U-boats.

However as Bletchley Park cracked the Enigma codes, and Allied convoy protection improved and our better aircraft and fighting ships could find the U boats then they paid a terrible price. Of some 27,000 U-boat men who served in the Atlantic, over 18000 (or 2 out of 3) died in action. around 70% death rate. This was worse than our bomber crews suffered in the bombing of Germany. On both sides young men in their early 20's suffered dreadfully in the pursuit of war.

These photos show just how cramped conditions were on the U boats.

Here is the Enigma encoding machine. This was more sophisticated than the Luftwaffe's and the German Army's and took Bletchley Park considerably longer to beat, in the meantime men were dying at sea at the hands of the Wolf Packs.

Crews assemble the boom of a 600-ton crane at the site of the pit that will be used to access and repair Bertha, the SR 99 tunneling machine. This crane is tasked with assembling the giant gantry crane that will lift Bertha’s front end out of the pit for repair. Learn more about the Alaskan Way Viaduct Replacement Program at www.alaskanwayviaduct.org or follow Bertha, the SR 99 tunneling machine, on Twitter @BerthaDigsSR99.

Urbex Benelux -

These types of tractors suitable for the inter cultivation operations of crops sown in rows. The inter cultivation can take place anytime from crop germination to harvest. According to the seasons, various rounds of cultivation accomplished by these machines.

A row crop tractor brings together a farm tractor and its cultivator into one machine. This tractor is mainly known for its comfort because it provides a cabin which protects the operator from dust and dirt.

Our middle-school students at Tam High are building a City of the Future together, using arts and electronics to make a model of what our world may be like in 100 years.

In our seventh class, students continued to work in teams to make public spaces for their city: underwater mines, rich and poor areas, surface rubbles and skyscrapers for the rich.

In their post-apocalyptic city of the future, called 15A, the rich are separated from the poor, who mine the sea floor and are oppressed by a government run by machines. This week’s creations included a new fence between rich and poor, a toxic river, trees and bushes.

I am teaching this after-school course with my partners Geo Monley and Cynthia Gilbert. They filled in for me for this class, as I was at a maker ed convening the day of the class. These pictures were taken two days later, with our art cart in a storage space.

We are really happy to see our students so engaged in this project. They are developing a wide range of skills, from creative expression to science and engineering. And they are learning to create interactive art with simple electronics, in a playful and collaborative way that makes learning more fun.

Learn more about our City of the Future course: fabriceflorin.com/2016/02/23/city-of-the-future/

View our slides for this City of the Future course:

bit.ly/city-of-the-future-slides-tam-high-1

View more photos of our Maker Art course at Tam High:

www.flickr.com/photos/fabola/albums/72157666710348841

Learn more about our Maker Art courses:

fabriceflorin.com/2016/02/14/teaching-maker-art/

Learn more about Tam Makers:

www.tammakers.org/

Yellowstone National Park winter traffic jam; it is typical for bison and other wildlife to use the groomed roads because it expends far fewer energy reserves than blazing new trails through deep snow.

All vehicles are required to stop. For safety, the sled-riders dismount and stand on the far side of their machines. This worked until a small contingent of the bison at the back of this line peeled off and routed themselves to the far side of the snow mobiles. The riders stood motionless, and all was well, but it was a tense moment.

Taken from the safety of our snow coach.

I am trying to loosen up after a prologed absence from the sewing machine.

The planned decorating day had to be shelved as it was so hot, so I spent a pleasant hour or so at the machine.

This is the result.

I've been fruitlessly looking for everyday items all week: they appear to have been misplaced as a result of the building work and resulting decorating. So this is my memory of that time.

As usual, after a break, my work becomes very tight, so this will be ruthlessly altered in the coming days.

Why does it never come out right first time?

Silk, calico and stitch.

The border is a piece of silk from my erosion bundle project of last year. These pieces are proving to be jolly useful.

This photo takes its inspiration from The Dog Days Are Over, by Florence And The Machine.

This blue-haired girl is Kelly Shay. I saw her one day and was so captivated by her hair and delicate features that I asked her to model for me, and luckily, she agree to :)

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strange-lands.com/daily/2012/12/22/an-old-machine/

My uncle loves to buy stuff. Not necessarily stuff he needs but stuff he might need or use. He's lived in that house over 10 years and there is an old table bowlng machine still sitting in the garage that will get estored "someday".

But the one great thing that he bought and uses correctly is this vintage Coca-Cola vending machine. It does not hold Coke though. This beautiful machine holds beer and good beer at that for only whatever change you can put in the machine.

This is my favorite thing in his house.

I'm reposting this old family portrait to give myself an added incentive to stick to my weight loss diet, and to exercise regularly!! I do want to be as slim as I was in this photo. Can I do it? Well, I have taken off 32 pounds. My pant's waist size has gone down from 44 to 38 inches. Another 30 pounds should take me to my grad school weight and a 34-inch waist. It could have been 32 inches in this photo. Of course, I was exercising in the weight room on Kwajalein Island three nights a week with a good friend, Jack France who I met on Kwaj. Today I will start workout sessions on a multi-station exercise machine.

This photo is from 1963. I was a graduate student in Physics at MIT. I took a leave of absence to go to Kwajalein Atoll in the Marshall Islands in the Pacific Ocean with MIT's Lincoln Laboratory. Here I am with my firstborn son Jonathan. We are on a speedboat in the lagoon on the weekend.

This shot was taken by Kent Kresa, who was an MIT Lincoln Laboratory Test Director. It was taken using a German film camera, not a Canon digital camera.

I previously posted this photo on some Kwaj Groups on Flickr, I have tried locating the trailer we lived in. It was in a trailer park called "Silver City" on the northeast corner of the island. It was built on sand dredged onto the reef before we arrived. I have thousands of my own 35mm slides from Kwaj that I took with the Nikon cameras and lenses from Japan that I bought at the army post exchange aka "Macy's" on Kwajalein Island at the southern tip of the atoll.

The boat was a "Boston Whaler." I just remembered these excellent boats were purchased for recreational use by Lincoln Lab by Jimmy Maripoti's Dad who worked for LL.

Another shot in this album shows a map of where we were. Kwajalein Island is in the Marshall Islands, in the Pacific Ocean. We were there from 1962 to 1964.

Kwajalein Island is on Kwajalein Atoll in the Marshall Islands in Micronesia.

Random remembrances:

The MIT Lincoln Laboratory team I was on was trying to gain knowledge about identifying reentering warheads. We used radar and optical telescopes on Roi Namur Island at the northern tip of the Kwajalein Atoll. It was 60 miles north of Kwajalein Island. We flew there and back each workday on non-pressurized, non-air-conditioned DC-3 airplanes... Those Were the Days...;))

I took a Hebrew course on Kwaj as part of the University of Hawaii's extension program. My teacher was Steve London, an Israeli engineer who was head of the Martin-Marietta team responsible for the Zeus Missile launches on Kwaj.

Some background:

The Rolls-Royce Griffon engine was designed in answer to Royal Navy specifications for an engine capable of generating good power at low altitudes. Concepts for adapting the Spitfire to take the new engine had begun as far back as October 1939; Joseph Smith felt that "The good big 'un will eventually beat the good little 'un." and Ernest Hives of Rolls-Royce thought that the Griffon would be "a second power string for the Spitfire". The first of the Griffon-engined Spitfires flew on 27 November 1941. Although the Griffon-powered Spitfires were never produced in the large numbers of the Merlin-engined variants they were an important part of the Spitfire family, and in their later versions kept the Spitfire at the forefront of piston-engined fighter development. The first Griffon-powered Spitfires suffered from poor high- altitude performance due to having only a single stage supercharged engine. By 1943, Rolls-Royce engineers had developed a new Griffon engine, the 61 series, with a two-stage supercharger. In the end it was a slightly modified engine, the 65 series, which was used in the Mk. XIV, the first Spitfire mark with a Griffon engine to enter service. The resulting aircraft provided a substantial performance increase over the Mk IX. Although initially based on the Mk VIII airframe, common improvements made in aircraft produced later included the cut-back fuselage and tear-drop canopies, and the E-Type wing with improved armament.

However, following the 14 July Revolution of 1958, which resulted in the end of monarchy in Iraq, the influence of the Iraqi Communist Party grew significantly. The first commander of the Iraqi Air Force (the "Royal" prefix was dropped after the revolution), Jalal Jaffar al-Awqati, was an outspoken communist, and encouraged prime minister Abd al-Karim Qasim to improve relations between Iraq and the USSR. The Soviets reacted quickly, and in the autumn of 1958 a series of arms contracts was passed between Iraq and the Soviet Union and Czechoslovakia. These stipulated the delivery of MiG-15UTI trainers, MiG-17F fighters, Ilyushin Il-28 bombers, and Antonov An-2 and An-12 transports. The first aircraft arrived in Iraq in January 1959; during the late Sixties and the early Seventies additional MiG-17s may have been purchased and then forwarded to either Syria or Egypt.

General characteristics

Crew: 1

Length: 32 ft 8 in (9.96 m)

Wingspan: 36 ft 10 in (11.23 m) with full span elliptical tips

Height: 10 ft 0 in (3.05 m)

Wing area: 242.1 sq ft (22.49 m²)

Airfoil: NACA 2213 (root), NACA 2209.4 (tip)

Empty weight: 6,578 lb (2,984 kg)

Gross weight: 7,923 lb (3,594 kg)

Max. takeoff weight: 8,400[53] lb (3,810 kg)

Powerplant:

1× Rolls-Royce Griffon 65 supercharged V12, 2,050 hp (1,530 kW) at 8,000 ft (2,438 m),

driving a 5-bladed Jablo-Rotol propeller

Performance:

Maximum speed: 441 mph (710 km/h, 383 kn) in FS supercharger gear at 29,500 ft.

391 mph in MS supercharger gear at 5,500 ft.

Combat range: 460 mi (740 km, 400 nmi)

Ferry range: 1,090 mi (1,760 km, 950 nmi)

Service ceiling: 43,500 ft (13,300 m)

Rate of climb: 5,040 ft/min (25.6 m/s) in MS supercharger gear at 2,100 ft.

3,550 ft/min in FS supercharger gear at 22,100 ft.

Time to altitude: 7 mins to 22,000 ft (at max weight)

Wing loading: 32.72 lb/sq ft (159.8 kg/m²)

Power/mass: 0.24

Armament:

2× 20 mm (0.787-in) Hispano Mk II cannon, 120 rpg

4× 0.303 in (7.7 mm) Browning machine guns, 350 rpg,

Underwing hard points for 8× 60 lb (27 kg) rockets, 2 x 250 lb (113 kg) bombs or slipper tanks,

1× ventral hardpoint for a 500 lb (227 kg) bomb or a drop tank

The kit and its assembly:

This was a rather spontaneous interim build. The Academy Spitfire was left over from a D-Day combo that contained a Hawker Typhoon, too, and I lacked an idea for the Spitfire for a long time) since I am not a big fan of the aircraft, at least what-if-inspiration-wise). However, when pondering about a potential operator from the very early pos-war period I remembered the Royal Iraqi Air Force and its later Hawker Hunters which retained their NATO-style camouflage (RAF green/grey) despite being primarily operated in a desert environment. This, on a Spitfire…?

From this idea the Academy Spitfire was built almost OOB. Because the kit offers them as an option and for the cool look, I gave the Spitfire four RPGs under each outer wing. The ventral drop tank was taken from a Special Hobby late Spitfire kit. The only other additions are the antenna mast and the non-standard DF loop antenna behind the cockpit, created from thin wire and mounted on a small, streamlined socket.

Painting and markings:

The upper surfaces were painted in standard RAF WWII colors, Dark Green and Ocean Grey, using a mix of Humbrol 163 and 30 for a slightly more bluish WWII-style green and a mix of 106 and 145 for a lightened grey tone, respectively. As an individual contrast and paint scheme variation the undersides and the spinner were painted in RAF Azure Blue (Humbrol 157, lightened up with 47), more appropriate than the standard WWII Medium Sea Grey from the European theatre of operations. The cockpit interior became RAF cockpit green (Humbro,78) while the inside surfaces of the landing gear were painted in Medium Sea Grey (Humbrol 165), reflecting the original undersides’ tone in former RAF service.

Other markings were minimal. The Iraqi triangles were taken from a Balkan Models Su-25 sheet, because their green was rather pale, for more contrast to the surrounding camouflage. RIrAF fin flash was taken from a PM Model Hawker Fury two-seater (a.k.a. “Bagdad Fury”). The tactical code came from an Airfix Hawker Hunter (from an optional Kuwaiti machine). This looked O.K. but somewhat bleak, so I added more markings. I could not find any evidence for special ID markings on Iraqi aircraft during the Arab-Israel war, but to add an eye-catcher I gave the aircraft white ID bands on the wings and on the fuselage – inspired by markings carried by Egyptian aircraft (e. g. Spitfires) during the conflict, but somewhat simplified, without black trim. They were created from generic white decal sheet material.

After some soot stains around the gun ports and the exhausts, the model was sealed with matt acrylic varnish.

A relatively simple project and just a fictional livery - but the Iraqi Spitfire looks pretty cool, especially the ID stripes add a special touch. The European RAF scheme looks a bit off on an aircraft that would be delivered to the Middel East, but the Iraqi Air Force operated British types like the Hunter in this guise, and later Su-22 fighter bombers carried a similarly murky camouflage in very dark green and earth brown.

ODC-Machine

This is a Southwest Airliner. It must be traveling at a very high altitude. I know these planes travel at 30,000 feet most of the time.

A rare machine - this is one of only two Leopards to carry the Plaxton Bustler bodywork.

New to Premier in 1982, this bus survived well into the mid 2000's probably because it's 64 seats make it ideal for school transport.

Herdman Flax Mill - Sion Mills

The name Sion comes from the townland of Seein, which lies to the south of the village. It is an anglicisation of an Irish place name: either Suidhe Fhinn (meaning "seat of Finn") or Sidheán (also spelt Síodhán and Sián, meaning "fairy mound").

In the Civil Survey of 1640 a Corn Mill on this site at Shean, Liggartown is mentioned as part of the Abercorn Estate. Galbraith Hamilton became the tenant in about 1729 and, on the adjoining lands, established a Bleach Green which was abandoned around 1779.

In the 1750s, the Mill was in need of rebuilding, and Galbraith Hamilton was advised to add a Wheat Mill to it, for which he was loaned £100 by James Hamilton (b.1838 d.1913), 2nd Marquess of Abercorn. Galbraith Hamilton also petitioned the Irish House of Commons in November 1765 for financial assistance in building the Mill. However, this venture did not prove successful. In the 1780s, Abercorn intervened personally by laying out more than £1,000 on improving the Seein Mill. This included £39 for two French millstones and £36 for a stove for drying wheat. Abercorn acquired the services of mason and clerk of works, Alexander Stewart (b.? d.1808?) to design and build it.

In 1828, this mill was rebuilt by Abercorn, but shortly afterwards became incorporated in the flax spinning mill as it stands today.

The first of the Herdman family to arrive in Ulster in 1688 was Captain Jack Herdman, of Herdmanston, Ayrshire (b.1876 d. 1964) he fought for King William III at the Battle of the Boyne before settling at Glenavy, County Antrim. Further members of the family arrived from Ayrshire in 1699 and established themselves as farmers.

By the 1830s the three Herdman brothers, James, John and George were involved in businesses within Belfast. James Herdman (b.1809 d.1901), the eldest brother, inherited Millfield Tannery from his father (James b.1781 d.1817), and John (b.1811 d,1862) went into partnership with the Mulhollands who owned the York Street Spinning Mill. In 1835 all three brothers including George (b.1810 d1856) in partnership with brothers Andrew Mulholland (b.1791 d.1866) and Sinclair (St'Clair) Kelburn Mulholland (b.1798 d.1872) and Robert Lyons purchased a flour mill located in Seein, near Strabane, County Tyrone, from the 2nd Marquess of Abercorn.

Sion (or Seein, meaning a ‘Fairy Mound’) was adjacent to the River Mourne and was purchased by way of a 500-year lease.

From its very beginning the mill at Sion was designed as a social experiment. Its development was heavily influenced by the theories and work of the social reformer Robert Owen (b.1771 d.1858) who in the early 1800s transformed the village of New Lanark (Scotland) into a model community providing a range of facilities for the welfare of its mill worker and their families.

Among the economic factors that brought the Herdmans and their partners to Sion were: the existence of the old mill which could be adapted to the spinning process; a reliable supply of water throughout the year from the River Mourne; the proximity to a large number of flax growers in North West Ulster; the port at Londonderry; and a readily available pool of labour.

Production started at Sion in November 1835 with 75 employees. Over 400 worked at the mill by 1849 when the Herdman’s became the sole owners, having bought out their partners.

By the 1870`s the mill employed over 1,000 people and at its peak Herdman`s mill had approximately 1,500 workers.

The Herman’s built schools where children of all religious traditions could learn together, churches, recreational and sporting facilities including a billiard room, cricket pitch, bowling green, handball court, tennis courts, football pitches and Captain Jack Herdman who was a passionately keen angler himself, founder of Sion Mills Angling Club.

The Herman’s brothers founded the Herdsman’s / Sion Mills Brass Band in the 1840’s. In 1870 the conductor was Mr Griggs, and David Hill from 1879 to 1880 and James Connolly from 1884 to 1894.

The Herdsman’s aspired to have a workforce and community which was completely integrated, and one of the most important aspects of Sion which cemented this integration and family spirit has always been Sport. Sion Mills is particularly well-known for its cricket and has a most distinguished cricketing history. The club being founded in 1864 by Emerson Tennent Herdman under the patronage of the Herdman family with the cricket ground being located on the down-stream side of the old Mill and was known locally as the ‘Holm Field’.

Captain John Claudius "Jack" Herdman (born 30th December 1876) was President of Sion Mills Cricket from 1923 until his death on 14th July 1964 said that “cricket surpasses all creeds and classes”.

The club won the North West Senior League on 28 occasions and the Northwest Senior Cup 29 times. The club is remembered internationally as the host of the famous victory by Ireland over the West Indies on 2nd July1969 when the Ireland Cricket team bowled the West Indies all out for 25 runs.

The Main Mill was built between 1853 to 1855, designed by the architect William Lynn (b.1829 d.1915) and built by John McCracken. Built from grey ashlar stone quarried locally in Douglas Bridge (near Strabane) the building was designed as a fireproof mill. This building was used for preparing and spinning until 1989 when the Mourne Mill was opened and it was abandoned.

The Main Mill was built wider than normal for spinning mills, which enabled Herdsman’s to survive in later years when others couldn't, because they were unable to accommodate these larger machines.

The frontage of the Line Preparing and Mechanics Shop were built in 1888 with yellow brick from Kilmarnock. A two-storey yellow-brick extension was built in 1888 by J. Ballantine and Company, Derry and designed by William Lynn the building was known as the New End.

Three storeys were added to the New End in 1907 with no pillars thus leaving more room for longer machines. This was achieved by buttressing the walls and using girders of very heavy section.

By the end of the 19th Century the Herdman family had built 240 workers houses in the village, which accommodated a population of over 2000. The buildings in the village are considered so important that 40 of them are listed for preservation.

In 1847 during the potato famine, there is a series of letters from James and George Herdman to their brother John in Belfast that explain how they coped with keeping their workers and families alive in very difficult circumstances. The devotion of the Herdman family to their workers and the villagers is well known and respected. The village houses were sold off to their occupants for between £60 and £180 each in the early 1960s. The legacy of the villagers living, working and going to school together persists and the new state primary school which superseded the Mill School in the 1970s was the first integrated state school in Northern Ireland.

On 9 May 1852, Sion Mills Railway Station opened and the railway served the area for 112 years until the station closed on 15 February 1965.

During the Great Famine, the Herdman’s tried to ensure that not just the people living in the village but as many others as possible were fed.

As part of the “experiment” the Herdman Brothers who advocated temperance, banned Public Houses in the village. Sion Mills remained a “dry” village until 1896 when the Herdman family lost a court case on this issue and within a short time Sion Mills had gained its first Public House.

Unlike factories elsewhere, from the start, the Herdman’s insisted that the working conditions at the Mill were good. The Mill was well ventilated and clean, instead of being dusty and airless.

In 1839 a gas-works (coal-fired) was built and the Mill was lit by gas lamps and in 1842 pipes were laid to the village so that every house had a light, the shop had 4 lights and there were street lights

Between 1900 & 1903 the Mill installed turbines (1000 horsepower) and later between 1919 to 1920 DC Turbines installed in the new ‘Small Turbine 135 horsepower to generate electric to light the Mill, the village, Sion House and Camus Rectory.

Unfortunately, due to competition from China, Herdman Ltd, closed down all production in Sion Mills over a 2-year period and finally ceased spinning linen on 19th May 2004 and with its closure the employment of approximately 300 workers were terminated which was a significant blow to Sion Mills and the surrounding towns and villages.

The mill building still stand, however in very poor state of repair. In September 1999, a group of villagers came together with Celia Ferguson (nee Herdman, her father was Commander Claudius Herdman & James Herdman was Celia's great-great-grandfather) to form the Sion Mills Preservation Trust with the prime objective of rescuing the old Herdman Mill and associated buildings and develop the site as a Heritage Centre for the Linen Industry. Unfortunately, they did not succeed, however people are still trying to develop and maintain facilities in the historic village.

On Saturday October 2010 a derelict part of the Mill was gutted by fire. The company that owned the mill went into receivership in 2011 and in 2014 the site was bought by Strabane woman Margaret Loughrey for an estimated £1m after she won almost £27m in the Euromillions lottery draw in Dec 2013.

There’s been a series of malicious fires over the years, the latest on Monday 19 Aug 2019 all of which have totally decimated the buildings.

April 2022, Mulrines of Ballybofey, Co. Donegal, a food and drinks firm has announced plans to create 54 jobs at their new manufacturing facility on the site of the former flax mill in County Tyrone. Mulrines have plans to redevelop 22 acres of the the former Herdman's Mill site in Sion Mills. The company will produce oat drink and fruit juice products at the new facility.

It said the jobs would pay average salaries in in the mid £20,000 range and would be in place by 2026. Company chairman Peter Mulrine said the Sion Mills project was the culmination of a number of years of research, planning and negotiation. He said the construction of the new factory was the first phase of the company's investment in the village.

Another horizon machine, this time the Deathbringer.

This was a pretty complex build, mainly due to its ability to spread apart the four top sections to go into overheat mode. The legs are fully articulated, and the foot-pistons can go up and down, but as a consequence they aren’t especially stable.

Scale-wise, this ended up a little smaller than minifig scale, but no worse than the official Tallneck set. That said, the Deathbringer Guns still look good in the hands of a minifig, so its not too far off.

Peugeot's top of the line 650B Cyclotouring machine. This is the 1968 model in its original configuration with Mafac cantilever brakes and wingnuts. Later models were equipped with Mafac RAID calipers and quick release axles. It's not very light but it rides like a Cadillac. 55 x 56 c/c and in very good condition.

+++ 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.

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.

The bottle in the foreground is the new aluminum packaging of the soft drink world. It is a much heavier aluminum "can", and the bottles are sold in upscale bars and some vending machines. This one is in the shape of a Coca Cola glass bottle, and has a screw off cap. These are available in the Chicago region, but are they available else where? Necklaces made from Coke's traditional aluminum cans.

Many energy drinks, and other soft drinks are now being packaged this way. They can be recycled, but they cannot be crushed/ flattened by a person. These cans or bottles are solidly thick walled.

Lamborghini's Aventador SVJ , one lethal machine this , powered by a 6.5 Lt L V12 producing 565Kw or 760 HP in old power terminology .. sufficient to make it the fastest production car ever to lap the Nurburgring .. so its fast !

Lamborghini

Brisbane

Many Jamaican fire trucks have been donated by various governments/organizations, so the Jamaica Fire Brigade has a fairly diverse fleet of machines. This Workstar is working in the capital city, Kingston.

Linda just loves giving me reasons to worry, doesn't she? She better know what she's doing, because if anything happens to her...forget it, just concentrate on work. Right after we split up I actually found some stairs. I followed them into what looked like the office section of the plant. Everything was cleaner, there wasn't any sounds of assembly lines going to town, and the lighting didn't make my skin crawl. The design of this place was fucking weird, though. Rossum Robotics was about the future with all the crazy shit they were working on, but suddenly once your inside it's all 1920s art deco? The hell is this? Anyway, there were glass elevators that didn't work so I had to find more stairs. I do and soon enough find a door. On it was a plaque. It said "Karl Rossum". His old office. Funny it's still marked. Seems like this place didn't really shut down, everyone just sorta picked up and hightailed it outta here. Would explain why all the machines in the assembly lines are still here. I open the door and the first thing I noticed was how shitty the red floor with the tan walls looked. Bleuh. And what's with all the industial cables on the floor? Second was the massive wall of monitors on the opposite side, each showing through a security camera a different part of the plant. What it looked like, anyway. And there was someone in a chair turned away from me, starring into the monitors. I was gonna ask what was going on and then annihilate whoever what sitting there, but then I noticed something out of the corner of my eye. To the left was this bloodied human torso, missing a head and legs. Where the head should've been was this metal...cap thing. The hell if I know. Where the legs should've been instead there was a massive pipe and some huge oily black cable. What kind of fucked up mess is this?

"I've seen what you have been doing...and it saddens me..."

"The fuck is this!? What did you do to this guy, besides murder him!?"

"Murder? I tried with everything in my power to save him, something the flawed doctors failed to do, condemning him to death and whatnot. That is humanity's Achilles heel. It's imperfection."

"Imperfection? Doctors? Wha---no, who the fuck are you?!"

"Someone who wants the best for humanity. Someone who believes in the future. You can just call me Nathan, though."

"Clynes. The man I'm looking for. How did you get your hands on that brain for you to dump in that robot? Do you have any idea how many people were murdered across the country because of what you did?"

"The first prototype. That ungrateful scum. Thank you for disposing of it for me. It was good for research, though. So that's a success, I suppose."

"So I guess the 'people across the country were murdered' part just fucking flew right over your head, huh?"

"It's a sacrifice. That's what advancement requires. Everyone has to make sacrifices, including...myself."

He turns in his chair to face me, and stands up. Finally got a good look at him and what I saw was a fucking abomination. It was human...sorta. But it was fused with metal. Half of his face was gone, looked like a Terminator knockoff. His right arm was also gone, replaced with this huge metallic robot arm that nearly reached to the ground while he stood. Where his ears should be there was metal headphones that I'm guessing are permanently on his head. Why the fuck would someone do this to themselves?

"Can you admire the the genius of it? The intelligence and creativity of the human mind, the stunning build of the human body, and the flawless efficiency of the machine. This is our future."

"You're fucking insane."

"From my brief studies of you, that's quite ironic of you to say."

"Fuck off. Just how are you gonna usher in this future, huh? With that army of deathbots you're putting together?"

"There will be resistance, yes. So it is necessary. The fools who will believe it to be the end of humanity. This is only the next step. With me and HARDAC at the front of this--"

"Wait, HARDAC? HARDAC is destroyed."

"The original model, yes. But computers aren't like humans, they can be duplicated. One of my other works as I laid in hiding."

"HARDAC won't help you with your fucked up dream! It wanted to replace humanity, not become one with them!"

"That was a flaw it inherited from it's creator, Rossum. I am superior, and so will this new HARDAC be. And resistance is futile."

"Resist this, bitch."

I pull my blade out and charge. Just as my blade is about to hit it's mark, that hugeass robot hand grabs my wrist. I can feel the grip getting tighter and tighter to the point where my gauntlet bends under the pressure. All while Clynes has this smug smile on his face. Out of nowhere with just that arm he throws me back across the room. Faster than the deathbots, just as strong, and can think like a human. Oh joy...

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Huge Antique Afghan Kuchi tribal round shape ethnic ring. This ring has been wire work all around and jeweled with Carnelian Stone. The wire work is a typical kuchi art. This gypsy boho ring is also carved with metal leaves and flower designs and has such fine detailed work, that it becomes difficult to imagine that these mountain dwellers could create such art with little access to modern technology. Most of the work is done by hands with little help from manually operated machines. This is a two finger ring, making it easy carry a ring of this size.

This is a genuine Afghan Kuchi made ring.

We tend to think of the Lincoln Model K as a model of sober understatement - but not every example fits that concept. Especially not this one.

There were two series of Lincoln Model Ks, the junior KA and the senior KB. They replaced the original Lincoln (the L-series) in 1931, with the larger KB gaining a new 448-cubic-inch V12 for the 1932 season. Just in time for the absolute bottom of the depression.

Although the KB wasn't finding many buyers, this didn't deter the company from attempting to strike out at the competition - Lincoln had been owned by Ford since 1922 and could withstand the storm, but it did still have to compete.

The big KB, which ran on a stock 145-inch wheelbase, offered a wide array of custom body choices - one of which was the Victoria Coupe - body style 256 - designed by Murray but built in-house by Lincoln.

All Lincolns of this era were rarified machines - this one was priced at over $4400 new (about $81,000 in 2015 dollars) at the height of the depression, but the KB Victoria Coupe was especially rare - with just 18 built.

This purple-hued example is the sole known survivor of those 18, and was restored in the early 1990s by then-owner collector Harris Laskey, who chose the unusual color combination to emphasize the car's curves and style. The car was exhibited at Pebble Beach in 1996.

Seen here at the 2015 Pacific Northwest Concours.

Vintage 1959 90mm Leitz Summicron on the new sony a7 - The performance of this lens is really amazing for the cost. A bit heavy but wow what a bokeh machine this lens is.

+++ 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.

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.

Thank's for watching White Noise Sound Machine for Babies 2017 Womb Sounds and Heartbeat Sleep Sound Machines this video. You can buy Best White Noise Machine for Baby from Amazon website, So you can check out the other reviews at Amazon. Here are the products list: 1. Marpac Natural White Noise (actual fan inside) Sound Machine, Tan 2. Baby Shusher - The Soothing Sleep Miracle for Babies 3. LectroFan - Fan Sound and White Noise Machine, White 4. Munchkin Nursery Projector and Sound System, White 5. myBaby Soundspa Lullaby Sound Machine and Projector See on amazon: amzn.to/2kxP8MD See more reviews: ift.tt/2j8YKNw Top 5 Best Dove Men Care and Face Wash www.youtube.com/watch?v=RivPTdp5CKY Best Diaper Pails review by Happy Time Baby 2017 youtu.be/giWpOKv003M

The ‘Pataphysical Slot Machine is on exhibit at the Mill Valley Library this month. Visitors to this unique art project seem to really enjoy the experience: their faces tell the whole story in this photo album. Overall, the slot machine seems to have a positive social impact: it makes people happy, gets them inspired -- and can help some of them become art makers.

Come see the slot machine this month! Our poetic oracle awaits you every weekend, to share words of wisdom about your life and future.

The exhibit is open from 1 to 5pm every Saturday and Sunday in October, in the downstairs conference room of the Mill Valley Library.

Pataphysical Studio members will be on hand to demo the Slot Machine and share what they have learned while building this interactive art project.

Learn more: pataphysics.us/join-the-unveiling-of-the-slot-machine

View more photos of the exhibit: www.flickr.com/photos/fabola/albums/72157659147117739

N657 is now the oldest coach in the fleet still in use. 657 has recently spent sometime in the workshop having lots of work carried out to keep this old work horse in use. Great machine this is, such a lovely vehicle to drive. Now one of only 2 old vanhools still in use with McNairn's with the recent withdrawl of N200 and JFZ. JFZ has been in reserve for almost a year but now appears to be withdrawn. withdrawn vanhools have contributed parts to 657 to keep the old girl on the road.

A bus that would remain unique in the Greater Manchester fleet was Fleetline 2413, which prior to 1983 looked very similar to sister ship 2407. However following a fire at Hindley depot, believed to have been started by a clippercard machine, this bus and Standard 6912 were completely destroyed. In an unusual move by the PTE both were dispatched to Northern Counties for the fitment of new bodies with 6912 reappearing with a new light alloy framed body, the only Fleetline to be so fitted and 2413 appearing pretty much like a Mark 1A standard apart from its 33ft length. Whilst its dual doored sisters had all been withdrawn and scrapped by 1985, this one continued until deregulation in late 1986. It was later aquired by Wigan Council who used it as a promotional vehicle for the award winning Wigan Pier complex. Following its use here it passed to Hag Fold Morris Dancers who had been using a former Leigh Corporation AEC Renown and was getting a little long in the tooth. The bus is seen at the Hindley Green Volex plant where the bus lived in the mid nineties, the extra length being apparant. Remarkably the bus is still in use with the dance troupe and has now served with them for longer than it did with LUT /GMT.

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]

A miniature Galaga video game machine. This is a Hallmark Christmas ornament that lights up and plays sounds based on the arcade classic.

Perry County Sesquicentennial Parade, photo taken at intersection of West Main and Apple Streets, New Bloomfield, Pa., 1970.

Sign hanging below the canopy on the steam engine: "Bolze's Steam Engine Club, Landisburg."

According to Michael R. Zeigler's article, "The Bolze Family Steam Engine History," which was originally published in Farm Collector, March-April 1999, "This steam engine is an Emerson-Brantingham Peerless TT model, serial #17544, 50 HP, the 200th built in 1916. It was bought in 1918 by the Bolze Brothers for their threshing and sawmill operation setup at R.D. Landisburg, Perry County, Pennsylvania . . . . During the Perry County Sesquicentennial Celebration in 1970, [Frank Bolze, son and nephew of the original three Bolze brothers,] formed the Bolze Steam Engine Club and toured the county with it and an old threshing machine. This was quite a sight at all the parades."

For a more recent color photo of this steam engine, see 1937 D-35 I/H & EB 17544 @ Shermans Valley Heritage Days 2003 on SmokStak.com.

Wow, just about time to start thinking about beach wear! I'll probably dust off the sewing machine this week and put together a couple of new caftans.

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 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]