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She has been rather neglected among her blood related sisters and her freckles have been fading but she is just so sweet. I decided to give her a licca body but it is making her head spin 360 degrees XD
Luciano has been sick for a week now. He is definitely not himself. I can't wait until he feels better, and I can see him smile.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
The Messerschmitt Me 262 F was a series of multi-purpose jet planes designed by Messerschmitt for the Luftwaffe that entered service during the final phase of the Second World War in Europe. The aircraft’s design was begun in the summer of 1943 under the project handle P.1099, intended as an improvement to the successful Messerschmitt Me 262 jet fighter and also as a replacement for the Arado Ar 234 bomber/reconnaissance aircraft. The primary focus was on more payload, being either usable for more fuel (since early jet engines had poor mileage and therefore range and endurance) or for weapons, including bombs in an internal bomb bay that would enable the aircraft to fulfil a similar tactical role as the British de Havilland Mosquito. Beyond this high-speed bomber (Schnellbomber) variant, the P.1099 would also be a suitable basis for a fast reconnaissance plane, interceptors and night fighters, and trainer versions were also planned.
The Messerschmitt P.1099 was a 12 m long, conventional-looking aircraft with a wingspan of 12.6 m. It had a much wider fuselage than the Messerschmitt Me 262. It had a circular shape with a diameter of 1.7m (5 ft 6¾ in) and the cockpit was now moved closer to the aircraft’s nose, above the front landing gear well. The baseline aircraft featured a side-by-side cockpit for a crew of two, even though different layouts were envisioned for the specialized variants, including single-seaters. To save development time and to use existing jigs and tools as much as possible, the P.1099 retained the wings and the tail section of the Me 262A-2a. Despite a higher total weight (the P.1099’ MTOW was about 3 tons higher), the planned powerplants were initially two uprated Junkers Jumo 004 turbojet engines, later to be replaced by more powerful Heinkel HeS 011 turbojets.
In January 1944 the P.1099 was accepted by the RLM and received, despite the aircraft’s different structure, the designation “Me 262 F”. The first variant, the Me 262 F-1 (internally designated P.1099A), was the baseline aircraft under the handle “Jäger I”, a jet-powered single seat daytime fighter. There were three planned versions, differing mainly in armament: Version F-1a was armed with four MK 108 30 mm cannon in the lower fuselage, comparable with the earlier Me 262 A fighter, just with more fuel and ammunition. Version F-1b carried two MK 103 30 mm cannon with longer range, firepower and ammunition supply, and Version F-1c was a heavy daytime fighter with two MK 108 and two MK 103 cannon in the nose.
In parallel the Me 262 F-2 was developed as a more heavily armed and armored variant, as a dedicated heavy bomber interceptor (“Pulkjäger” or “Zerstörer”) under the handle “Jäger II”. Again, three versions were foreseen: Version F-2a would be armed with a single MK 108 cannon and a heavy MK 112 55 mm cannon in the nose. Version F-2b was the same, but it was armed with a MK 114 50 mm cannon instead of the Mk 112. Both were single seaters with a heavily armored cockpit and canopy.
The F-2c was a more thoroughly modified two-seater version; it was armed with a single MG151/20 in a small nose turret, a pair of Mk 103 in the rear of the cockpit firing up- and backwards and two defensive MG 131 in remote-controlled FDL 151 barbettes in the tail. Due to the significant changes this model had the internal project designation P.1099B.
Another two-seater, the F-2d, remained very close to the original baseline aircraft with a crew of two in a side-by-side cockpit. This aircraft was armed with the standard four MK 108 in the nose, plus one launch rail under each wing for Ruhrstahl X-4 guided missiles, which were launched and steered by the second crewman via a wire connection with the mothership. This variant did not come to fruition, however, after the X-4 missile project had been cancelled in early 1945.
All P.1099 fighters also had hardpoints under the outer wings for racks with twelve 55mm R4M unguided air-to-air missiles each, a detail taken over from the Me 262 A, even though the fuel load had to be reduced to carry them. The radio equipment of all these versions would be a FuG 16, Peil G6, FuG 101 radio altimeter, FuBl 2 blind landing equipment, as well as the FuG 25a Erstling identification friend or foe transceiver.
Beyond these initial day fighter variants, further types based on the P.1099 airframe were envisioned, too. The F-3 was a dedicated night fighter version, developed in parallel to the Me 262 G. It was based on the F-2a heavy day fighter, but it carried a crew of two (the pilot and a rearward-facing radar operator) and was equipped with a FuG 240 “Berlin” radar set and a rotating dish antenna under a streamlined plywood cover in the nose. The armament consisted of four MK 108 under the nose, similar to the F-1a day fighter, plus two additional, upward-firing MK 108 cannon (“Schräge Musik”) in the rear fuselage.
Other proposed variants (with less priority, though) were the F-4 and the F-5, which were to become the basis for fast bombers and reconnaissance aircraft with only light defensive armament, typically only a pair of MG 131 in remote-controlled tail barbettes was to be carried. The F-4 resembled the baseline P.1099A, with two bomb bays in front of and behind the main landing gear wells and a crew of two seated side-by-side in a pressurized cockpit. Two MK 108 were carried in the nose, plus the MG 131 tail barbettes. The F-5 was similar but featured a glazed bomb aimer/navigator station in the nose instead of the MK 108’s and the glazing above the pilot’s station was reduced and asymmetrical. In both bomber variants the fuselage tanks were re-arranged to make room for a single SC 1.200 in the front bomb bay, but combinations of smaller bombs could be carried, too. Alternatively, mounts for up to three cameras or a 1.350 l auxiliary tank for extended range could be carried in the bays, too.
Initial flight tests of the Me 262 F in late 1944 showed severe directional instability: especially after fuel and ammunition had been depleted and the center of gravity shifted the aircraft tended to become nose-heavy and ditch down if it was not carefully monitored and trimmed by the pilot. To cope with this problem, the engine mounts were modified, so that the CoG was shifted back. Compared with the original Me 262 the engines were placed roughly 900 mm (35.5 in) further back under the wings. The emptying sequence of the fuselage tanks was also changed, and this mostly mended the problems. Another measure to mend the directional instability issues was the enlargement of the tail surfaces, even though later production aircraft frequently had smaller Me 262 A stabilizers fitted due to material shortages and simple lack of parts.- However, due to the higher weight the Me 262 F’s handling and agility were very limited – but most of its intended roles rather relied on speed, anyway, so that dogfights could be avoided.
From 1944 on the war situation worsened considerably, and production of the new Me 262 F superseded the A variant only on selected production lines. A disused mine complex under the Walpersberg mountain was adapted for the production of complete aircraft. These were hauled to the flat top of the hill where a runway had been cleared and flown out. Between 20 and 30 Me 262 Fs were built here until early 1946, primarily fighters, the underground factory being overrun by Allied troops before it could reach a meaningful output. Wings were produced in Germany's oldest motorway tunnel at Engelberg, to the west of Stuttgart. At B8 Bergkristall-Esche II, a vast network of tunnels was excavated beneath St. Georgen/Gusen, Austria, where fully equipped fuselages for the Me 262 at a planned monthly rate of 450 units on large assembly lines were to be produced from early 1945.
After the type’s introduction to frontline units in early 1945 further handling problems arose through the aircraft’ weight, resulting from its high wing load. Both starting and landing run were excessive, so that the number of airfields from which it could be operated was relatively small. No real short-term solution could be found without fully re-designing the wings, so that RATO bottles were frequently used to get a fully loaded Me 262 F up into the air from standard airfields. These were typically fitted to racks which were mounted under the fuselage, flanking the rear bomb bay.
The Me 262 F’s landing speed was dangerously high, too. A retrofittable brake parachute, housed in a simple tubular fairing under the tail, was developed to reduce the landing distance and save brakes, which frequently overheated and could set the landed aircraft aflame.
From the Me 262 F-2a “Pulkzerstörer I”, only a small number were built and eventually entered service. Its main armament, the MK 112, was a heavy German machine cannon produced by Rheinmetall-Borsig from 1945 on – in fact, the MK 112 was basically a scaled-up MK 108, a very compact weapon with relatively low weight. The MK 112 had a caliber of 55 mm and thus fired much larger shells than the 30 mm MK 108, but the rate of fire was significantly lower (300 rounds / min compared to about 600-660 rounds / min of the MK 108). This large-caliber gun was designed primarily to combat heavy bombers, its rate of fire would have been too slow for effective aerial battles with escort fighters – but the Me 262 F would not have been a dogfighter, anyway, so that the “hit-and-run” mission profile suited the aircraft well. Fire tests showed that a single MK 112 hit with mine grenades could destroy a bomber, and with a rate of fire of five shells per second this weapon could inflict considerably higher losses on the incoming streams of Allied bombers compared to other on-board weapons used on the German side. Only the unguided R4M missiles were as effective, but the MK 112 offered considerably higher accuracy and the opportunity to execute more than just a single attack run on an incoming bomber formation.
The MK 112 was mounted in the lower starboard section of the Me 262 F-2a’s nose, its barrel protruded more than 2 m (7 ft) from its nose. The gun’s drum magazine with sixty rounds partly took up the rear space of the cockpit behind the pilot and the gun mount even used up space of the weapon bay on port side, so that only a single MK 108 with 100 rounds as an additional weapon was mounted in the lower port side weapon bay.
Its sister, the Me 262 F-2b, remained on the drawing board, because its main weapon, the 50 mm MK 114 autocannon that had been derived from the 5 cm Pak 38 anti-tank gun, had turned out to be over-complicated, overweight and unreliable. A refined version was developed as the MK 214A, though, but after flight test from February 1945, but the weapon was not deployed operationally.
Only a handful Me 262 F-2a Pulkzerstörer were eventually fielded and operated before the end of hostilities – beyond the low production numbers the lack of fuel and loss of suitable airfields highly limited the aircraft’s potential. Probably less than ten were used by operational units, including JG 53 “Pik As”, in which they served alongside other interceptors, including other Me 262 variants. Typically, bomber formations were approached from the side of a bomber formation, where their silhouettes were widest, and while still out of range of the bombers' machine guns. This broadside-attack tactic was very effective, and the aircraft’s high speed allowed the interceptors to turn around 180° and make at least a second attack run from the opposite side, before the machines dashed off and returned to their bases.
General characteristics
Crew: One
Length: 14,32 m (46 ft 11 in) overall
12,00 m (39 ft 3¾ in) fuselage only, w/o brake parachute housing
Wingspan: 12,61 m (41 ft 3¾ in)
Height: 4,43 m (14 ft 6 in)
Wing area: 24,2 m² (236 sq ft)
Empty weight: 5.061 kg (11,148 lb)
Loaded weight: 8.762 kg (19,300 lb)
Max. take-off weight: 10.062 kg (22,163 lb)
Powerplant:
2× Junkers Jumo 004 C turbojets with 12 kN (2,697 lb st) each
Performance
Maximum speed: 930 km/h (577 mph, 505 kn)
Cruising speed: 805 km/h (500 mph, 438 kn) at 6.500 m (21,290 ft)
Range: 1.340 km (830 ml, 728 nm) at 6000 m with internal fuel only
Service ceiling: 11,450 m (37,570 ft)
Rate of climb: 18 m/s (3,540 ft/min) at max. weight
Armament:
1× 55 mm (1.96 in) MK 112 machine cannon with 60 rounds
1× 30 mm (1.18 in) MK 108 machine cannon with 100 rounds
Hardpoints under the outer wings for racks with twelve 55mm R4M unguided air-to-air missiles
The kit and its assembly:
This became a submission to the late 2021 “Gunships” group build at whatifmodellers.com – what would such a competition be without at least one gun-toting German Luft ’46 interceptor? The Messerschmitt P.1099 lent itself for such a build. Since 1996 Revell offers a 1:72 IP model kit of this paper aircraft, depicting more or less the two planned versions: a basic single-seat day fighter and a heavy two-seater Zerstörer, both based on the same basis.
This what-if model was based on Revell’s interpretation of the P.1099A, and the kit goes together well. Fit is very good, even though some designs are IMHO a bit dubious. The kit’s weakest point: Revell unfortunately missed the important detail of the modified engine nacelles: the kit comes with standard Me 262 wings and engines, but due to CoG reasons the P.1099 would have had its engines moved back by about 900 mm, as mentioned in the background. I corrected this on this build with some PSR – sounds simple, but since the nacelles are not expected to be stuck to the wings in their new position roughly 1 cm further back, some serious bodywork had to be done.
Otherwise the kit was basically built OOB. I just left away the inner wheels from the main landing gear because I found the twin wheels to be “too much” for this upgraded Me 262. The P.1099 might have been heavier than the Me 262, but…? And the wheels’ tractor-like tread design looks IMHO out of place, too, so that I replaced them with a pair of MiG-21 wheels, left over from a KP kit.
The cockpit was taken OOB, even though I have doubts concerning the canopy. And when you look at mockup pictures of the P.1099 you realize that cockpit access had been facilitated through a side door at starboard, similar to the D. H. Mosquito. The cockpit tub does not consider this hatch at all, and the engraved door on the fuselage (it’s actually there!) is so tiny that only a Halfling might use it?
Well, I stuck with it “as is” and just added a pilot figure (specifically from a Matchbox Hawker tempest, because it is one of the rare cases that you get a WWII pilot wearing an oxygen mask) and a “barrel” behind the bulbous pilot seat because there’s a lot of free space in this single seat variant that is otherwise occupied by a rear gunner in Revell’s P.1099B kit. I also have doubts concerning the kit’s canopy, since the original P.1099 had a cockpit for two seated side-by-side, with a canopy that resembled the D.H. Mosquito’s a lot. I am also not certain about the stabilizers – the kit comes with standard Me 262 parts, but trustworthy sources I consulted suggest that not only the fin had been enlarged (depicted well in Revell’s kit), but also the stabilizers? To improve this, I implanted a pair of modified stabilizers that came from a Heller PZL P.23 light bomber. Sounds odd, but they were a very good match in size, shape and thickness!
The only major modification concerns the armament, even though it became just a “graft-on” solution. On the lower left side, the upper gun port was PSRed away. On the right side I added a bulged fairing for the MK 112. It was sculpted from a Matchbox Saab J29 drop tank and blended into the hull with PSR. Protruding spent cases fairings were added for both guns. The MK 112 gun barrel is a resin piece, left over from a ModelTrans tank conversion set and actually depicts a German 55 mm gun, so that this became a perfect donor piece.
Since the airframe still looked rather clean and boring I finally added a pair of JATO bottle racks to the rear fuselage (scratched from styrene profile but left empty) and a brake parachute fairing under the fin, carved from a piece of sprue.
Furthermore, a display adapter was installed into the fuselage for in-flight pictures.
Painting and markings:
This became a challenge, because I wanted a rather unusual livery, neither a standard RLM 81/82/76 late-war combo nor an improvised-cammo-over-bare-metal finish. After some research I settled upon something that was actually carried by some He 177 bombers around 1944: a uniform RLM 74 (Graugrün, Humbrol 245) upper surface with “cloudy” mottles in RLM 76 (Humbrol 247). This appears like a winter camouflage, but it’s actually quite effective at medium altitude, esp. over a cloudy landscape. The original bombers had light blue (RLM 65) undersides, but for the P.1099 from a later period and as a fighter I rather used a darker shade of RLM76 in the form of Tamiya XF-23 (Light Blue). The model received a black ink washing and some post-panel-shading.
The cockpit interior became RLM 66 (Schwarzgrau, Humbrol 67) while the landing gear and the well were painted in uniform RLM 02 (I used Revell 45, a slightly more greenish tone), with wheel discs in RLM 66, too.
Unit markings became minimal and quite sober. I gave the aircraft a typical late-war “Reichsverteidigung” fuselage band, and in JG 53’s case it is plain black. The black band was deliberately chosen because it is a good, much darker contrast to the murky RLM 74, so that the latter appears lighter than it actually is, lowering the contrast to the RLM 76 spots.
The decals were puzzled together from various sources. As an aircraft of the 3rd group the unit’s ID color would be yellow, reflected in the tactical code and the fin tip. For some contrast and to emphasize the long gun barrel I gave it white and black stripes – as a security measure for ground handling. For some more variety I painted one air intake in very dark grey (Revell 06, Anthracite) and the other one in steel Metallizer, simulating replacement parts. The Balkenkreuze come from various sheets – I used simplified “low viz” versions all around. The undulating yellow bar for the 3rd group comes from a TL Modellbau sheet, while the yellow “4” came from a Fw 190 A sheet from Sky Models. A small “4” on the nose was added as a wacky detail, too, the “Pik As” unit markings came IIRC from a Hobby Boss Bf 109 sheet. Since they turned out to have poor contrast/opacity I only used a few stencils from the P.1099A sheet, but due to the disruptive paint scheme this is not apparent.
Finally, the model was sealed with a coat of matt acrylic varnish (Italeri) and a wire antenna, scratched from heated black sprue material, was added between cockpit and fin.
Well, this modified Messerschmitt P.1099A looks simple, but the modified engine nacelles as well as the gun fairing under the nose called for serious PSR. The result looks quite natural, though, and AFAIK this weapon configuration was actually on German drawing boards. However, I am not certain about the cockpit canopy and other details on Revell’s kit, reference information is contradictive.
The paint scheme looks good, even though it was lent from a heavy bomber, and the poor Humbrol enamels did not yield a finish that I had hoped for – the paintwork could certainly have been better, but the overall impression of a late-war Pulkzerstörer is O.K., and this eventually counts.
Poor people in search of money to buy food, clothing and other needs, go to the flea market on Sunday from Los Mochis to find lower prices for their economic status.
Poor problems in the society make to children work in humble jobs in search for money and then meet their needs.
A poor apology! Don't get me wrong, I like the variety of these First Bristol & Avon Volvo B7L/Wright Eclipses but when we were meant to be getting the new MMC Enviro 400s on 48/49 until they were switched to routes 1/2 to counter the hostile move of Wessex Connect onto the route 1 corridor, they seem a bit of a let down! This B7L/Wright Eclipse was new for 2002 Manchester Commonwealth games Transport, then First Northampton and then First Norwich at Vulcan Road.
A poor reproduction but nevertheless an interesting design from Edward MacKnight Kauffer dating from 1925. MacKnight Kauffer was one if the foremost graphic designers of the inter-war period working for many prestigious clients including London Transport.
There are a few Grey Herons (Ardea cinerea) along the Erewash Canal near Long Eaton that are very tolerant of people, but this one is pushing its luck with this accessible and busy spot. One loose dog and it'll need to be quick to avoid being a chew toy.
Max has had a succession of bad days leading up to today so a necessary trip to the Vets. Unfortunately it seems as if his spine has given up so his back legs are no longer functioning and barely keeping his bum off the ground. From today, no walks just trips into his garden and his list of medication grows even longer. Weekly visits for old-dog assessment from now on and a very quiet and relaxed rest of his life X
When not travelling in expensive luxury cars (sometimes ignoring the rules of the road, eh chaps?), Footballers have to slum it in a coach when travelling together to a match.
Slum no more lads, enter Ellisons Coaches and their Premiership Coach Range...
Exceptional vehicles used by our Premiership clients. Sumptuous interiors, which are perfect for Corporate Hospitality.
Premiership coaches include the VIP Starliners and the latest Van Hools all have panoramic glass ceilings.
Seating up to 42 depending on the layout, each vehicle has a slightly different configuration. Some vehicles have wraparound seating at the rear with a central table; ideal for meetings on the move. When there is rear seating, the kitchen is in the centre, which is very social, as you can be part of the action if you chose to host for yourself.
Most of these vehicles have a kitchen at the back, so it is out of the way of your guests. This makes it ideal for Corporate Hospitality, or where you have someone to do your catering for you.
All the Premiership vehicles have:
• Luxury leather interiors
• Reclining seats
• Tables with sockets for laptops and mobiles
• Wi-Fi
• Kitchen with fan ovens, microwave and fridges
• Coffee machine
• Climate controlled
• Tinted privacy glass
• Sky TV
On all our Premiership vehicles, full hostess service can be provided to serve drinks, snacks and prepare meals, or you can make your own arrangements. Just tell us what you would like and we will organise it for you. Executive coach hire with a difference.
www.ellisonstravel.com/Premiership-Coach-Range
Of course none of this matters as the coaches are parked at Burtonwood Motorway Services, probably one of the worst services on the motorway network. In August 2011 it was rated as 2 stars by quality assessors at Visit England.
In the mid-1980s bands travelling between Manchester and Liverpool often stopped at the services and the site became an autograph hunters' hub - regular stoppers were Tears for Fears, Yazoo and Strut Trivia.
At least there is allows something interesting to photograph there!
Note the reflection of the services building on the side of the coach.
Magic Point, Sydney. This species is classified as vulnerable by the IUCN, yet there is no regulation against morons fishing right on top of a site well known to be a grey nurse shark habitat. The sharks pay the price.
More on this issue: pacificklaus.com/fishermorons/
Like my pictures? There are more in "Sex, Drugs and Scuba Diving" and on my blog.
A number of issues, such as poor infrastructure, dispersed consumers, low product awareness and low purchasing power have made it a hurdle for clean energy products to penetrate.
So here we are, 5:30am at the emergency hospital...damn allergic reactions :(
she's ok though!
***UPDATE***
So, before bed last night we noticed Maya had a little red bump and minor swelling on her left lip. We gave her a bit of benadryl and went to sleep. Woke up at 5am and her entire face, lips and right eye had swollen up really bad...she looked like a chihuahua with a pitbull's head! So we took her to the emergency vet where she got a steroid shot, more benadryl and they sent us on our way. We will be seeing our regular vet today for a check on her teeth anyway, so we'll be double checking her with them later.
She fell asleep on the kitchen table after not eating her cereal... then again on the couch after watching a movie... then again at naptime... and had no problems sleeping last night. I think she's all well now; she's running around and being stinkin' cute again =)
Monastic foundation
The priory of St. Mary of Newstead, a house of Augustinian Canons, was founded by King Henry II of England about the year 1170,[1] as one of many penances he paid following the murder of Thomas Becket.[2] Contrary to its current name, Newstead was never an abbey: it was a priory.
In the late 13th century, the priory was rebuilt and extended. It was extended again in the 15th-century, when the Dorter, Great Hall and Prior's Lodgings were added.[1] The priory was designed to be home to at least 13 monks, although there appear to have been only 12 (including the Prior) at the time of the dissolution.[1]
The Valor Ecclesiasticus of 1534 gave the clear annual value of this priory as £167 16s. 11½d. The considerable deductions included 20s. given to the poor on Maundy Thursday in commemoration of Henry II, the founder, and a portion of food and drink similar to that of a canon given to some poor person every day, valued at 60s. a year.
Despite the annual value of Newstead being clearly below the £200 assigned as the limit for the suppression of the lesser monasteries, this priory obtained the doubtful privilege of exemption, on payment to the Crown of the heavy fine of £233 6s. 8d in 1537.
The surrender of the house was accomplished on 21 July 1539. The signatures attached were those of John Blake, prior, Richard Kychun, sub-prior, John Bredon, cellarer, and nine other canons, Robert Sisson, John Derfelde, William Dotton, William Bathley, Christopher Motheram, Geoffrey Acryth, Richard Hardwyke, Henry Tingker, and Leonard Alynson.
The prior obtained a pension of £26 13s. 4d., the sub-prior £6, and the rest of the ten canons who signed the surrender sums varying from £5 6s. 8d. to £3 6s. 8d.
The lake was dredged in the late eighteenth century and the lectern, thrown into the Abbey fishpond by the monks to save it during the Dissolution of the Monasteries, was discovered. In 1805 it was given to Southwell Minster by Archdeacon Kaye where it still resides.
Priors of Newstead
Eustace, 1216
Richard, 1216
Robert, 1234
William (late cellarer), 1241
William, 1267
John de Lexinton, resigned 1288
Richard de Hallam, 1288
Richard de Grange, 1293
William de Thurgarton, 1324
Hugh de Colingham, 1349
William de Colingham, resigned 1356
John de Wylesthorp, resigned 1366
William de Allerton, 1366
John de Hucknall, 1406
William Bakewell, 1417
Thomas Carleton, resigned 1424
Robert Cutwolfe, resigned 1424
William Misterton, 1455
John Durham, 1461
Thomas Gunthorp, 1467
William Sandale, 1504
John Blake, 1526[3]
Sir John Byron of Colwick in Nottinghamshire was granted Newstead Abbey by Henry VIII of England on 26 May 1540 and started its conversion into a country house. He was succeeded by his son Sir John Byron of Clayton Hall. Many additions were made to the original building. The 13th century ecclesiastical buildings were largely ruined during the dissolution of the monasteries. It then passed to John Byron, an MP and Royalist commander, who was created a baron in 1643. He died childless in France and ownership transferred to his brother Richard Byron. Richard's son William was a minor poet and was succeeded in 1695 by his son William Byron, 4th Baron Byron. Early in the 18th century, the 4th Lord Byron landscaped the gardens extensively, and amassed a hugely admired collection of artistic masterpieces.
During the ownership of William, 5th Baron Byron, the Abbey suffered a downturn in fortunes. As a young man, William lavished money on the estate, building picturesque Gothic follies and staging glamorous mock navy battles on the lake.[4] Continuing to take out loans and pursue his pleasures of horse-racing, gambling, and going to the theatre, he found himself financially reliant on a scheme of marrying off his only surviving son and heir to a wealthy heiress. The plan fell apart when his heir eloped with his cousin Juliana Byron, daughter of William's brother John Byron.
Though late 18th-century gossip attested that he ruined the estate, felled trees, and killed deer while hellbent on revenge, this is not the case – he simply had no money to pay his debts, and stripped the Abbey and estate of its artistic treasures, furniture, and even its trees, to quickly raise cash.[5] Though he made thousands of pounds it was not enough to pay back the loans he had been taking out since his thirties, and there was no hope of restoring the Abbey to its former glory.
As well as outliving all four of his children William also outlived his only grandson, who was killed by cannon fire in 1794 while fighting in Corsica at the age of 22. The 5th Lord died on 21 May 1798, at the age of 75.[6] Later, 19th-century myths attest that on his death, the great numbers of crickets he kept at Newstead left the estate in swarms. The title and Newstead Abbey were then left to his great-nephew, George Gordon Byron, then aged 10, who became the 6th Baron Byron and later the famous and notorious poet.
Lord Byron
The young Lord Byron soon arrived at Newstead and was greatly impressed by the estate. The scale of the estate contributed to Byron's extravagant taste and sense of his own importance. However, no less impressive was the scale of problems at Newstead, where the yearly income had fallen to just £800 and many repairs were needed. He and his mother soon moved to the nearby town of Southwell and neither lived permanently at Newstead for any extended period. His view of the decayed Newstead became one of the romantic ruin, a metaphor for his family's fall:
Thro' thy battlements, Newstead, the hollow winds whistle;
Thou, the hall of my fathers, art gone to decay.
The estate was leased to the 23-year-old Henry Edward Yelverton, 19th Baron Grey de Ruthyn, from January 1803. The lease was for £50 a year for the Abbey and Park for five years, until Byron came of age. Byron stayed for some time in 1803 with Lord Grey, before they fell out badly.
In 1808, Lord Grey left at the end of his lease and Byron returned to live at Newstead and began extensive and expensive renovations. His works were mainly decorative, however, rather than structural, so that rain and damp obscured his changes within just a few years.
Byron had a beloved Newfoundland dog named Boatswain, who died of rabies in 1808. Boatswain was buried at Newstead Abbey and has a monument larger than his master's. The inscription, from Byron's poem Epitaph to a Dog, has become one of his best-known works:
The poem Epitaph to a Dog as inscribed on Boatswain's monument
Near this Spot
Are deposited the Remains
of one
Who possessed Beauty
Without Vanity,
Strength without Insolence,
Courage without Ferosity,
And all the Virtues of Man
without his Vices.
This Praise, which would be unmeaning flattery
If inscribed over Human Ashes,
Is but a just tribute to the Memory of
"Boatswain," a Dog
Who was born at Newfoundland,
May, 1803,
And died at Newstead Abbey
Nov. 18, 1808.
Byron had wanted to be buried with Boatswain, although he would ultimately be buried in the family vault at the nearby Church of St Mary Magdalene, Hucknall.
He was determined to stay at Newstead—"Newstead and I stand or fall together"—and he hoped to raise a mortgage on the property, but his advisor John Hanson urged a sale. This would be a preoccupation for many years and was certainly not resolved when Byron left for his Mediterranean travels in 1809. Upon his return to England in 1811, Byron stayed in London, not returning to see his mother who had been living in Newstead. She died, leaving him distraught at his own negligence of her. He lived again at the Abbey for a time but was soon drawn to life in London.
For the next few years, Byron made several attempts to sell the Abbey. It was put up at auction in 1812 but failed to reach a satisfactory price. A buyer was found, however, who offered £140,000, which was accepted. By spring 1813, though, the buyer, Thomas Claughton, had only paid £5,000 of the agreed down-payment. Byron was in debt and had continued to spend money on the expectation that the house would be sold. Negotiations began to degenerate and Byron accused Claughton of robbing the wine cellar. By August 1814, it was clear that the sale had fallen through, and Claughton forfeited what he had paid of the deposit. Byron was now without settled financial means and proposed marriage to the heiress Anne Isabella Milbanke. Claughton did return with new proposals involving a reduced price and further delays. Byron turned him down.
Letitia Elizabeth Landon's poem Lines Suggested on Visiting Newstead Abbey accompanies an engraving of Newstead Abbey after a painting by Thomas Allom (Fisher's Drawing Room Scrap Book, 1839). This poem is mainly a reflection on Byron and what it means to be a poet. Miss Landon may have visited Newstead Abbey on one of her visits to her uncle in Aberford, Yorkshire.
Newstead Abbey (1975)
In July 1815, Newstead was once again put up for auction but failed to reach its reserve, bought in at 95,000 guineas. It was only during Byron's exile in Italy, in 1818, that a buyer was found.[7] Thomas Wildman, who had been at Harrow School with Byron and was heir to Jamaican plantations, paid £94,500, easing Byron's financial troubles considerably.
Wildman too spent a great deal of money on the Abbey and its contents, restoring it to some greatness. The architect John Shaw Sr. designed new parts of the abbey for Wildman.
William Frederick Webb
In 1861, William Frederick Webb, African explorer, bought the Abbey from Wildman's widow. People including David Livingstone, Abdullah Susi, James Chuma and Jacob Wainwright all visited the Abbey at different times during the period Webb lived there.[8] Under Webb, the chapel was redecorated, but the rest of the house remained largely unaltered. After his death in 1899, the estate passed to each of his surviving children and finally to his grandson Charles Ian Fraser. Fraser sold Newstead to local philanthropist Sir Julien Cahn, who presented it to Nottingham Corporation in 1931.
Today
Newstead Abbey in June 2015.
The Abbey is owned by Nottingham City Council and houses a museum containing Byron memorabilia. It plays host to weddings and other events.
Joseph is hands down the best canine out there at making you feel guilty! I have never seen a better "oh I am such a poor puppy" face anywhere in Flickr land!
The latex kitty tribe found this big Latexsaur that was very scared of all the kittys. The latex kittys plan was to take it back to there tribe and polish it then dance around it.
Poor but happy - Joleen, Jennifer and Joey.
I took this picture of these kids about 20 years ago in an old New Orleans neighborhood. After I finished taking their picture the small girl went over to a pit bull and kicked him. I got in my car and left before the pit bull decided to eat one of us. Note that the small girl has her dress on backwards and I have no idea were they got those hats.
Description: Old Poor House lately repaired and suggested to be sold for a Schoool Building.
Location: Antigua, Leeward Islands
Date: 1880-1929
Description: Landing place.
Location: Antigua, Leeward Islands
Date: 1880-1929
Our Catalogue Reference: Part of CO 1069/411
This image is part of the Colonial Office photographic collection held at The National Archives, uploaded as part of the Caribbean Through a Lens project.
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