As I have photographed numerous H.E. Payne trucks in Buckingham recently, this being one of their main east-west routes, I felt they should be represented in my model collection. I have had the Scania rigid since it was released several years ago but remembered that Oxford had earlier made a Volvo FH artic and one was procured from eBay. Named 'Gone with the Wind', GN05 CBF was a former Hanbury Davies unit now retired from use, and both models wear the old green livery, the current scheme being mainly white with green and red stripes.

A time to add photos to my social networks.

 

Da série de fotos que tirei em Maio/2.020 no meu jardim! 🌴☘️🌻🌹🌸🌺🌷🌹🐺🐯🐕🐈🐅🐶🐢🍂🌿🌳🌵🌼🌻🌴 🌕

 

Warning: The sex profiles I see putting a favorite star in my photos will block when I see them. Nothing against those who work with sex on the internet, but if you observe, it is not the proposal here in my profile, look for profiles with sexual photos for you to favorite these photos and keep with in your sexual profile. If you understood Thank you very much!

 

*Note: I have already blocked some profiles with this type of content, and if you have made another profile to continue coming here, know that was is why.*

 

Aviso: Os perfis de sexo que vejo colocando uma estrela favorita em minhas fotos serão bloqueados quando eu as ver. Nada contra quem trabalha com sexo na internet, mas se você observar, não é a proposta aqui no meu perfil, procure perfis com fotos pornográficas para você favoritar essas fotos e manter-las no seu perfil sexual. Se você entendeu muito obrigada!

 

*Obs: Já bloqueei alguns perfis com esse tipo de conteúdo, e se você fez outro perfil para continuar vindo aqui, saiba que foi por isso.*

U.S. Department of Agriculture's (USDA) Food and Nutrition Service (FNS) Disaster Supplemental Nutrition Assistance Program (D-SNAP) and South Carolina Department of Education (SCDOE) responded to severe flooding in South Carolina, by using of the National School Lunch Program, at the Richland County Schools - District One - Central Kitchen Facility, Columbia, SC, to provide disaster congregate feeding, on Wednesday, Nov. 18, 2015.

In times of emergency, FNS coordinates with state and federal partners, as well as local volunteer organizations, such as the American Red Cross and Salvation Army, to provide USDA Foods to shelters and other mass feeding sites and, in limited cases, distribute food packages directly to households in need. USDA Foods are 100% domestically produced, processed and procured agricultural commodities that are made available to schools, tribes, and low-income individuals through FNS Nutrition Assistance Programs. Once retail food stores reopen, if survivors still need nutrition assistance and the area has received a ‘Presidential Disaster Declaration with Individual Assistance,’ State agencies may request to operate D-SNAP. People who may not normally qualify for nutrition assistance benefits may be eligible for D-SNAP if they had disaster-related expenses, such as loss of income, damage to property, relocation expenses, and, in some cases, loss of food due to power outages. Those already participating in the SNAP may be eligible for supplemental benefits under D-SNAP. For more information please visit this web site: www.fns.usda.gov/disaster.

Central Kitchen Facility is the only central kitchen in South Carolina. They provide meals to 32 schools. Operations start at 4-5AM. The meals are comprised of 10-11,000 lunches, 6,000 breakfasts, 3,100 snacks, 3,100 supplemental meals, district-wide catering and more. To accomplish this there are 38 employed here and a total of 150 across the entire operation of satellite kitchens and other facilities. 14 truck move food and commodities from here to where they are needed. USDA photo by Lance Cheung.

+++ 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 Georgian Air Force and Air Defense Division (თავდაცვის ძალების ავიაციისა და საჰაერო თავდაცვის სარდლობა; tavdatsvis dzalebis aviatsiisa da sahaero tavdatsvis sardloba) was established on January 1, 1992, and in September the Georgian Air Force conducted its first combat flight during the separatist war in Abkhazia. On August 18, 1998, the two divisions were unified in a joint command structure and renamed the Georgian Air Force.

In 2010, the Georgian Air Force was abolished as a separate branch and incorporated into the Georgian Land Forces as Air and Air Defense sections. By that time, the equipment – primarily consisting of Eastern Bloc aircraft inherited from the Soviet Union after the country’s dissolution – was totally outdated, the most potent aircraft were a dozen Suchoj Su-25 attack aircraft and a handful of MiG-21U trainers.

 

In order to rejuvenate the air arm, Tbilisi Aircraft Manufacturing (TAM), also known as JSC Tbilaviamsheni and formerly known as 31st aviation factory, started a modernization program for the Su-25, for the domestic forces but also for export customers. TAM had a long tradition of aircraft production within the Soviet Union. In the 1950s the factory started the production of Mikoyan's MiG-15 and later, the MiG-17 fighter aircraft. In 1957 Tbilisi Aircraft State Association built the MiG-21 two-seater fighter-trainer aircraft and its various derivative aircraft, continuing the MiG-21 production for about 25 years. At the same time the company was manufacturing the K-10 air-to-surface guided missile. Furthermore, the first Sukhoi Su-25 (known in the West as the "Frogfoot") close support aircraft took its maiden voyage from the runway of 31st aviation factory. Since then, more than 800 SU-25s had been delivered to customers worldwide. From the first SU-25 to the 1990s, JSC Tbilaviamsheni was the only manufacturer of this aircraft, and even after the fall of the Soviet Union the production lines were still intact and spares for more than fifty complete aircraft available. Along with the SU-25 aircraft 31st aviation factory also launched large-scale production of air-to-air R-60 and R-73 IR guided missiles, a production effort that built over 6,000 missiles a year and that lasted until the early 1990s. From 1996 to 1998 the factory also produced Su-25U two-seaters.

 

In 2001 the factory started, in partnership with Elbit Systems of Israel, upgrading basic Su-25 airframes to the Su-25KM “Scorpion” variant. This was just a technical update, however, intended for former Su-25 export customers who would upgrade their less potent Su-25K export aircraft with modern avionics. The prototype aircraft made its maiden flight on 18 April 2001 at Tbilisi in full Georgian Air Force markings. The aircraft used a standard Su-25 airframe, enhanced with advanced avionics including a glass cockpit, digital map generator, helmet-mounted display, computerized weapons system, complete mission pre-plan capability, and fully redundant backup modes. Performance enhancements included a highly accurate navigation system, pinpoint weapon delivery systems, all-weather and day/night performance, NATO compatibility, state-of-the art safety and survivability features, and advanced onboard debriefing capabilities complying with international requirements. The Su-25KM had the ability to use NATO-standard Mark 82 and Mark 83 laser-guided bombs and new air-to-air missiles, the short-range Vympel R-73. This upgrade extended service life of the Su-25 airframes for another decade.

There were, however, not many customers. Manufacturing was eventually stopped at the end of 2010, after Georgian air forces have been permanently dismissed and abolished. By that time, approximately 12 Scorpions had been produced, but the Georgian Air Force still used the basic models of Su-25 because of high cost of Su-25KM and because it was destined mainly for export. According to unofficial sources several Scorpions had been transferred to Turkmenistan as part of a trade deal.

 

In the meantime, another, more ambitious project took shape at Tbilisi Aircraft Manufacturing, too: With the help of Israel Aircraft Industries (IAI) the company started the development of a completely new attack aircraft, the TAM-1 “Gvelgeslas” (გველგესლას, Viper). It heavily relied on the year-long experience gathered with Su-25 production at Tblisi and on the tools at hand, but it was eventually a completely new aircraft – looking like a crossbreed between the Su-25 and the American A-10 with a T-tail.

 

This new layout had become necessary because the aircraft was to be powered by more modern, less noisy and more fuel-efficient Rolls Royce AE 3012 turbofan engines - which were originally intended to power the stillborn Yakovlev Yak-77 twin-engine business jet for up to 32 passengers, a slightly derated variant of the GMA 3012 with a 44 in diameter (112 cm) fan and procured via IAI from the United States through the company’s connection with Gulfstream Aerospace. Their larger diameter (the Su-25’s original Soyuz/Tumansky R-195 turbojets had a diameter of 109,5 cm/43.1 in) precluded the use of the former integral engine nacelles along the fuselage. To keep good ground clearance against FOD and to protect them from small arms fire, the engine layout was completely re-arranged. The fuselage was streamlined, and its internal structure was totally changed. The wings moved into a low position. The wings’ planform was almost identical to the Su-25’s, together with the characteristic tip-mounted “crocodile” air brakes. Just the leading edge inside of the “dogteeth” and the wing roots were re-designed, the latter because of the missing former engine nacelles. This resulted in a slightly increased net area, the original wingspan was retained. The bigger turbofans were then mounted in separate pods on short pylons along the rear fuselage, partly protected from below by the wings. Due to the jet efflux and the engines’ proximity to the stabilizers, these were re-located to the top of a deeper, reinforced fin for a T-tail arrangement.

 

Since the Su-25’s engine bays were now gone, the main landing gear had to be completely re-designed. Retracting them into the fuselage or into the relatively thin wings was not possible, TAM engineers settled upon a design that was very similar to the A-10: the aircraft received streamlined fairings, attached to the wings’ main spar, and positioned under the wings’ leading edges. The main legs were only semi-retractable; in flight, the wheels partly protruded from the fairings, but that hardly mattered from an aerodynamic point of view at the TAM-1’s subsonic operational speed. As a bonus they could still be used while retracted during emergency landings, improving the aircraft’s crash survivability.

 

Most flight and weapon avionics were procured from or via Elbit, including the Su-25KT’s modernized “glass cockpit”, and the TAM-1’s NATO compatibility was enhanced to appeal to a wider international export market. Beyond a total of eleven hardpoints under the wings and the fuselage for an external ordnance of up to 4.500 kg (9.900 lb), the TAM-1 was furthermore armed with an internal gun. Due to procurement issues, however, the Su-25’s original twin-barrel GSh-30-2 was replaced with an Oerlikon KDA 35mm cannon – a modern variant of the same cannon used in the German Gepard anti-aircraft tank, adapted to the use in an aircraft with a light-weight gun carriage. The KDA gun fired with a muzzle velocity of 1,440 m/s (4,700 ft/s) and a range of 5.500m, its rate of fire was typically 550 RPM. For the TAM-1, a unique feature from the SPAAG installation was adopted: the gun had two magazines, one with space for 200 rounds and another, smaller one for 50. The magazines could be filled with different types of ammunition, and the pilot was able select between them with a simple switch, adapting to the combat situation. Typical ammunition types were armor-piercing FAPDS rounds against hardened ground targets like tanks, and high explosive shells against soft ground targets and aircraft or helicopters, in a 3:1 ratio. Other ammunition types were available, too, and only 200 rounds were typically carried for balance reasons.

 

The TAM-1’s avionics included a SAGEM ULISS 81 INS, a Thomson-CSF VE-110 HUD, a TMV630 laser rangefinder in a modified nose and a TRT AHV 9 radio altimeter, with all avionics linked through a digital MIL-STD-1553B data bus and a modern “glass cockpit”. A HUD was standard, but an Elbit Systems DASH III HMD could be used by the pilot, too. The DASH GEN III was a wholly embedded design, closely integrated with the aircraft's weapon system, where the complete optical and position sensing coil package was built within the helmet (either the USAF standard HGU-55/P or the Israeli standard HGU-22/P), using a spherical visor to provide a collimated image to the pilot. A quick-disconnect wire powered the display and carried video drive signals to the helmet's Cathode Ray Tube (CRT).

 

The TAM-1’s development was long and protracted, though, primarily due to lack of resources and the fact that the Georgian air force was in an almost comatose state for several years, so that the potential prime customer for the TAM-1 was not officially available. However, the first TAM-1 prototype eventually made its maiden flight in September 2017. This was just in time, because the Georgian Air Force had formally been re-established in 2016, with plans for a major modernization and procurement program. Under the leadership of Georgian Minister of Defense Irakli Garibashvili the Air Force was re-prioritized and aircraft owned by the Georgian Air Force were being modernized and re-serviced after they were left abandoned for 4 years. This program lasted until 2020. In order to become more independent from foreign sources and support its domestic aircraft industry, the Georgian Air Force eventually ordered eight TAM-1s as Su-25K replacements, which would operate alongside a handful of modernized Su-25KMs from national stock. In the meantime, the new type also attained interest from abroad, e. g. from Bulgaria, the Congo and Cyprus. The IDF thoroughly tested two early production TAM-1s of the Georgian Air Force in 2018, too.

  

General characteristics:

Crew: 1

Length: 15.53 m (50 ft 11 in), including pitot

Wingspan: 14.36 m (47 ft 1 in)

Height: 4.8 m (15 ft 9 in)

Wing area: 35.2 m² (378 sq ft)

Empty weight: 9,800 kg (21,605 lb)

Gross weight: 14,440 kg (31,835 lb)

Max takeoff weight: 19,300 kg (42,549 lb)

 

Powerplant:

2× Rolls-Royce AE 3012 turbofans with 44.1 kN (9,920 lbf) thrust each

 

Performance:

Maximum speed: 975 km/h (606 mph, 526 kn, Mach 0.79)

Range: 1.000 km (620 mi, 540 nmi) with internal fuel, clean

Combat range: 750 km (470 mi, 400 nmi) at sea level with 4.500 kg (9,911 lb) of ordnance,

incl. two external fuel tanks

Service ceiling: 7.800 m (25,550 ft)

g limits: +6.5

Rate of climb: 58 m/s (11,400 ft/min)

 

Armament:

1× 35 mm (1.38 in) Oerlikon KDA cannon with 200 rds in two magazines

under the lower forward fuselage, offset to port side.

11× hardpoints with a capacity of up to 4.500 kg (9,911 lb) of external stores

  

The kit and its assembly:

This rather rigorous conversion had been on my project list for many years, and with the “Gunships” group build at whatifmodellers.com in late 2021 I eventually gathered my mojo to tackle it. The ingredients had already been procured long ago, but there are ideas that make you think twice before you take action…

 

This build was somewhat inspired by a CG rendition of a modified Su-25 that I came across while doing online search for potential ideas, running under the moniker “Su-125”, apparently created by someone called “Bispro” and published at DeviantArt in 2010; check this: (www.deviantart.com/bispro/art/Sukhoi-Su-125-Foghorn-15043...). The rendition shows a Su-25 with its engines re-located to the rear fuselage in separate nacelles, much like an A-10, plus a T-tail. However, as many photoshopped aircraft, the shown concept had IMHO some flaws. Where would a landing gear go, as the Su-125 still had shoulder wings? The engines’ position and size also looked fishy to me, quite small/narrow and very far high and back – I had doubts concerning the center of gravity. Nevertheless, I liked the idea, and the idea of an “A-10-esque remix” of the classic Frogfoot was born.

 

This idea was fueled even further when I found out that the Hobbycraft kit lends itself to such a conversion. The kit itself is not a brilliant Su-25 rendition, there are certainly better models of the aircraft in 1:72. However, what spoke for the kit as whiffing fodder was/is the fact that it is quite cheap (righteously so!) and AFAIK the only offering that comes with separate engine nacelles. These are attached to a completely independent central fuselage, and this avoids massive bodywork that would be necessary (if possible at all) with more conventional kits of this aircraft.

Another beneficial design feature is that the wing roots are an integral part of the original engine nacelles, forming their top side up to the fuselage spine. Through this, the original wingspan could be retained even without the nacelles, no wing extension would be necessary to retain the original proportions.

 

Work started with the central fuselage and the cockpit tub, which received a different (better) armored ejection seat and a pilot figure; the canopy remained unmodified and closed, because representing the model with an open cockpit would have required additional major body work on the spinal area behind the canopy. Inside, a new dashboard (from an Italeri BAe Hawk) was added, too – the original instrument panel is just a flat front bulkhead, there’s no space for the pilot to place the legs underneath the dashboard!

 

In parallel, the fin underwent major surgery. I initially considered an A-10-ish twin tail, but the Su-25’s high “tail stinger” prevented its implementation: the jet efflux would come very close to the tail surfaces. So, I went for something similar to the “Su-125” layout.

Mounting the OOB stabilizers to the fin was challenging, though. The fin lost its di-electric tip fairing, and it was cut into two sections, so that the tip would become long enough to match the stabilizers. A lucky find in the scrap box was a leftover tail tip from a Matchbox Blackburn Buccaneer, already shortened from a former, stillborn project: it had now the perfect length to take the Su-25 stabilizers! To make it fit on the fin, an 8mm deep section was inserted, in the form of a simple 1.5mm styrene sheet strip. Once dry, the surface was re-built with several PSR layers. Since it would sit further back on the new aircraft’s tail, the stinger with a RHAWS sensor was shortened.

 

On the fuselage, the attachment points for the wings and the engine nacelles were PSRed away and the front section filled with lots of lead beads, hoping that it would be enough to keep the model’s nose down.

 

Even though the wings had a proper span for a re-location into a low position, they still needed some attention: at the roots, there’s a ~1cm wide section without sweep (the area which would normally cover the original engine nacelles’ tops). This was mended through triangular 1.5 mm styrene wedges that extended the leading-edge sweep, roughly cut into shape once attached and later PSRed into the wings’ surfaces

 

The next construction site were the new landing gear attachment points. This had caused some serious headaches – where do you place and stow it? With new, low wings settled, the wings were the only logical place. But the wings were too thin to suitably take the retracted wheels, and, following the idea of a retrofitted existing design, I decided to adopt the A-10’s solution of nacelles into which the landing gear retracts forward, with the wheels still partly showing. This layout option appears quite plausible, since it would be a “graft-on” solution, and it also has the benefit of leaving lots of space for underwing stores, since the hardpoints’ position had to be modified now, too.

I was lucky to have a pair of A-10 landing gear nacelles at hand, left over from a wrecked Matchbox model from childhood time (the parts are probably 35 years old!). They were simply cut out, glued to the Su-25 wings and PSRed into shape. The result looked really good!

 

At this point I had to decide the model’s overall layout – where to place the wings, the tail and the new engine nacelles. The latter were not 1:72 A-10 transplants. I had some spare engine pods from the aforementioned Matchbox wreck, but these looked too rough and toylike for my taste. They were furthermore too bulky for the Su-25, which is markedly smaller than an A-10, so I had to look elsewhere. As a neat alternative for this project, I had already procured many moons ago a set of 1:144 resin PS-90A engines from a Russian company called “A.M.U.R. Reaver”, originally intended for a Tu-204 airliner or an Il-76 transport aircraft. These turbofan nacelles not only look very much like A-10 nacelles, just a bit smaller and more elegant, they are among the best resin aftermarket parts I have ever encountered: almost no flash, crisp molding, no bubbles, and perfect fit of the parts – WOW!

With these three elements at hand I was able to define the wings’ position, based on the tail, and from that the nacelles’ location, relative to the wings and the fin.

 

The next challenge: how to attach the new engines to the fuselage? The PS-90A engines came without pylons, so I had to improvise. I eventually found suitable pylons in the form of parts from F-14A underwing missile pylons, left over from an Italeri kit. Some major tailoring was necessary to find a proper position on the nacelles and on the fuselage, and PSRing these parts turned out to be quite difficult because of the tight and labyrinthine space.

 

When the engines were in place, work shifted towards the model’s underside. The landing gear was fully replaced. I initially wanted to retain the front wheel leg and the main wheels but found that the low wings would not allow a good ground clearance for underwing stores and re-arming the aircraft, a slightly taller solution was necessary. I eventually found a complete landing gear set in the scrap box, even though I am not certain to which aircraft it once belonged? I guess that the front wheel came from a Hasegawa RA-5C Vigilante, while the main gear and the wheels once belonged to an Italeri F-14A, alle struts were slightly shortened. The resulting stance is still a bit stalky, but an A-10 is also quite tall – this is just not so obvious because of the aircraft’s sheer size.

 

Due to the low wings and the landing gear pods, the Su-25’s hardpoints had to be re-arranged, and this eventually led to a layout very similar to the A-10. I gave the aircraft a pair of pylons inside of the pods, plus three hardpoints under the fuselage, even though all of these would only be used when slim ordnance was carried. I just fitted the outer pair. Outside of the landing gear fairings there would have been enough space for the Frogfoot’s original four outer for pylons, but I found this to be a little too much. So I gave it “just” three, with more space between them.

The respective ordnance is a mix for a CAS mission with dedicated and occasional targets. It consists of:

- Drop tanks under the inner wings (left over from a Bilek Su-17/22 kit)

- A pair of B-8M1 FFAR pods under the fuselage (from a vintage Mastercraft USSR weapon set)

- Two MERs with four 200 kg bombs each, mounted on the pylons outside of the landing gear (the odd MERs came from a Special Hobby IDF SMB-2 Super Mystère kit, the bombs are actually 1:100 USAF 750 lb bombs from a Tamiya F-105 Thunderchief in that scale)

- Four CBU-100 Rockeye Mk. II cluster bombs on the outer stations (from two Italeri USA/NATO weapon sets, each only offers a pair of these)

Yes, it’s a mix of Russian and NATO ordnance – but, like the real Georgian Su-25KM “Scorpion” upgrade, the TAM-1 would certainly be able to carry the same or even a wider mix, thanks to modified bomb racks and wirings. Esp. “dumb” weapons, which do not call for special targeting and guidance avionics, are qualified.

The gun under the nose was replaced with a piece from a hollow steel needle.

  

Painting and markings:

Nothing unusual here. I considered some more “exotic” options, but eventually settled for a “conservative” Soviet/Russian-style four-tone tactical camouflage, something that “normal” Su-25s would carry, too.

The disruptive pattern was adapted from a Macedonian Frogfoot but underwent some changes due to the T-tail and the engine nacelles. The basic tones were Humbrol 119 (RAF Light Earth), 150 (Forest Green), 195 (Chrome Oxide Green, RAL 6020) and 98 (Chocolate) on the upper surfaces and RLM78 from (Modelmaster #2087) from below, with a relatively low waterline, due to the low-set wings.

As usual, the model received a light black ink washing and some post-shading – especially on the hull and on the fin, where many details had either disappeared under PSR or were simply not there at all.

 

The landing gear and the lower areas of the cockpit were painted in light grey (Humbrol 64), while the upper cockpit sections were painted with bright turquoise (Modelmaster #2135). The wheel hubs were painted in bright green (Humbrol 101), while some di-electric fairings received a slightly less intense tone (Humbrol 2). A few of these flat fairings on the hull were furthermore created with green decal sheet material (from TL Modellbau) to avoid masking and corrections with paint.

 

The tactical markings became minimal, matching the look of late Georgian Su-25s. The roundels came from a Balkan Models Frogfoot sheet. The “07” was taken from a Blue Rider decal sheet, it actually belongs to a Lithuanian An-2. Some white stencils from generic MiG-21 and Mi-8 Begemot sheets were added, too, and some small markings were just painted onto the hull with yellow.

 

Some soot stains around the jet nozzles and the gun were added with graphite, and finally the kit was sealed with a coat of matt acrylic varnish.

  

A major bodywork project – and it’s weird that this is basically just a conversion of a stock kit and no kitbashing. A true Frogfoot remix! The new engines were the biggest “outsourced” addition, the A-10 landing gear fairings were a lucky find in the scrap box, and the rest is quite generic and could have looked differently. The result is impressive and balanced, though, the fictional TAM-1 looks quite plausible. The landing gear turned out to be a bit tall and stalky, though, making the aircraft look smaller on the ground than it actually is – but I left it that way.

I was very sad a few months ago when, in a moment of true genius, I had accidentally deleted all of my photographs on my trip to Barcelona. Everything. All 4 gigs worth to be exact. And I was close to tears and quite gutted about the whole thing.

 

But thankfully, after managing to find some shareware software that could read my external drive and deleted files, I was able to recover about 70% of them. So not a total loss and an added sigh as well.

 

personal pointer: learn to master Wacom tablet pen with blanks.

 

this might work better large

Some background:

The VF-1 was developed by Stonewell/Bellcom/Shinnakasu for the U.N. Spacy by using alien Overtechnology obtained from the SDF-1 Macross alien spaceship. Its production was preceded by an aerodynamic proving version of its airframe, the VF-X. Unlike all later VF vehicles, the VF-X was strictly a jet aircraft, built to demonstrate that a jet fighter with the features necessary to convert to Battroid mode was aerodynamically feasible. After the VF-X's testing was finished, an advanced concept atmospheric-only prototype, the VF-0 Phoenix, was flight-tested from 2005 to 2007 and briefly served as an active-duty fighter from 2007 to the VF-1's rollout in late 2008, while the bugs were being worked out of the full-up VF-1 prototype (VF-X-1).

 

The space-capable VF-1's combat debut was on February 7, 2009, during the Battle of South Ataria Island - the first battle of Space War I - and remained the mainstay fighter of the U.N. Spacy for the entire conflict. Introduced in 2008, the VF-1 would be out of frontline service just five years later, though.

 

The VF-1 proved to be an extremely capable craft, successfully combating a variety of Zentraedi mecha even in most sorties which saw UN Spacy forces significantly outnumbered. The versatility of the Valkyrie design enabled the variable fighter to act as both large-scale infantry and as air/space superiority fighter. The signature skills of U.N. Spacy ace pilot Maximilian Jenius exemplified the effectiveness of the variable systems as he near-constantly transformed the Valkyrie in battle to seize advantages of each mode as combat conditions changed from moment to moment.

 

The basic VF-1 was deployed in four minor variants (designated A, D, J, and S) and its success was increased by continued development of various enhancements including the GBP-1S "Armored" Valkyrie, FAST Pack "Super" Valkyrie and the additional RÖ-X2 heavy cannon pack weapon system for the VF-1S for additional firepower.

The FAST Pack system was designed to enhance the VF-1 Valkyrie variable fighter, and the initial V1.0 came in the form of conformal pallets that could be attached to the fighter’s leg flanks for additional fuel – primarily for Long Range Interdiction tasks in atmospheric environment. Later FAST Packs were designed for space operations.

 

After the end of Space War I, the VF-1 continued to be manufactured both in the Sol system and throughout the UNG space colonies. Although the VF-1 would be replaced in 2020 as the primary Variable Fighter of the U.N. Spacy by the more capable, but also much bigger, VF-4 Lightning III, a long service record and continued production after the war proved the lasting worth of the design.

The versatile aircraft also underwent constant upgrade programs. For instance, about a third of all VF-1 Valkyries were upgraded with Infrared Search and Track (IRST) systems from 2016 onwards, placed in a streamlined fairing on the upper side of the nose, just in front of the cockpit. This system allowed for long-range search and track modes, freeing the pilot from the need to give away his position with active radar emissions, and it could also be used for target illumination and guiding precision weapons.

Many Valkyries also received improved radar warning systems, with receivers, depending on the systems, mounted on the wing-tips, on the fins and/or on the LERXs. Improved ECR measures were also mounted on some machines, typically in conformal fairings on the flanks of the legs/engine pods.

 

After joining the global U.N. Spacy union, Germany adopted the VF-1 in late 2008, it replaced the Eurofighter Typhoon interceptors as well as Tornado IDS and ECR fighter bombers. An initial delivery of 120 aircraft was completed until 2011, partially delayed by the outbreak of Space War One in 2009. This initial batch included 85 VF-1A single seaters, fourteen VF-1J fighters for commanders and staff leaders, and twenty VF-1D two-seaters for conversion training over Germany (even though initial Valkyrie training took place at Ataria Island). These machines were erratically registered under the tactical codes 26+01 to 26+99. Additionally, there was a single VF-1S (27+00) as a personal mount for the General der Luftwaffe.

 

The German single-seaters were delivered as multi-role fighters that could operate as interceptors/air superiority fighters as well as attack aircraft. Beyond the standard equipment they also carried a passive IRST sensor in front of the cockpit that allowed target acquisition without emitting radar impulses, a LRMTS (Laser Rangefinder and Marked Target Sensor) under the nose, a Weapon Delivery and Navigation System (WDNS) and an extended suite of radar warning sensors and ECM jammers.

After Space War I, attritions were replaced with a second batch of VF-1 single seaters in 2015, called VF-1L (for “Luftwaffe”). These machines had updated avionics and, among modifications, a laser target designator in a small external pod under the cockpit. About forty VF-1 survivors from the first batch were upgraded to this standard, too, and the VF-1Ls were registered under the codes 27+01 – 90.

 

The VF-1 was without doubt the most recognizable variable fighter of Space War I and was seen as a vibrant symbol of the U.N. Spacy even into the first year of the New Era 0001 in 2013. At the end of 2015 the final rollout of the VF-1 was celebrated at a special ceremony, commemorating this most famous of variable fighters. The VF-1 Valkryie was built from 2006 to 2013 with a total production of 5,459 VF-1 variable fighters with several variants (VF-1A = 5,093, VF-1D = 85, VF-1J = 49, VF-1S = 30, VF-1G = 12, VE-1 = 122, VT-1 = 68)

 

However, the fighter remained active in many second line units and continued to show its worthiness years later, e. g. through Milia Jenius who would use her old VF-1 fighter in defense of the colonization fleet - 35 years after the type's service introduction!

 

General characteristics:

All-environment variable fighter and tactical combat Battroid,

used by U.N. Spacy, U.N. Navy, U.N. Space Air Force

 

Accommodation:

Pilot only in Marty & Beck Mk-7 zero/zero ejection seat

 

Dimensions:

Fighter Mode:

Length 14.23 meters

Wingspan 14.78 meters (at 20° minimum sweep)

Height 3.84 meters

 

Battroid Mode:

Height 12.68 meters

Width 7.3 meters

Length 4.0 meters

 

Empty weight: 13.25 metric tons;

Standard T-O mass: 18.5 metric tons;

MTOW: 37.0 metric tons

 

Power Plant:

2x Shinnakasu Heavy Industry/P&W/Roice FF-2001 thermonuclear reaction turbine engines, output 650 MW each, rated at 11,500 kg in standard or in overboost (225.63 kN x 2)

4x Shinnakasu Heavy Industry NBS-1 high-thrust vernier thrusters (1 x counter reverse vernier thruster nozzle mounted on the side of each leg nacelle/air intake, 1 x wing thruster roll control system on each wingtip);

18x P&W LHP04 low-thrust vernier thrusters beneath multipurpose hook/handles

 

Performance:

Battroid Mode: maximum walking speed 160 km/h

Fighter Mode: at 10,000 m Mach 2.71; at 30,000+ m Mach 3.87

g limit: in space +7

Thrust-to-weight ratio: empty 3.47; standard T-O 2.49; maximum T-O 1.24

 

Design Features:

3-mode variable transformation; variable geometry wing; vertical take-off and landing; control-configurable vehicle; single-axis thrust vectoring; three "magic hand" manipulators for maintenance use; retractable canopy shield for Battroid mode and atmospheric reentry; option of GBP-1S system, atmospheric-escape booster, or FAST Pack system

 

Transformation:

Standard time from Fighter to Battroid (automated): under 5 sec.

Min. time from Fighter to Battroid (manual): 0.9 sec.

 

Armament:

2x internal Mauler RÖV-20 anti-aircraft laser cannon, firing 6,000 pulses per minute

1x Howard GU-11 55 mm three-barrel Gatling gun pod with 200 RPG, fired at 1,200 rds/min

4x underwing hard points for a wide variety of ordnance, including

12x AMM-1 hybrid guided multipurpose missiles (3/point), or

12x MK-82 LDGB conventional bombs (3/point), or

6x RMS-1 large anti-ship reaction missiles (2/outboard point, 1/inboard point), or

4x UUM-7 micro-missile pods (1/point) each carrying 15 x Bifors HMM-01 micro-missiles,

or a combination of above load-outs

  

The kit and its assembly:

This fictional VF-1 is more or less “only” a camouflage experiment, spawned by a recent discussion about the German Luftwaffe’s so-called “Norm ‘81” paint scheme that was carried by the F-4Fs during the Eighties and the early Nineties. It is one of the most complex standardized paint scheme I am aware of, consisting of no less than six basic shades of grey and applied in two different patterns (early variant with angled/splinter camouflage, later this was changed into more organic shapes).

 

I have built a fictional post-GDR MiG-21 with the Norm ’81 scheme some years ago, but had always been curious how a Macross VF-1 would look with it, or how it could be adapted to the F-14esque airframe?

 

Concerning the model, it’s another vintage ARII VF-1, in this case a VF-1J, built OOB and with the landing gear down and an open canopy. However, I added some small details like the sensors in front of the cockpit, RHAWS sensors and bulges for ECM equipment on the lower legs (all canonical). The ordnance was subtly changed, with just two AMM-1 missiles on each outer pylon plus small ECM pods on the lo hardpoint (procured from an 1:144 Tornado). The inner stations were modified to hold quadruple starters for (fictional) air-to-ground missiles, left over from a Zvezda 1:72 Ka-58 helicopter and probably depicting Soviet/Russian 9M119 “Svir” laser-guided anti-tank missiles, or at least something similar. At the model’s 1:100 scale they are large enough to represent domestic alternatives to AGM-65 Maverick missiles – suitable against Zentraedi pods and other large ground targets. The ventral GU-11 pod was modified to hold a scratched wire display for in-flight pictures. Some blade antennae were added as a standard measure to improve the simple kit’s look. The cockpit was taken OOB, I just added a pilot figure for the scenic shots and the thick canopy was later mounted on a small lift arm in open position.

 

Painting and markings:

This was quite a challenge: adapting the Norm’ 81 scheme to the swing-wing Valkyrie, with its folded legs and the twin tail as well as lacking the Phantom’s spine and bulged air intakes, was not easy, and I went for the most straightforward solution and simplified things on the VF-1’s short spine.

 

The Norm ‘81’s “official” colors are all RAL tones, and I decided to use these for an authentic lokk, namely:

RAL 7009 Grüngrau: Revell 67 (acrylic)

RAL 7012 Basaltgrau: Revell 77 (acrylic)

RAL 7039 Quarzgrau: Xtracolor X259 (enamel)

RAL 7037 Staubgrau: Xtracolor X258 (enamel)

RAL 7030 Steingrau: Revell 75 (enamel)

RAL 7035 Lichtgrau: Humbrol 196 (enamel)

 

This basically plan worked and left me with a very murky aircraft: Norm ’81 turned out to be a kind of all-propose camouflage that works well against both sky and ground, at least in the typical German climate, and especially good at medium to low altitude. RAL 7030, 7037 and 7039 appear like gradually darker shades of the basically same brownish grey hue, framed with darker contrast areas that appear either greenish or bluish.

 

However, the Xtracolor enamels turned out to be total sh!t: they lacked pigments in the glossy and translucent base and therefore ANY opacity, esp. on any edge, at least when you use a brush like me. Not certain if using an airbrush improves this? The result were uneven and rather thick areas of paint, not what I had hoped for. And the Revell 75 just did what I hate about the company's enamels: drying up prematurely with a gooey consistency, leaving visible streaks.

 

After a black ink wash, very light post-shading was added. I should have from the start tried to stick to the acrylics and also mix the Xtracolor tones from Revell acrylics, a stunt that turned during the weathering process (trying to hide the many blemishes) out to be quite feasible. RAL 7037 was mixed from Revell 47 plus 89 in a ~1:1 ratio, and RAL 7039 from Revell 47, 77 and 87 with a touch of 09. Nevertheless, the paint finish turned out sub-optimal, but some shading and weathering saved most of the mess – even I am not satisfied with the outcome, the model looks more weathered than intended (even though most operational German F-4Fs with this paint scheme looked quite shaggy and worn, making the different shades of grey almost undiscernible).

 

After some consideration I gave this German VF-1 full-color (yet small) "Kite" roundels, together with a German tactical code. German flags and a vintage JaboG 32 squadron badge decorate the fin - a plausible move, because there are British Valkyries in source books that carry RAF fin flashes. Stencils and other markings came from VF-1 OOB sheets.

Finally, after some typical highlights with clear paint over a silver base were added, and the small VF-1 was sealed with a coat of matt acrylic varnish.

  

A spontaneous interim project, with interesting results. The adapted Norm ’81 scheme works well on the VF-1, and it even is a contemporary design from the era when the original TV series was conceived and aired. With the authentic tones I’d call it quite ugly – even though I was amazed during the photo session how well the different shades of grey (four from above!) blend into each other and break up the aircraft’s outlines. If there were no red-and-white roundels or the orange pilot in the cockpit (chosen intentionally for some color contrast), the camouflage would be very effective! Not perfect, but another special member in my growing VF-1 model fleet. ^^

 

-James Smithson

_________________________________

Smithsonian Institution

National Mall, Washington D.C.

 

polaroid IDUV, expired 2007, in landcamera 360

_______________________________

 

currently totally immersed in Dan Brown's latest, much of which centers around this building.

 

View On Black

North American Aviation PBJ-1J carrying World War II U.S. Marine Corps Pacific Theater colors and markings.

 

Originally procured as B-25J 44-30988, the aircraft was transferred to the U.S. Navy as 35857. For more about this aircraft's' history, see:

 

b-25history.org/aircraft/4430988.htm

 

North American PBJ Mitchell (CAF SoCal):

www.cafsocal.com/our-aircrafts/our-aircraft-and-history/n...

 

Commemorative Air Force, Southern California Wing:

www.cafsocal.com

 

2018 Reno Air Races

airrace.org

+++ DISCLAIMER +++

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

  

Some background:

In March 1941 Saab was given the task to design a better fighter than the Seversky Republic P-35s and Reggiane 2000s, at that time the only fighter aircraft Sweden was able or allowed to buy and the air force’s most modern fighters. Several other foreign designs, including the German Bf 109 or even the Japanese Mitsubishi Zero had also been considered.

 

Anyway, during the ongoing war the procurement of foreign equipment had no predictable future, and so a program for an indigenous fighter aircraft was launched the same year. This resulted in two different designs, which were both initially constructed around an imported German DB 603 engine – a deal which had become possible through the allowance of German transport flights to Norway over Swedish territory, a reason why no Allied equipment was sold to Sweden.

 

The resulting designs, the L-21 and L-23, differed considerably from each other. The Saab L-21 was a futuristic twin-boom pusher. This unconventional layout was a technological risk, with ejection seat and all, but it was expected to exploit the DB603 engine to the max, with a low-drag airframe (e .g. with a totally buried radiator installation inside of the inner wings) and a well-balanced center of gravity, which was expected to improve handling and turn radius. It was the favored design of Saab’s engineers.

 

As a fall-back option, though, the L-23 was added. It was a more conservative design with the same DB 603 engine, but with the engine in the classic nose position, a tunnel radiator under the rear fuselage, low tapered wings and a conventional tail. The overall outline resembled the P-51B/C Mustang. Most interestingly, the J 23 was to have a Bofors ejection seat, too, despite its conventional layout.

 

In December 1941 both designs were approved for prototypes, so that a direct comparison of both layouts could be made. The first of three J 21 prototypes flew on 30 July 1943, while the first three J 23 fighters followed on 10 August, just two weeks later.

 

Flight tests and evaluation continued until mid-1944 and, despite less weight and size, the J 23 turned out to be fast (Max. speed 626 km/h (388 mph) with the DB 603), but considerably less maneuverable than the J 21, which in itself was also not a perfect aircraft and frequently faced overheating problems.

 

Faced with two mediocre designs and an urgent need for a modern fighter, it was eventually decided to go ahead with the J 21 for serial production, but a pre-production batch of upgraded J 23 was also ordered for field tests and further development. In the meantime, Sweden had acquired rights to produce the DB 605 in license, and the new fighter was to be adapted to this more modern and powerful engine – it was hoped that the new engine would improve the J 23’s performance, and it was also fitted to the production J 21.

 

This re-engined variant was the J 23A, of which twelve aircraft were constructed at the main plant in Trollhättan and delivered from August 1945, too late to be involved in typical interception duties at the Swedish borders.

Deliveries of the favored J 21 started in December of the same year. The latter’s field performance turned out to be unsuited for the interceptor role, and the cooling problems persisted. Relegated mainly into the bomber and CAS role (the J 21 turned out to be a passable ground attack aircraft and a stable gun platform), the limitation of the J 21’s pusher design led to a revival of the front-engine J 23.

 

The resulting J 23B became the aircraft’s actual production variant, incorporating many improvements which had been developed and tested on the prototypes and the pre-production J 23As. These included aerodynamic modifications like a different airfoil on the outer wings and a lowered horizontal stabilizer, coupled with an extended rear fuselage for better directional stability and a slimmed-down radiator fairing for less drag. These machines were delivered from late 1946 on, and a total of forty-six J 23B airframes were produced until early 1948.

 

In service, the lighter J 23Bs proved to be a better interceptor than the J 21, with a higher top speed and rate of climb, but its handling was less responsive than the pusher aircraft with the same engine and armament.

 

Overall the J 23B was regarded as inferior to the very similar J 26 (the P-51D) in almost any respect, and the J 23B was never really popular with its flight or ground crews. Consequently, the J 23Bs active fighter career was short and the machines were only operated by the F 16 fighter wing and the F 20 Air Force Academy, both based at Uppsala Airfield, primarily used for advanced weapon and air combat training.

 

A new evaluation of the J 21 and the J 23 in 1947 led to the decision to retain the J 21 series but to consider the modification of the airframe to accommodate a jet engine. While production line J 21A series aircraft were first selected for conversion, the initial piston-engine version continued in production in five series "batches" that were completed in 1948–49.

 

Further J 23B production was not resumed, instead the J 26 and J 27 were procured. Anyway, the age of the piston-engine fighter came soon to a close and the Swedish Air Force entered the jet age. Consequently, the J 23B was already phased out, together with the J 21, after 1954.

  

General characteristics:

Crew: one

Length: 9.58 m (31 ft 4 in)

Wingspan: 11.3 m (37 ft 8 in)

Height: 3.96 (13 ft 0 in)

Wing area: 20.00 m² (215.28 ft²)

Empty weight: 2,535 kg (5,583 lb)

Loaded weight: 3,445 kg (7,588 lb)

Max. take-off weight: 3,663 kg (8,068 lb)

 

Powerplant:

1× Daimler-Benz liquid-cooled, supercharged, 60° inverted V12 DB 605B engine,

rated at 1,085 kW (1,455 hp / 1,475 PS) and license-built by SFA.

 

Performance:

Maximum speed: 680 km/h (367 knots, 422 mph)

Cruise speed: 495 km/h (265 knots, 308 mph)

Range: 750 km (466 mi)

Service ceiling: 11,200 m (36,685 ft)

Rate of climb: 17 m/s (3,340 ft/min)

Armament:

1× engine-mounted 20 mm Hispano-Suiza HS.404 or Bofors cannon,

firing through the propeller hub

4× 13 mm Bofors-built Colt machine guns in the outer wings nose

Underwing hardpoints for various bombs, drop tanks and unguided rockets

  

The kit and its assembly:

The “Swedish Season” continues! The Saab 23 is another “phantom of the past”, a real world design that never left the drawing board. The J 23 actually started as an alternative to the J 21, but was discarded in late 1941 in favor of the more promising, yet bigger and heavier, pusher design. But that would not stop modelers from trying to build one, even though I have never seen a model of this aircraft? Having recently tried to build a Saab 27 fighter caught me in the right mood for another whiffy Swedish design, so I took a chance on the J 23, too.

 

At first glance you can mistake the J 23 for a P-51B with an engine from a late Bf 109, some sources describe it as “a Swedish Messerschmitt”. But that’s only superficial, much like the later Griffon-powered J 27 project which can be described as a “Super Spitfire”, but this does not do justice to the aircraft’s construction.

Both were independent developments, even though the P-51 (some early specimen were forced to land in Sweden and closely examined) certainly had a massive impact on both designs.

 

Anyway, the information basis surrounding the J 23 is worse than the J 27’s, and I only had rather vague profile drawings/sketches at hand for reference. A basis model was also hard to find: the rear section from a P-51B (in this case an Intech kit from Poland) was settled, since the Mustang’s cockpit shape, dorsal section and fin come really close to the J 23. But you cannot simply mate a P-51 with a Bf 109 nose, it would result in a rather wacky Mustang-thing because the proportions are not right.

 

Finding a good solution was not easy, and I was lucky to find a Hasegawa Ki-61 in the stash – it has a German engine (an earlier DB 601, though) and an overall layout similar to the P-51B. But the Ki-61 is considerably larger than a Bf 109, more in the P-51’s size class. Despite many detail modifications I decided to mate these unlikely aircraft for the J 23s basis – engraved panel lines on both kits made the combination less obvious, too.

 

The InTech P-51B gave its tail and the cockpit section (excluding the radiator tunnel and the wing roots), cut away from the rest of the Mustang fuselage with a Z-shaped cut. With a matching cut on the Ki-61’s fuselage, the engine and the whole wing/fuselage intersection were used. Styrene strips held the fuselage sections in place, on the outside the seams were later blended with nitrous compound putty. One benefit of this solution is that the OOB P-51 canopy could be used (even though the rear end fit necessitated some body work), and the resulting cockpit position was just as far forward as on the J 23, right above the wings. As a consequence the rear fuselage behind the cockpit appears to be rather long, but that is AFAIK correct, the J 23 had these slightly odd proportions!

 

For the J 23’s DB 605 engine a different, bigger spinner had to be mounted – scratched from a massive PZL 23 spinner and single blades (from the Hasegawa Ki-61), together with a metal axis and a styrene tube adapter inside of the nose. Some putty work was necessary to fair over the Ki-61 guns on the cowling, the typical DB 601 front bulge and blend the bigger, new spinner to the rest of the fuselage, but the result looks O.K.

 

The Ki-61’s original wings and landing gear could, thanks to the original fuselage section from the Hasegawa kit, be carried over and easily mounted, even though the wing tips were clipped for a square, Mustang-esque shape (the J 23’s look in all illustrations I’ve seen like upscaled Bf 109E wings).

 

The InTech P-51’s horizontal stabilizers were used, but for a J 23 they had to be placed in a different position: further back (so that wedges for the vertical rudder had to be cut out) and considerably lower, necessitating some (more) body work to hide the original attachment points. The new position adds to the impression of an extended fuselage section behind the cockpit, even though the P-51 donor fuselage section is only a little longer than the Ki-61’s. All tail surface outlines were slightly modified, too.

 

The J 23’s typical, shallow radiator tunnel had to be scratched, the semi-buried construction sits far behind the wings’ training edge. In an initial step, the removed Ki-61 radiator’s gap as well as the P-51 tail wheel well were faired over with styrene sheet and new intake/outlet ramps integrated into the lower rear fuselage. The tunnel itself is the narrow, aerodynamic fairing of a Boulton Paul Defiant’s machine guns behind the turret (raised when not in use), left over from a Pavla kit, opened at both ends.

As a consequence of the new and long radiator tunnel, the P-51 tail wheel well was moved about 5mm further back and the fuselage profile under the tail fin re-shaped.

 

One of the final steps was the cockpit interior, because I was not sure concerning the relative position of the P-51’s canopy (cut into three pieces for open display) and dashboard and the Ki-61’s cockpit floor panel and seat. But both turned out to match relatively well, and I added a tank and radio dummy behind the seat in order to prevent a clear view into the rear fuselage.

 

The landing gear was taken OOB from the Ki-61 – it looks similar to the real J 23 arrangement, so I stuck with it. The tail wheel comes from the InTech P-51, just the covers were scratched for the re-located well.

 

All gun barrels on spinner and wings are hollow steel needles, no ordnance was hung under the wings, even though the Ki-61 hardpoints were retained. After all, it’s a fighter aircraft.

  

Painting and markings:

Once more a classic, if not conservative, livery for a fictional aircraft – and in this case I chose the simple olivgrön/ljust blågrå camouflage of the late Fourties, coupled with contemporary color-coded letters identifying the individual aircraft and its squadron within the Flygflöttilj group.

 

The uniform upper surfaces were painted with RAF Dark Green (Humbrol 163). This tone has an olive drab touch and comes IMHO pretty close to the original Swedish color, the frequently recommended FS 34079 is IMHO too blue-ish. For the underside I used Humbrol 87 (Steel Gray), which is a blue-greenish gray. The authentic tone would be FS 36270, but on a model it appears much too dark, so that the lighter Steel Gray is a handy and individual alternative.

 

A light black ink was applied in order to emphasize the panel lines, some more depth was added through dry-painted panels with lighter shades of the basic colors (in this case, Humbrol 155 and 128).

 

The cockpit interior was painted in dark gray (Humbrol 32), while the landing gear and the wells became Aluminum (Humbrol 56).

 

As an aircraft of the air staff flight, this J 23 received a white spinner and a white code letter on the tail. These and other markings came from various sources and spare decal sheets. Some extra color was added with red warning markings on the wings above the flaps, plus some visual markings - all made with generic decal stripes. The cock nose art is a personal addition - taken from a Spanish Bf 109D, but AFAIK such personal markings were not uncommon on Swedish Air Force aircraft in the post WWII era.

 

An eye-catcher and some variety on the otherwise simple green/gray livery are white high-viz markings on the wing tips and a wide fuselage band. Such additional markings were frequently used in the post WWII-era during exercises, training or public displays. Styles varied considerably, though, between “color blocks” and wide single bands which I used (seen on a J 21) and even dense, thin zebra stripes on wings and fuselage. In this case, the white markings were painted onto wings and fuselage (Humbrol 34).

 

Since most panel lines on the fuselage were lost I painted some new ones with a soft pencil. Finally, after some gun soot and exhaust stains made with grinded graphite as well as some dry-brushed silver on the wings’ leading edges and around the cockpit were added, the kit received a coating with matt acrylic varnish.

  

Another scratch build of an obscure Swedish aircraft that never reached the hardware stage – and pretty successful, IMHO. This sleek J 23 model looks just as harmless and innocent, but involved massive construction work in almost every area as the kitbashed J 27 before. It’s actually the first model rendition of the J 23 I have seen so far – and another funny fact is that this “Swedish Messerschmitt” was built without any Bf 109 part at all!

Interesting fleet procurement is also underway at the British Transport Police, with a whole host of new vehicles now assigned to Hull Paragon Interchange, I believe. Meanwhile at Beverley railway station, the odd van that swans up every now and then has arrived in the form of a new-shape Sprinter - mark that the third new-shape Sprinter I've seen with an individual force. Police presence here... doesn't appear to be very constant, as Beverley is hardly a major railway station in this neck of the woods. But it is good to know they're about!

 

The first BTP vehicle I've caught for well over a year, the British Transport Police's C833, a 2021 Mercedes-Benz Sprinter carrier, is seen parked up unattended at the front of Beverley railway station.

Fisher man obtaining the fishes from net.

Investment Outlook: The Circular Opportunity

Wesley Spindler, Managing Director and Director, Circulars Program, Accenture, United Kingdom; Kristin Hughes, Director, Global Plastic Action Partnership; Member of the Executive Committee, World Economic Forum. Copyright: World Economic Forum/Jeffery Jones

Sustainable Development Impact Meetings, New York, USA 19 - 23 September 2022

   

+++ DISCLAIMER +++

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

 

Some background:

Both the T-62 and T-64 were innovative in their own ways, but not successful in the long run because of their cost, complicated features, rushed production, or primitive FCS. The T-54/55 had been a highly successful export for the Soviet Union, but so far, nothing replaced it in this area. Due to their age and the never-ending competition between ammo and armor with the west, a new MBT with a large gun was needed. This model had to incorporate some innovations but had to be mature enough to exploit them fully and be fast enough to catch up with other vehicles. Overall, WARPAC quickly needed a replacement for its aging fleet of T-54/55s (the T-62 was only adopted by Bulgaria and the T-64 was even denied to the Warsaw Pact allies). So a “mobilization” model was called for, even though the T-64 was still in development.

 

Although in its general shape the T-72 superficially resembled previous designs, and especially the T-62 (small turret, low hull, very long gun), there were many differences in the drivetrain, turret design, engine, main gun and equipment. Compared to western standards, its specifics were regarded as drawbacks, being too small, cramped and uncomfortable. It was believed in the west the crewmen had to be of small stature (1.60 m or 5ft 3in), but after the fall of the iron curtain, it appeared to have been officially 1.75 m (5ft 9in). For its designers and commanders, the vehicle was in line with the experience of the Soviet armored forces during the “Great Patriotic War”. The USSR modeled its tanks along a specific tactical use. Tanks were generally low, nimble and fast, being difficult to hit, contrary to western tanks, which were, comparatively, at least 50 cm (1ft 8in) taller – and the T-72 was even 60 cm lower than its potential opponents!

 

The height requirement also helped to keep the total weight largely under the NATO practice. This allowed a great deal of mobility despite an aged V-12 diesel. For example, two T-72 could cross a bridge instead of waiting in line to cross it one at a time. This low profile was a problem when fording rivers more than 5 meters (16 ft) deep and a comprehensive sealing procedure, a snorkel and tightly waterproof interior were needed. These fittings also helped NBC protection, rendered possible by a synthetic fabric made of boron compound lining which reduced (but did not) radiations. There was also an extensive air filter system with safety valves and constant over-pressure. This helped eliminate any poisonous contamination as well as residual fumes that could leak out from the autoloader. Overall vision was not outstanding, with a set of extremely small periscope viewports. The hull construction called for an RHA (rolled homogenous armor) hull made of cast steel.

 

Crew comfort was seen as unnecessary, due to the survivability rates on the battlefield. The same law applied to a relatively non-refined interior and the simple, rugged, but efficient firing equipment, which was designed for mass production and easy maintenance. Any fragile and/or non-standard piece of equipment was therefore eliminated before production. This explained not only the production scale itself - much bigger than their western counterparts - but also the tank’s export success. Such manufacturing principles allowed costs to be kept very low, and at the same time produced a rugged piece of equipment which was durable, with part standardization (= interchangeability) and relatively low-tech, which was an advantage in many pre-industrial countries, both for maintenance and upgrades.

 

The hull’s basic RHA construction was augmented by spaced armor, which was upgraded to the T-64 standard composite armor in 1979. In the early 1980s, T-72s received additional add-on armor along with rubber side skirts, and, in the late 1980s, full ERA made of active protective tiles was generalized. At the origin, the basic cast armor was about 280 mm (11 in) at the thickest, with the nose up to 80 mm (3.1 in) and the glacis made of a 200 mm (7.9 in) thick laminated armor, well inclined. This gave a virtual equivalent of 500–600 mm (20–24 in) thickness against direct fire.

 

The turret was small in comparison to the T-62 and even the T-55, due to the elimination of the loader and its replacement by an auto-loader. The latter picked-up its rounds directly from a horizontal storage area (horizontally auto-fed), contrary to the faster and much more complex vertical actuators of the T-64 main gun automatic loader. The commander cupola was situated to the right rear, with four vision blocks, one periscope (later equipped with infrared sight), and a standard night illuminator. The gunner’s hatch was situated on the right-hand side and slightly angled down to the turret side.

 

The V12 was basically derived from the WW2 era 500 hp T-34 engine. Rugged and well-tested, it was also shared with the T-54/55 and T-62 families, meaning a lot of parts were interchangeable. It was capable of 780 hp (582 kW), which made the T-72 look underpowered compared to western tanks of the time, but its performances were kept high due to the lightweight hull. It was also much faster and nimbler than the T-62 and even the T-55. This engine was coupled to a synchromesh, hydraulically assisted, seven forward/one reverse gears transmission. The steering system is a traditional dual-tiller layout, rather than the steering wheel/yoke familiar in the west, imposing constant two-hands handling. By the 1980s, the powerplant upgraded to the new 840 bhp (630 kW) V-84 diesel.

 

The suspension set was a moderately new one, combining traditional torsion bars and shock dampers on the last and two first roadwheel sets. There were six evenly spaced sets of rubberized roadwheels per side. These roadwheels were completely redesigned and partly hollow, like the T-64 roadwheels, but made of steel rather than aluminum, due to costs and durability. They were also smaller and much lighter than the traditional “starfish” model, imposing four sets of return rollers to support the upper tracks. The tracks themselves were similar to the previous models, but not advanced like those of the T-64.

 

By 1973, the T-72 was accepted for service and over 25,000 units were built, but the production lines never really shut down. The T-72, in its modernized form, now represents the bulk of the Russian armored forces, and was adopted by the best armored units in all Eastern Europe forces. It was widely exported despite its price -double of that of a T-55- because it represented a good compromise, not complicated to operate and maintain, with many commonalities with previous models. It was a real upgrade in firepower, protection, speed and even fire accuracy compared to previous models, and even contemporary western MBTs. Unlike the T-62, the T-72 became an instant hit, was well-modernized over decades and is still frontline today, in thirty-six armies, including the Iraq.

 

Due to a ban on weapons deliveries after the Iran-Iraq war (where Iraq lost some 60 T-72Ms), a covert agreement was found to pass Czech-built M1 parts for a local assembly which was done as the “Asad Babil” or “Lion of Babylon”. There were armed with downgraded FCS and LRF, and a poor-quality glacis plate armor. Like the “Saddam”, a local adaptation of the M1 (downgraded for desert warfare), some suspensions’ shock absorbers were removed and a local-built searchlight was added on the right-hand-side. Saddams and Asad Babils were seen in action by 1991 and again in 2001 gulf war. Iraq had about 1000 T-72s, M, M1, but also the locally built Saddam and Asad Babil in 1990. After 2003, their numbers had dwindled to 375, and only 125 were listed in the new Iraqi Army - even though there were negotiations to procure up to 2.000 revamped T-72 by 2009.

 

But this deal did not come to fruition, and in 2010 twelve mothballed Iraqi T-72 survivors, mostly only hulls with engines but without a turret or armament, were modified into anti-aircraft systems, through the adaptation of the British Marksman short range air defense system developed by Marconi.

 

The Marksman system consists of a turret which carries a Marconi Series 400 radar and two Swiss Oerlikon 35 mm anti-aircraft autocannons. It is similar to the German Gepard system in terms of performance, ammunition carried and effective range of the ammunition, and intended to provide low-level air-defense for tank battalions.

The Marconi 400 series frequency agile surveillance and tracking X/J-band radar is able to detect targets out to 12 km in search mode and 10 km in tracking mode. The additional laser distance measure device functions up to 8 km. The turret can traverse a full 360 degrees and has an elevation range of −10 to +85 degrees. The magazines hold 460 fragmentation rounds and 40 armor-piercing anti-tank rounds. The vehicle is operated by only three crew members: commander, gunner, and driver. The commander and the gun operator in the turret both have gyro-stabilized optical aiming devices, and there are three communication radios in the vehicle for fire guidance and communications. The Swiss 35 mm Oerlikon anti-aircraft guns have a rate of fire of 18 rounds per second and the fragmentation round has a muzzle velocity of 1,175 m/s. The effective range of the weapons is 4,000 meters. For self-defense, the vehicle is also equipped with eight Wegmann 76 mm smoke dischargers, a 7.62 mm assault rifle, and a flare gun.

 

In 2014 the Iraqi Army's T-72 battle tanks and the Marksman SPAAGs were actively involved in the Iraqi Civil War, an armed conflict which began in January 2014 with the Iraqi insurgency and which escalated into a civil war with the conquest of Fallujah, Mosul, Tikrit and in the major areas of northern Iraq by the Islamic State of Iraq and the Levant (ISIL, also known as ISIS or IS). Even though no enemy aircraft were deployed, the T-72 Marksman SPAAGs proved to be very effective against lightly or unarmored vehicles and semi-fortified dugouts at medium range. The conflict ended in December 2017.

  

Specifications:

Crew: Three (commander, gunner, driver)

Weight: 47.2 tonnes (52.1 short tons)

Length: 8.06 m (26 ft 3 in) with turret forward and guns in march position

6.95 m (22 ft 10 in) hull only

Width: 3.59 m (11 ft 9 in)

Height: 4.46 metres (14 ft 7 1/2 in)

Suspension: torsion-bar

Ground clearance: 0.49 m (19 in)

Fuel capacity: 1,200 L (320 U.S. gal; 260 imp gal)

 

Engine:

V-92S2F V12 Diesel engine with 1,130 hp (840 kW)

 

Transmission:

Synchromesh, hydraulically assisted, with 7 forward and 1 reverse gears

 

Armor:

Steel and composite armour with ERA

250 mm (10 in) maximum in the hull front

 

Performance:

Speed:

- Maximum, road: 80 km/h (50 mph)

- Sustained, road: 60 km/h (37 mph)

- Cross country: up to 45 km/h (28 mph)

Operational range: 460 km (290 mi)

700 km (430 mi) with additional fuel drums

Power/weight: 18 hp/t

 

Armament:

2× 35 mm Oerlikon autocannon with 460 fragmentation rounds and 40 anti-tank rounds

  

The kit and its assembly:

Well, this is a rather simple, whiffy tank model. I have always been a fan of AA tanks, but there are only a few model kits in 1:72 scale, esp. of modern vehicles like the German Gepard, the American Sargeant Baker or the Finnish T-55 Marksman.

 

However, recently the German short run producer Silesian Models released a resin aftermarket conversion set with the Marksman turret, and I immediately was hooked and started wondering with which hull I could combine it? The resin set is actually intended for an M60 chassis, and while I found it to be a good idea I wanted a personal alternative. Using the Finnish T-55 variant as benchmark, I wondered if the Marksman system could be combined with a more modern hull of Soviet/Russian origin, and the omnipresent T-72 became an almost natural choice. Searching for a potential operator I eventually came across the New Iraqi Army, which operated the T-72 since the Eighties kept it in service until today.

 

The conversion is very simple and straightforward. The Modelcollect T-72 chassis was built OOB, using optional parts from the kit for the eight spoke wheels and a simple glacis plate without ERA. The side skirts were cut back.

A curious feature of the kit is the lower hull: it is a white metal piece instead of injected plastic, and the suspension parts are an integral part of this piece. This creates no major problem, though, and lowers the kit's CoG. You just need some superglue in order to attach the wheels and the upper hull parts, even though the latter can simple be attached in a snap-fit style. Overall detailling is superb and the fit is very good, too.

 

The nicely detailed Silesian Models resin Marksman turret went together well, too, even though the gun barrels were slightly bent. Some cleaning was necessary, but that has to be expected from such a short run kit. The turret also comes with an adapter plate for the M60 turret bearing, but it turned out to be too wide for the T-72 hull. So I simply cut out the T-72 kit's turret underside and glued it under the Marksman turret - and this worked very well and even had the bonus that I did not have to modify the kit's original turret bearing.

The only other addition are the wire antennae on the Marksman turret, made from heated sprue material.

  

Painting and markings:

Very straightforward, too. I used real life Iraqi T-72s as benchmark and chose a typical desert scheme, with an overall sand tone on top of which some brown mottles had been added. For the sand tone I used a car color: a Sixties Volkswagen tone called "Mexicobeige", applied with a rattle can. The brown mottles were later added with a small brush and they were mixed from Humbrol 29 (RAF Dark Earth) and 66 (Olive Drab) in a 2:1 ratio.

 

The Arabian tactical code number actually belongs to a MiG-29 (from a Begemot sheet), while the New Iraqi Army flag and the grey/green marking were printed with an inkjet at home on white decal paper.

 

The kit received a light dry-brushing treatment with Humbrol 168 (Hemp) and also a light wash with a highly thinned mix of red brown and grey. A coat of matt acrylic varnish sealed the model.

 

After the track segments had been mounted, the running gear was dusted with fine artist pigments, and another dusting treatment was finally applied to the upper hull, too, once the tank model had been fully assembled.

  

An interesting result, and even though the T-72/Marksman combo is fictional, the resulting SPAAG looks very plausible, even "natural"? The modern Iraqi colors and markings suit it well, too. Besides, a relatively quick and pleasant build/conversion, completed in less than five days.

 

The last weekend of the month, and the first after pay day, which means I could order some socks. And at Tesco I could replenish the wine stocks with a box of 3l of te cheapest red.

 

Being the end of January, it is now getting light when we set off for Tesco, the neon lights of the retail park at Whitfield as daylight grows stronger. Somehow we had used double the fuel as last week, with only an half hour's drive to Stodmarsh last week being the extra driving we did.

 

Tesco has Valentine's cards, presents and also Easter eggs and other stuff celebrating days in the forthcoming months.

 

We had a list of stuff to get, not just beer and wine, and lots of vegetables as we are having Jen, Mike and his new girlfriend over for lunch on Sunday.

 

If I remember to get the chicken out of the freezer, of course.

 

That all done, and somehow, ten quid cheaper than last week even with wine and Belgian beer, we headed home for first breakfast, coffee, then bacon butties and more brews once we had put the shopping away.

 

At ten we went out, only for a warning light to come on as the engine turned over. It seems a bulb in the headlight had gone, but the car knew which one it was. On the way to Lyminge, there is a Halfords, now that the one on Dover closed over the pandemic, so we tootled along the A20, over the top of Shakespeare Down and into town.

 

Jools found the bulb and a nice young lady fitted it for us, getting access from the wheelarch via a small panel. All done in ten minutes for fifteen quid.

 

And road legal again.

 

Back onto the motorway for the one junction before taking the turning for the back road to Hythe, though we headed inland through Etchinghill to Lyminge. And I realised it was years since we had driven this road, as we have been coming to the orchid fields through Barham usually, not from Folkestone.

 

The road climbs and turns round the foot of the downs before levelling out as it approaches Lyminge.

 

We go through the village, past the rows of the parked cars, and the small library in the building of the village railway station once the line from Folkestone to Canterbury closed at the end of the 50s.

 

The village of Lyminge stretches along the main road and around the former station, but the church is situated a short way along Church Street (of course), on a low mound, from under which the largest winterbourne, The Nailbourne, rises. It has been a site of worship since Roman times, maybe even before then.

 

We were here because in 2019, major excavations revealed the remains of the 7th century chapel of Queen Ethelburga. It was uncovered under the path that now leads under the single flying buttress to the porch, and since the dig ended, the path relaid, but with the outline of the chapel clearly showing in different colour tarmac.

 

I photographed the stained glass, as the ongoing plan to revisit churches already done, but with the big lens as I always seem to find something new to do in them. This time the glass through the big glass of the zoom lens.

 

Before leaving we walk down to the Well to revisit the source of the Nailbourne, some twenty feet below the road, the clear and cold waters of the bourne come bubbling out of the ground before meandering across the verdant meadow.

 

We set the sat nav for home, and it leads us down to the bottom of the valley and up the other side through Acris. The bed of the Nailbourne was already dry, despite it being just a mile from the source, because the water table isn't high enough, and the water seeps through the chalk bedrock instead.

 

We travel down lanes that got ever narrower, with grass growing between the wheeltracks. The road much less travelled for sure.

 

At Swingfield, we were greeted by the sweep of a hedge made of native dogwood, its new shoots showing starkly red in the sunshine against the clear blue sky. We stop to take shots.

 

We get home in time for a brew and a chocolate bar before the football was going to start. But I had other plans, as I made tagine for our early dinner. Which, we ate before four as it smelled so darned good bubbling away in the oven.

 

Some flavoured couscous to go with it, and a glass of red vin out of the box.

 

Lovely.

 

Scully and I sit on the sofa until half seven in the evening, either listening to the reports of the three o'clock games, or watching the evening kick off.

 

---------------------------------------------------

 

In the churchyard, west of the present building, are the foundations of the seventh-century church founded by St Ethelburga, daughter of King Ethelbert and Queen Bertha (see Canterbury). The present church is also Saxon and stands north of the original building so that the old north wall is now the south wall of today's church. When the church was founded there was no village, which explains why the present village stands a little removed from this restricted plateau site. The first thing the visitor sees is an enormous flying buttress holding up the south-east corner of the church - the pathway actually runs beneath it! The north aisle was added in the fifteenth century and is separated from the nave by a three-bay arcade with most unusual piers. The chancel arch is also out of the ordinary and is probably the result of fifteenth-century rebuilding of the Saxon original. A great deal of nineteenth-century work survives, including a good east window and reredos, but none of this detracts from the antiquity and atmosphere of this interesting building.

 

www.kentchurches.info/church.asp?p=Lyminge

 

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LIMINGE

IS the next parish eastward, both to Stowting and Elmsted. It is written in the book of Domesday, Leminges, and in other records, Lymege. There are three boroughs in it, those of Liminge, Siberton, and Eatchend.

 

THE PARISH lies on the northern or opposite side of the down hills from Stanford, at no great distance from the summit of them. It is a large parish, being about six miles in length, and about three in breadth, from east to west, and the rents of it about 2000l. per annum. It lies the greatest part of it on high ground, on the east side of the Stone-street way, where it is a dreary and barren country of rough grounds, covered with woods, scrubby coppice, broom, and the like, the soil being and unfertile red earth, with quantities of hard and sharp stint stones among it. In that part adjoining to the Stone-street way, is Westwood, near two miles in length; and not far from it, two long commons or heaths, the one called Rhode, the other Stelling Minnis; of the latter, a small part only being within this parish, there are numbers of houses and cottages built promiscuously on and about them, the inhabitants of which are as wild, and in as rough a state as the country they dwell in. Near the southern boundary of the parish is the estate and manor of Liminge park, which, as well as Westwood, belongs to Mr. Sawbridge, of Ollantigh, who has near 700 acres of woodland in this parish, the whole of his estate here having been formerly appurtenant to the manor of Liminge, and together with it, exchanged by archbishop Cranmer as before-mentioned, with king Henry VIII. in his 31st year. On the east part of these hills, towards the declivity of them, the soil changes to chalk, and not far from the foot of them are the houses of Longage and Siberton, the former of which belonged to the Sawkins's, and then to the Scotts, a younger branch of those of Scotts-hall; afterwards by marriage to William Turner, of the White Friars, in Canterbury, and then again in like manner to David Papillon, esq. whose grandson Thomas Papillon, esq. of Acrise, now owns it. Below these hills is the great Nailbourn valley, which is very spacious and wide here, on each side of which the hills are high and very frequent, and the lands poor, but in the vale near the stream there is a tract of fertilelands and meadows, and the country becoming far from unpleasant, is as well as the rest of the parish exceedingly healthy. The valley extends quite through the parish from north to south; just above it, on the side of the hill, is the village of Liminge, in which is the parsonage-house, a handsome modern dwelling, and above it, still higher, the church. More southward in the valley is a house, called Broadstreet, the property and residence of the Sloddens for many generations; still further in the valley, near the boundary of the parish, and adjoining to the Hangres, being a part of the down or chalk hills, which continue on to Caldham, near Folkestone, a space of near six miles, is the hamlet of Echinghill, or Eachand, corruptly so called for Ikenild, close under the hill of which name it lies, the principal house in which formerly belonged to the Spicers, of Stanford; hence the road leads to Beechborough, and so on to Hythe.

 

A fair is held in the village of Liminge yearly, on July 5, for toys, pedlary, &c.

 

Near Eching street, a little to the southward of it, is a spring or well, called Lint-well, which runs from thence southward below Newington towards the sea; and on the opposite or north side of that street rises another spring, which takes a direct contrary course from the former, one running through the valley northward towards North Liminge, where it is joined by two springs, which rise in Liminge village, at a small distance north-east from the church, gushing out of the rock at a very small space from each other, the lowermost of which called St. Eadburg's well, never fails in its water. These united springs, in summer time in general, flow no further than Ottinge, about one mile from their rise, at which time the space from thence to Barham is dry there; but whenever their waters burst forth and form the stream usually called the Nailbourn, which the country people call the Nailbourne's coming down, then, though in the midst of summer, they become a considerable stream, and with a great gush and rapidity of waters, flow on to a place called Brompton's Pot, which is a large deep pond, a little above Wigmore, having a spring likewise of its own, which hardly ever overflows its bounds, excepting at these times, when, congenial with the others, it bursts forth with a rapidity of water, about three miles and an half northward from Liminge, and having jointly with those springs overfilled its bounds, takes its course on by Barham into the head of the Little Stour, at Bishopsborne, making a little river of its own size. These Nailbourns, or temporary land springs, are not unusaual in the parts of this country eastward of Sittingborne, for I know of but one, at Addington near Maidstone, which is on the other side of it. (fn. 1) Their time of breaking forth or continuance of running, is very uncertain; but whenever they do break forth, it is held by the common people as the forerunner of scarcity and dearness of corn and victuals. Sometimes they break out for one or perhaps two successive years, and at others with two, three, or more years intervention, and their running continues sometimes only for a few months, and at others for three or four years, as their springs afford a supply. (fn. 2)

 

Dr. Gale, in his Comment on Antorinus's Itinerary, conjectures that at this village of Leming two Roman ways, one from Lenham to Saltwood castle, and the other from Canterbury to Stutfal castle, intersected each other; as indeed they do at no great distance from it, nearer to Limne; and that the word Lemen, now by modern use written Leming, was by our early ancestors used to denote a public way. Hence that military way leading from Isurium to Cataractouium, is called Leming-lane, and the town near it Le- ming. So in the county of Gloucester, on the sosseway, there is a town called Lemington. Hence, he adds, that Durolevum, in this county, changed its name into Lenham, to signify its being situated on the public way or road; and perhaps the name of Ikenhill, very probably so called corruptly for Ickneld, in this parish before-mentioned, has still further strengthened this conjecture; there being said to have been two Roman ways of the name of Icknild-street, in this kingdom, though no one yet has determined precisely where they were.

 

¶The Manor of Liminge was part of the antient possessions of the monastery of Christ-church, in Canterbury, to which it had been given in the year 964, on the supperssion of the monastery founded in this parish by Ethelburga, called by some Eadburga, daughter of king Ethelbert, who by the favour of her brother king Eadbald, built this monastery to the honor of the blessed Virgin Mary, and of her own niece St. Mildred. Ethelburga, the founder, was buried in it, as was St. Mildred, whose bodies were afterwards removed by archbishop Lanfrance to St. Gregories church, in Canterbury. This monastery was at first said to consist of nuns, but afterwards came under the government of an abbot, and continued so, till suffering much by the continual ravages of the Danes, it was suppressed and granted to the monastery of Christ-church as before-mentioned. (fn. 3) The possessions of it here were given at different times during the Saxon heptarchy; some of them were given to this church of Liminge, in the time of archbishop Cuthbert, who had been abbot of it. After which this manor remained part of the possessions of the monastery of Christ-church, till archbishop Lanfranc dividing the revenues of his church between himself and his monks, this manor was allotted to the archbishop; in which state it continued at the time of taking the survey of Domesday, in which it is thus entered:

 

In Moniberge hundred, the archbishop himself holds Leminges, in demesne. It was taxed at seven sulings. The arable land is sixty carucates. In demesne there are four, and one hundred and one villeins, with sixteen borderers having fifty-five carucates. There is a church and ten servants, and one mill of thirty pence, and one fishery of forty eels, and thirty acres of pasture. Wood for the pannage of one hundred hogs.

 

There belong to it six burgesses in Hede. In the time of king Edward the Confessor it was worth twenty four pounds, and afterwards forty pounds, and now the like, and yet it yields sixty pounds.

 

Of this manor three tenants of the archbishop hold two sulings and an half, and half a yoke, and they have there five carucates in demesne, and twenty villeins, with sixteen borderers having five carucates and an half, and one servant, and two mills of seven shillings and six-pence, and forty acres of meadow. Wood for the pannage of eleven hogs. There are two churches. In the whole it was worth eleven pounds.

 

Thomas Bedingfield gave by will in 1691, a house and lands in the parish of St. Mary, Romney Marsh, this parish, and Woodchurch, towards the education and maintenance of poor children of the parishes of Smeeth, Liminge, and Dimchurch; and 10s. unto two poor women of each of the said parishes yearly. They are of the annual value of 54l. 10s. and are vested in trustees.

 

David Spycer, of this parish, by will in 1558, devised to the poor of it 20l. to be paid them yearly at 20s. a year.

 

There is an unendowed school here, for the teaching of boys and girls reading, writing, and accounts; and an alms-house, consisting of two dwellings, the donor of it to the parish unknown.

 

The poor constantly maintained are about fifty, casually 30.

 

Liminge is within the Eccelstical Jurisdiction of the diocese of Canterbury, and deanry of Elham.

 

¶The church, which is dedicated to St. Mary and St. Eadburgh, consists of two isles and a chancel, having a square tower steeple, with a low pointed turret on it, at the west end, in which are five bells. This church is handsome, being built of quarry stone. The arches and pillars on the north side of the south isle are elegant. In the chancel is a monument for William Hollway, esq. chief justice of Gibraltar, obt. 1767, who with his mother and wife, lie buried in a vault underneath, arms, Sable, two swords in saltier, argent. and memorials in it, as well as in the south isle, for the family of Sawkins. In the north isle a memorial for John Lyndon, A. M. vicar, obt. 1756. In the east window are the arms of the see of Canterbury impaling Bourchier; and in one of the south windows a bishop's head and mitre. On the outside of the steeple, are the arms of the see of Canterbury impaling Warham, that on the south side having a cardinal's hat over it. At the south-east corner of the chancel is a very remarkable buttress to it, the abutment being at some feet distance from the chancel, and joined to it by the half of a circular arch, seemingly very antient. In the church-yard are two tombs for the Scotts, of Longage. Henry Brockman, of Liminge, appears by his will in 1527, to have been buried in this church, and devised to the making of the steeple five pounds, as the work went forward; and David Spycer, of this parish, by will in 1558, devised to this church a chalice, of the price of five pounds. (fn. 10) This church, with the chapels of Stanford and Padlesworth annexed, was always accounted an appendage to the manor, and continued so till the 31st year of king Henry VIII. when the archbishop conveyed the manor to the king, but reserved the patronage and advowson of this church out of the grant to himself, by which means it became separated from the manor, and became an advowson in gross; and though the archbishop afterwards, by his deed anno 38 Henry VIII. conveyed it to the king and his heirs, and the king that same year granted it, with the manor and its appurtenances in fee, to Sir Anthony Aucher as before-mentioned, and it was possessed by the same owners as the manor from time to time, yet having been once separated, it could never be appendant to it again. Through which chain of ownership it afterwards came at length to lord Loughborough, and from him again to the Rev. Mr. Ralph Price, the present proprietor and patron of it.

 

The church of Liminge is exempt from the jurisdiction of the archdeacon. There is both a rectory and vicarage endorsed belonging to this church, which appears to have been before the 8th of king Richard II.

 

The rectory is a sinecure, and the vicar performs the whole service of the cure, but they both receive institution and induction, and although some years ago this establishment of it was attempted by the ordinary to be set aside as separate benefices, it was without effect, and the Rev. Mr. Ralph Price, the patron, continues to present to both rectory and vicarage.

 

The rectory, with the two chapels above-mentioned, is valued in the king's books at 21l. 10s. and the yearly tenths at 2l. 3s. Procurations 1l. 10s. The vicarage at 10l. 18s. 9d. and the yearly tenths at 1l. 1s. 10½d.

 

In 1588 here were communicants two hundred and eighty-three. In 1640 there were two hundred and fifty-five, and the vicarage was valued at eighty pounds.

 

The tithes and profits of this parish, and the glebeland, about forty acres, are now worth upwards of four hundred pounds per annum, exclusive of the chapels annexed to it. Mr. Sawbridge's estates in this parish, formerly park land, pay by custom only half a crown composition yearly, in lieu of tithes, but Westwood pays full tithes.

 

It appears by the register of Horton priory, that Liminge was once the head of a rural deanry, Sir Hugh, dean of Liminge, being mentioned as a witness to a dateless deed of Stephen de Heringod, of a gift of land to that priory, of about the reign of king Henry III. (fn. 11)

 

www.british-history.ac.uk/survey-kent/vol8/pp78-91

From left to right, NASA Administrator Bill Nelson, Daryl Carrington, Director of Business Development, OPR LLC, Timothy Richardson, FDSS-III Program Manager, OPR LLC, Ashok Jha, President, Adnet, and David Morris, Vice President, Adnet, Ed Aguayo, President, Newton LLC, Justin Ward, Vice President, Newton LLC, and Isabella Casillas Guzman, Administrator of the Small Business Administration (SBA), pose for a photo after SBA Administrator Guzman unveiled the 2022 Small Business Federal Procurement Scorecard, at an event hosted by NASA, Tuesday, July 18, 2023 in the Earth Information Center at the Mary W. Jackson NASA Headquarters building in Washington. For the sixth year in a row NASA has received an “A” rating from SBA for its work with small businesses. Photo Credit: (NASA/Aubrey Gemignani)

The viaduct over Crimdon Dene was built in 1905 to carry the North Eastern Railway. The viaduct is located close to the mouth of Crimdon Dene, by Crimdon Dene Beach, and just over half a mile north-west of the outskirts of Hartlepool. The viaduct can be seen from the A1086 Coast Road, which also crosses the Dene.

 

The North Eastern Railway (NER) was an English railway company. It was incorporated in 1854 by the combination of several existing railway companies. Later, it was amalgamated with other railways to form the London and North Eastern Railway at the Grouping in 1923. Its main line survives to the present day as part of the East Coast Main Line between London and Edinburgh.

 

Introduction

Unlike many other pre-Grouping companies the NER had a relatively compact territory, in which it had a near monopoly. That district extended through Yorkshire, County Durham and Northumberland, with outposts in Westmorland and Cumberland. The only company penetrating its territory was the Hull & Barnsley, which it absorbed shortly before the main grouping. The NER's main line formed the middle link on the Anglo-Scottish "East Coast Main Line" between London and Edinburgh, joining the Great Northern Railway near Doncaster and the North British Railway at Berwick-upon-Tweed.

 

Although primarily a Northern English railway, the NER had a short length of line in Scotland, in Roxburghshire, with stations at Carham and Sprouston on the Tweedmouth-Kelso route (making it the only English railway with sole ownership of any line in Scotland), and was a joint owner of the Forth railway bridge and its approach lines. The NER was the only English railway to run trains regularly into Scotland, over the Berwick-Edinburgh main line as well as on the Tweedmouth-Kelso branch.

 

The total length of line owned was 4,990 miles (8,030 km) and the company's share capital was £82 million. The headquarters were at York and the works at Darlington, Gateshead, York and elsewhere.

 

Befitting the successor to the Stockton & Darlington Railway, the NER had a reputation for innovation. It was a pioneer in architectural and design matters and in electrification. In its final days it also began the collection that became the Railway Museum at York, now the National Railway Museum.

 

In 1913 the company achieved a total revenue of £11,315,130 (equivalent to £1,021,790,000 in 2016) with working expenses of £7,220,784 (equivalent to £652,060,000 in 2016).

 

Constituent parts of the NER

Constituent companies of the NER are listed in chronological order under the year of amalgamation.

 

Their constituent companies are indented under the parent company with the year of amalgamation in parenthesis.

 

If a company changed its name (usually after amalgamation or extension), the earlier names and dates are listed after the later name.

 

The information for this section is largely drawn from Appendix E (pp 778–779) in Tomlinson.

 

1854

 

York, Newcastle and Berwick Railway was York and Newcastle Railway (1846–1847) and Newcastle and Darlington Junction Railway (1842–1846)

Durham Junction Railway (1844)

Brandling Junction Railway (1845)

Durham and Sunderland Railway (1846)

Pontop and South Shields Railway (1846)

Stanhope and Tyne Railway (1842)

Newcastle and Berwick Railway (1847)

Newcastle and North Shields Railway (1845)

Great North of England Railway (1850)

York and North Midland Railway

Leeds and Selby Railway (1844)

Whitby and Pickering Railway (1845)

East and West Yorkshire Junction Railway (1852)

Leeds Northern Railway was Leeds and Thirsk Railway (1845–1849)

Malton and Driffield Railway

1857

Deerness Valley Railway

Hartlepool Dock and Railway

1858

North Yorkshire and Cleveland Railway

1859

Bedale and Leyburn Railway

1862

 

the "N.E.R. Foss Island BR" railway line, which appears on the 1860 Ordnance Survey map near Elmfield College

Hull and Holderness Railway

Newcastle and Carlisle Railway

Blaydon, Gateshead and Hebburn Railway (1839)

1863

 

Stockton and Darlington Railway

Darlington and Barnard Castle Railway (1858)

Middlesbrough and Guisborough Railway (1858)

Middlesbrough and Redcar Railway (1858)

Wear Valley Railway (1858)

Bishop Auckland and Weardale Railway (1847)

Eden Valley Railway (1862)

Frosterley and Stanhope Railway (1862)

South Durham and Lancashire Union Railway (1862)

1865

 

Cleveland Railway

West Hartlepool Harbour and Railway

Clarence Railway (1853)

Stockton and Hartlepool Railway (1853)

1866

Hull and Hornsea Railway

1870

West Durham Railway

1872

Hull and Selby Railway

1874

Blyth and Tyne Railway

1876

Hexham and Allendale Railway

Leeds, Castleford and Pontefract Junction Railway

1882

Tees Valley Railway

1883

Hylton, Southwick and Monkwearmouth Railway

Scotswood, Newburn and Wylam Railway

1889

Whitby, Redcar and Middlesbrough Union Railway

1893

Wear Valley Extension Railway

1898

Scarborough & Whitby Railway

1900

Cawood, Wistow and Selby Light Railway

1914

Scarborough, Bridlington and West Riding Junction Railway

1922

Hull and Barnsley Railway

Dock Companies

1853

Hartlepool West Harbour and Dock

1857

Hartlepool Dock and Railway

1893

Hull Dock Company

Principal stations

Having inherited the country's first ever great barrel-vault roofed station, Newcastle Central, from its constituent the York Newcastle & Berwick railway, the NER during the next half century built a finer set of grand principal stations than any other British railway company, with examples at Alnwick, North Shields, Gateshead East, Sunderland, Stockton, Middlesbrough, Darlington Bank Top, York and Hull Paragon; the rebuilding and enlargement of the last-named resulting in the last of the type in the country. The four largest, at Newcastle, Darlington, York and Hull survive in transport use. Alnwick is still extant but in non-transport use since 1991 as a second-hand book warehouse, the others having been demolished during the 1950s/60s state-owned railway era, two (Sunderland and Middlesbrough) following Second World War blitz damage.

 

York station (York) was the hub of the system, and the headquarters of the line was located here. The basis for the present station was opened on 25 June 1877. Until the advent of modern signalling, the 295-lever box was the largest manually worked signal box in Britain.

Newcastle station (Newcastle), opened on 29 August 1850, became the largest on the NER.

Other principal stations were located at Sunderland, Darlington and Hull. The station at Leeds was a joint undertaking with the London and North Western Railway.

 

Architects

The NER was the first railway company in the world to appoint a full-time salaried architect to work with its chief engineer in constructing railway facilities. Some of the men appointed were based in, or active in, Darlington.

 

George Townsend Andrews was the first architect associated with the North Eastern Railway. He designed the first permanent station at York, along with others on the NER route. He also designed the Assembly Rooms in York.

Thomas Prosser held the position from 1854 to 1874. He worked in Newcastle.

Benjamin Burleigh, served for two years, dying in office.

William Peachey, was based in Darlington, and served for two years. Peachey had been architect to the Stockton and Darlington Railway, and when this merged into the NER in 1863, he was made Darlington section architect. Most of his work was to extend and improve railway buildings. Elsewhere he built the Zetland Hotel at Saltburn (1861–63), and the Royal Station Hotel at York (1877–82). He also practised privately, designing a few nonconformist chapels, including Grange Road Baptist Chapel in Darlington, 1870–1.

William Bell worked for the NER for 50 years; he was chief architect for 37 years, between 1877 and 1914. His major contributions were as NER architect. Bank Top (1884–87) is one of the best examples of his station designs, for which he developed a standard system of roof building. He added various elements to the North Road Engineering works between 1884 and 1910. With Horace Field, he designed the splendid Headquarters Offices in York in 1904. He also designed the offices of the Mechanical Engineer's Department in Brinkburn Road in 1912, showing that he could adapt his style to the new influences of the Queen Anne revival.

Arthur Pollard and Stephen Wilkinson each briefly filled the position of chief architect. The merger of the company into the LNER resulted in abolition of the department.

Professional design was carried through to small fixtures and fittings, such as platform seating, for which the NER adopted distinctive 'coiled snake' bench-ends. Cast-iron footbridges were also produced to a distinctive design. The NER's legacy continued to influence the systematic approach to design adopted by the grouped LNER.

 

Senior staff

Chairmen

James Pulleine (1854–55)

Harry Stephen Thompson (1855–74)

George Leeman (1874–80)

John Dent Dent (1880–94)

Sir Joseph Whitwell Pease, Bart (1895–1902)

Viscount Ridley (1902–04)

Sir Edward Grey, Bart (1904–05)

John Lloyd Wharton (1906–12)

Baron Knaresborough (1912–22)

Directors

A director of the NER from 1864, and deputy chairman from 1895 until his death in 1904, was ironmaster and industrial chemist Sir Lowthian Bell. His son Sir Hugh Bell was also a director; he had a private platform on the line between Middlesbrough and Redcar at the bottom of the garden of his house Red Barns. Gertrude Bell's biographer, Georgina Howell, recounts a story about the Bells and the NER:

 

Among the other famous directors of the NER were George Leeman (director 1854–82, Chairman 1874–80); Henry Pease (director 1861–1881); Sir Joseph Whitwell Pease, Bart. (director 1863–1902, Chairman 1895–1902); John Dent Dent (director 1879–94, Chairman 1880–94); Matthew White Ridley, 1st Viscount Ridley (director 1881–1904, Chairman 1902–04); Sir Edward Grey, Bart (director 1885–1911, Chairman 1904–05); George Gibb (solicitor 1882–1891, general manager 1891–1906, director 1906–1910); and Henry Tennant (director 1891–1910).

 

Electrified lines

NorthEasternRailwayNo1-Locomotion-Shildon-April2008.JPG|thumb|NER No.1, an electric shunting locomotive introduced to the Quayside electrification, now at Locomotion museum, Shildon

 

The NER was one of the first main line rail companies in Britain to adopt electric traction, the Lancashire and Yorkshire Railway having opened its first electrified line between Liverpool and Southport one week earlier.

 

Tyneside

The Tyneside scheme commenced public operation on 29 March 1904. The scheme was known as Tyneside Electrics and totalled about 30 miles:

 

Newcastle Central via Wallsend, Whitley Bay, Gosforth and New Bridge Street (the Newcastle terminus of the former Blyth & Tyne Railway)

Heaton to Benton or Backworth via the East Coast Main Line

Riverside Branch from Byker to Percy Main

Newcastle Quayside Branch

The latter was electrically operated from June 1905 and was a 3/4 mile freight-only line from Trafalgar Yard, Manors to Newcastle Quayside Yard.

 

Further extensions taking the electrification to South Shields were carried out in March 1938 by the London and North Eastern Railway

 

The lines were originally electrified at 600V DC using the 3rd rail system, although after 1934 the operating voltage was raised to 630V DC. On the Newcastle Quayside Branch overhead line of tramway type was used for upper and lower yards with 3rd rail in the interconnecting tunnels between the yards.

 

Newport-Shildon

The Newport-Shildon line was electrified on the 1,500 volt dc overhead system between 1914 and 1916 and the locomotives which later became British Rail Class EF1 were used on this section.

 

Traffic

The NER carried a larger tonnage of mineral and coal traffic than any other principal railway.

 

The NER was a partner (with the North British and the Great Northern Railway) in the East Coast Joint Stock operation from 1860.

 

Accidents and incidents

On 6 December 1870, a collision between two trains at Brockley Whins, County Durham killed five people. The accident was caused by a lack of interlocking between points and signals.

In 1870, a freight train overran signals and collided with a London and North Western Railway passenger train at St. Nicholas Crossing, Carlisle, Cumberland. Five people were killed. The driver of the freight was intoxicated.

On 27 July 1875, the boiler of a locomotive exploded at Holbeck station, Leeds, Yorkshire.

On 25 March 1877, an express passenger train was derailed at Morpeth, Northumberland due to excessive speed on a curve. Five people were killed and seventeen were injured.

In 1877,the boiler of a locomotive exploded at Alne, Yorkshire.

On 10 August 1880, an express passenger train hauled by a NER locomotive was derailed on the North British Railway near Berwick upon Tweed, Northumberland due to defective track. Three people were killed.

On 25 October 1887, a freight train overran signals at Chevington, Northumberland and was in a head-on collision with a locomotive that was shunting. That locomotive and its wagons were pushed into a stationary passenger train.

In 1890, a freight train was derailed on the Redheugh Incline, Gateshead, County Durham.

On 2 November 1892, an express passenger train was in a rear-end collision with a freight train at Thirsk, Yorkshire due to errors by the guard of the freight train and a signalman. Ten people were killed and 43 were injured.

On 4 November 1894, a sleeping car train overran signals and collided with a freight train that was being shunted at Castle Hills, Yorkshire. One person was killed.

On 5 November 1900, a freight train ran away and was derailed by trap points at Lingdale Junction, Yorkshire.

On 4 July 1901, a freight train was unable to stop and ran off the end of a siding at Harperley, County Durham.

On 27 June 1905, a freight train was derailed at Wallsend, Northumberland.

On 24 November 1906, a passenger train overran signals and ran into the rear of a freight train at Ulleskelf, Yorkshire.

On 26 March 1907, a passenger train was derailed by heat buckled track at Felling, County Durham. Two people were killed and six were seriously injured. The accident could have been prevented as the signalman had been warned of the buckle by a member of the public but refused to heed the warning.

On 28 August 1907, a freight train overran signals and was derailed at Goswick, Northumberland. Two people were killed and one was seriously injured.

On 8 October 1908, an overloaded freight train ran away and crashed into goods wagons at Masham, Yorkshire.

On 29 May 1909, a freight train was derailed at Skinningrove, Yorkshire due to subsidence of the trackbed.

On 8 August 1909, a freight train was derailed at Hartley, Cumberland due to the track buckling in the heat of the sun.

On 15 November 1910, an express freight train overran signals and was in a rear-end collision with a freight train at Darlington, County Durham.

On 13 December 1911, a freight train ran away between Rockingham South Signal Box and Wombwell station, Yorkshire, It passed several signals at danger before colliding with wagons being shunted at Darfield Main Signal Box. Both crew of the locomotive were killed.

On 15 December 1911, a freight train was derailed at Lartington, Yorkshire due to the driver braking too sharply. During recovery operations, a rail-mounted crane overturned.

On 3 March 1916, an empty stock train was in a rear-end collision with an electric multiple unit at Manors East station, Newcastle upon Tyne, Northumberland. Forty-nine people were injured.

On 15 September 1917, a set of carriages ran away from Catterick Camp and was derailed. Three people were killed.

On 11 August 1918, the carriage sheds at Heaton, Newcastle were destroyed by fire, as were 34 carriages forming a number of NER electric units.

On 14 February 1920, two freight trains were involved in a head-on collision at Skelton, Yorkshire.

On 31 March 1920, a passenger train was derailed at York station.

On 22 October 1921, Petrol Inspection Saloon No. 3768 was destroyed by fire at York station.

Docks

The company owned the following docks:

 

The Hull Docks Company (Queens dock, Humber Dock, Railway Dock, Victoria dock, Albert dock, William Wright Dock, St Andrews dock): acquired 1893. Dealt with a large variety of cargoes, including grain, seed, wood and fruit

King George Dock (opened 1914) – jointly operated with the Hull and Barnsley Railway.

Hartlepool Docks: acquired 1865. A large timber trade

Tyne Dock: opened by NER in 1859. Timber and coal exports

Middlesbrough Dock: Opened in 1842. Iron

The NER also owned coal-shipping staithes at Blyth and Dunston-on-Tyne. Its steamboats ran between Hull and Antwerp and other places on the Continent.

 

Locomotives

A comprehensive list of NER locomotives: Locomotives of the North Eastern Railway.

 

Coaching stock

The NER originally operated with short four and six wheeled coaches with a fixed wheelbase. From these were developed the standard six-wheeled, low elliptical roofed coaches which were built in their thousands around the 1880s. One variety alone, the diagram 15, five compartment, full 3rd class, numbered around a thousand. The NER started building bogie stock for general service use in 1894, clerestories for general use with a variation built for use on the tightly curved line from Malton to Whitby. There were also a series of low ark roofed bogie coaches (with birdcage brakes) for use on the coast line north of Scarborough.

 

Coach manufacture moved to high arched roof vehicles but with substantially the same body design in the early 1900s.

 

The NER had limited need for vestibuled coaches but from 1900 built a series of vestibuled, corridor coaches with British Standard gangways, for their longer distance services. The company introduced clerestory corridor dining trains on services between London and Edinburgh. The initial trial was run between York and Newcastle in 1 hour 30 minutes on 30 July 1900. The new train consisted of eight coaches and was long (excluding the engine), and had seating for 50 first-class and 211 third-class passengers. At the same time they built (in conjunction with their partners) similar coaches for the East Coast Joint Stock (GNR/NER/NBR) and the Great Northern and North Eastern Joint Stock.

 

All NER coach building was concentrated at their York Carriage Works, which went on to be the main LNER carriage works after grouping.

 

With the introduction of the standard 6-wheeled coaches NER carriage livery was standardised as 'deep crimson' (a deeper colour with more blue in it than that used by the Midland Railway), lined with cream edged on both sides with a thin vermillion line. For a time the cream was replaced with gold leaf. Lettering ('N.E.R.' or when there was sufficient space 'North Eastern Railway' in full, together with 'First', 'Third' and 'Luggage Compt.' on the appropriate door) and numbering; was in strongly serifed characters, blocked and shaded to give a 3D effect.

 

The NER's bogie coach building program was such that, almost unique amongst pre-grouping railways, they had sufficient bogie coaches to cover normal service trains; six wheel coaches were reserved for strengthening and excursion trains.

 

County Durham, officially simply Durham is a ceremonial county in North East England. The county borders Northumberland and Tyne and Wear to the north, the North Sea to the east, North Yorkshire to the south, and Cumbria to the west. The largest settlement is Darlington, and the county town is the city of Durham.

 

The county has an area of 2,721 km2 (1,051 sq mi) and a population of 866,846. The latter is concentrated in the east; the south-east is part of the Teesside built-up area, which extends into North Yorkshire. After Darlington (92,363), the largest settlements are Hartlepool (88,855), Stockton-on-Tees (82,729), and Durham (48,069). For local government purposes the county comprises three unitary authority areas—County Durham, Darlington, and Hartlepool—and part of a fourth, Stockton-on-Tees. The county historically included the part of Tyne and Wear south of the River Tyne, and excluded the part of County Durham south of the River Tees.

 

The west of the county contains part of the North Pennines uplands, a national landscape. The hills are the source of the rivers Tees and Wear, which flow east and form the valleys of Teesdale and Weardale respectively. The east of the county is flatter, and contains by rolling hills through which the two rivers meander; the Tees forms the boundary with North Yorkshire in its lower reaches, and the Wear exits the county near Chester-le-Street in the north-east. The county's coast is a site of special scientific interest characterised by tall limestone and dolomite cliffs.

 

What is now County Durham was on the border of Roman Britain, and contains survivals of this era at sites such as Binchester Roman Fort. In the Anglo-Saxon period the region was part of the Kingdom of Northumbria. In 995 the city of Durham was founded by monks seeking a place safe from Viking raids to house the relics of St Cuthbert. Durham Cathedral was rebuilt after the Norman Conquest, and together with Durham Castle is now a World Heritage Site. By the late Middle Ages the county was governed semi-independently by the bishops of Durham and was also a buffer zone between England and Scotland. County Durham became heavily industrialised in the nineteenth century, when many collieries opened on the Durham coalfield. The Stockton and Darlington Railway, the world's first public railway to use steam locomotives, opened in 1825. Most collieries closed during the last quarter of the twentieth century, but the county's coal mining heritage is remembered in the annual Durham Miners' Gala.

 

Remains of Prehistoric Durham include a number of Neolithic earthworks.

 

The Crawley Edge Cairns and Heathery Burn Cave are Bronze Age sites. Maiden Castle, Durham is an Iron Age site.

 

Brigantia, the land of the Brigantes, is said to have included what is now County Durham.

 

There are archaeological remains of Roman Durham. Dere Street and Cade's Road run through what is now County Durham. There were Roman forts at Concangis (Chester-le-Street), Lavatrae (Bowes), Longovicium (Lanchester), Piercebridge (Morbium), Vindomora (Ebchester) and Vinovium (Binchester). (The Roman fort at Arbeia (South Shields) is within the former boundaries of County Durham.) A Romanised farmstead has been excavated at Old Durham.

 

Remains of the Anglo-Saxon period include a number of sculpted stones and sundials, the Legs Cross, the Rey Cross and St Cuthbert's coffin.

 

Around AD 547, an Angle named Ida founded the kingdom of Bernicia after spotting the defensive potential of a large rock at Bamburgh, upon which many a fortification was thenceforth built. Ida was able to forge, hold and consolidate the kingdom; although the native British tried to take back their land, the Angles triumphed and the kingdom endured.

 

In AD 604, Ida's grandson Æthelfrith forcibly merged Bernicia (ruled from Bamburgh) and Deira (ruled from York, which was known as Eforwic at the time) to create the Kingdom of Northumbria. In time, the realm was expanded, primarily through warfare and conquest; at its height, the kingdom stretched from the River Humber (from which the kingdom drew its name) to the Forth. Eventually, factional fighting and the rejuvenated strength of neighbouring kingdoms, most notably Mercia, led to Northumbria's decline. The arrival of the Vikings hastened this decline, and the Scandinavian raiders eventually claimed the Deiran part of the kingdom in AD 867 (which became Jórvík). The land that would become County Durham now sat on the border with the Great Heathen Army, a border which today still (albeit with some adjustments over the years) forms the boundaries between Yorkshire and County Durham.

 

Despite their success south of the river Tees, the Vikings never fully conquered the Bernician part of Northumbria, despite the many raids they had carried out on the kingdom. However, Viking control over the Danelaw, the central belt of Anglo-Saxon territory, resulted in Northumbria becoming isolated from the rest of Anglo-Saxon Britain. Scots invasions in the north pushed the kingdom's northern boundary back to the River Tweed, and the kingdom found itself reduced to a dependent earldom, its boundaries very close to those of modern-day Northumberland and County Durham. The kingdom was annexed into England in AD 954.

 

In AD 995, St Cuthbert's community, who had been transporting Cuthbert's remains around, partly in an attempt to avoid them falling into the hands of Viking raiders, settled at Dunholm (Durham) on a site that was defensively favourable due to the horseshoe-like path of the River Wear. St Cuthbert's remains were placed in a shrine in the White Church, which was originally a wooden structure but was eventually fortified into a stone building.

 

Once the City of Durham had been founded, the Bishops of Durham gradually acquired the lands that would become County Durham. Bishop Aldhun began this process by procuring land in the Tees and Wear valleys, including Norton, Stockton, Escomb and Aucklandshire in 1018. In 1031, King Canute gave Staindrop to the Bishops. This territory continued to expand, and was eventually given the status of a liberty. Under the control of the Bishops of Durham, the land had various names: the "Liberty of Durham", "Liberty of St Cuthbert's Land" "the lands of St Cuthbert between Tyne and Tees" or "the Liberty of Haliwerfolc" (holy Wear folk).

 

The bishops' special jurisdiction rested on claims that King Ecgfrith of Northumbria had granted a substantial territory to St Cuthbert on his election to the see of Lindisfarne in 684. In about 883 a cathedral housing the saint's remains was established at Chester-le-Street and Guthfrith, King of York granted the community of St Cuthbert the area between the Tyne and the Wear, before the community reached its final destination in 995, in Durham.

 

Following the Norman invasion, the administrative machinery of government extended only slowly into northern England. Northumberland's first recorded Sheriff was Gilebert from 1076 until 1080 and a 12th-century record records Durham regarded as within the shire. However the bishops disputed the authority of the sheriff of Northumberland and his officials, despite the second sheriff for example being the reputed slayer of Malcolm Canmore, King of Scots. The crown regarded Durham as falling within Northumberland until the late thirteenth century.

 

Following the Battle of Hastings, William the Conqueror appointed Copsig as Earl of Northumbria, thereby bringing what would become County Durham under Copsig's control. Copsig was, just a few weeks later, killed in Newburn. Having already being previously offended by the appointment of a non-Northumbrian as Bishop of Durham in 1042, the people of the region became increasingly rebellious. In response, in January 1069, William despatched a large Norman army, under the command of Robert de Comines, to Durham City. The army, believed to consist of 700 cavalry (about one-third of the number of Norman knights who had participated in the Battle of Hastings), entered the city, whereupon they were attacked, and defeated, by a Northumbrian assault force. The Northumbrians wiped out the entire Norman army, including Comines, all except for one survivor, who was allowed to take the news of this defeat back.

 

Following the Norman slaughter at the hands of the Northumbrians, resistance to Norman rule spread throughout Northern England, including a similar uprising in York. William The Conqueror subsequently (and successfully) attempted to halt the northern rebellions by unleashing the notorious Harrying of the North (1069–1070). Because William's main focus during the harrying was on Yorkshire, County Durham was largely spared the Harrying.

 

Anglo-Norman Durham refers to the Anglo-Norman period, during which Durham Cathedral was built.

 

Matters regarding the bishopric of Durham came to a head in 1293 when the bishop and his steward failed to attend proceedings of quo warranto held by the justices of Northumberland. The bishop's case went before parliament, where he stated that Durham lay outside the bounds of any English shire and that "from time immemorial it had been widely known that the sheriff of Northumberland was not sheriff of Durham nor entered within that liberty as sheriff. . . nor made there proclamations or attachments". The arguments appear to have prevailed, as by the fourteenth century Durham was accepted as a liberty which received royal mandates direct. In effect it was a private shire, with the bishop appointing his own sheriff. The area eventually became known as the "County Palatine of Durham".

 

Sadberge was a liberty, sometimes referred to as a county, within Northumberland. In 1189 it was purchased for the see but continued with a separate sheriff, coroner and court of pleas. In the 14th century Sadberge was included in Stockton ward and was itself divided into two wards. The division into the four wards of Chester-le-Street, Darlington, Easington and Stockton existed in the 13th century, each ward having its own coroner and a three-weekly court corresponding to the hundred court. The diocese was divided into the archdeaconries of Durham and Northumberland. The former is mentioned in 1072, and in 1291 included the deaneries of Chester-le-Street, Auckland, Lanchester and Darlington.

 

The term palatinus is applied to the bishop in 1293, and from the 13th century onwards the bishops frequently claimed the same rights in their lands as the king enjoyed in his kingdom.

 

The historic boundaries of County Durham included a main body covering the catchment of the Pennines in the west, the River Tees in the south, the North Sea in the east and the Rivers Tyne and Derwent in the north. The county palatinate also had a number of liberties: the Bedlingtonshire, Islandshire and Norhamshire exclaves within Northumberland, and the Craikshire exclave within the North Riding of Yorkshire. In 1831 the county covered an area of 679,530 acres (2,750.0 km2) and had a population of 253,910. These exclaves were included as part of the county for parliamentary electoral purposes until 1832, and for judicial and local-government purposes until the coming into force of the Counties (Detached Parts) Act 1844, which merged most remaining exclaves with their surrounding county. The boundaries of the county proper remained in use for administrative and ceremonial purposes until the Local Government Act 1972.

 

Boldon Book (1183 or 1184) is a polyptichum for the Bishopric of Durham.

 

Until the 15th century, the most important administrative officer in the Palatinate was the steward. Other officers included the sheriff, the coroners, the Chamberlain and the chancellor. The palatine exchequer originated in the 12th century. The palatine assembly represented the whole county, and dealt chiefly with fiscal questions. The bishop's council, consisting of the clergy, the sheriff and the barons, regulated judicial affairs, and later produced the Chancery and the courts of Admiralty and Marshalsea.

 

The prior of Durham ranked first among the bishop's barons. He had his own court, and almost exclusive jurisdiction over his men. A UNESCO site describes the role of the Prince-Bishops in Durham, the "buffer state between England and Scotland":

 

From 1075, the Bishop of Durham became a Prince-Bishop, with the right to raise an army, mint his own coins, and levy taxes. As long as he remained loyal to the king of England, he could govern as a virtually autonomous ruler, reaping the revenue from his territory, but also remaining mindful of his role of protecting England’s northern frontier.

 

A report states that the Bishops also had the authority to appoint judges and barons and to offer pardons.

 

There were ten palatinate barons in the 12th century, most importantly the Hyltons of Hylton Castle, the Bulmers of Brancepeth, the Conyers of Sockburne, the Hansards of Evenwood, and the Lumleys of Lumley Castle. The Nevilles owned large estates in the county. John Neville, 3rd Baron Neville de Raby rebuilt Raby Castle, their principal seat, in 1377.

 

Edward I's quo warranto proceedings of 1293 showed twelve lords enjoying more or less extensive franchises under the bishop. The repeated efforts of the Crown to check the powers of the palatinate bishops culminated in 1536 in the Act of Resumption, which deprived the bishop of the power to pardon offences against the law or to appoint judicial officers. Moreover, indictments and legal processes were in future to run in the name of the king, and offences to be described as against the peace of the king, rather than that of the bishop. In 1596 restrictions were imposed on the powers of the chancery, and in 1646 the palatinate was formally abolished. It was revived, however, after the Restoration, and continued with much the same power until 5 July 1836, when the Durham (County Palatine) Act 1836 provided that the palatine jurisdiction should in future be vested in the Crown.

 

During the 15th-century Wars of the Roses, Henry VI passed through Durham. On the outbreak of the Great Rebellion in 1642 Durham inclined to support the cause of Parliament, and in 1640 the high sheriff of the palatinate guaranteed to supply the Scottish army with provisions during their stay in the county. In 1642 the Earl of Newcastle formed the western counties into an association for the King's service, but in 1644 the palatinate was again overrun by a Scottish army, and after the Battle of Marston Moor (2 July 1644) fell entirely into the hands of Parliament.

 

In 1614, a Bill was introduced in Parliament for securing representation to the county and city of Durham and the borough of Barnard Castle. The bishop strongly opposed the proposal as an infringement of his palatinate rights, and the county was first summoned to return members to Parliament in 1654. After the Restoration of 1660 the county and city returned two members each. In the wake of the Reform Act of 1832 the county returned two members for two divisions, and the boroughs of Gateshead, South Shields and Sunderland acquired representation. The bishops lost their secular powers in 1836. The boroughs of Darlington, Stockton and Hartlepool returned one member each from 1868 until the Redistribution of Seats Act 1885.

 

The Municipal Corporations Act 1835 reformed the municipal boroughs of Durham, Stockton on Tees and Sunderland. In 1875, Jarrow was incorporated as a municipal borough, as was West Hartlepool in 1887. At a county level, the Local Government Act 1888 reorganised local government throughout England and Wales. Most of the county came under control of the newly formed Durham County Council in an area known as an administrative county. Not included were the county boroughs of Gateshead, South Shields and Sunderland. However, for purposes other than local government, the administrative county of Durham and the county boroughs continued to form a single county to which the Crown appointed a Lord Lieutenant of Durham.

 

Over its existence, the administrative county lost territory, both to the existing county boroughs, and because two municipal boroughs became county boroughs: West Hartlepool in 1902 and Darlington in 1915. The county boundary with the North Riding of Yorkshire was adjusted in 1967: that part of the town of Barnard Castle historically in Yorkshire was added to County Durham, while the administrative county ceded the portion of the Borough of Stockton-on-Tees in Durham to the North Riding. In 1968, following the recommendation of the Local Government Commission, Billingham was transferred to the County Borough of Teesside, in the North Riding. In 1971, the population of the county—including all associated county boroughs (an area of 2,570 km2 (990 sq mi))—was 1,409,633, with a population outside the county boroughs of 814,396.

 

In 1974, the Local Government Act 1972 abolished the administrative county and the county boroughs, reconstituting County Durham as a non-metropolitan county. The reconstituted County Durham lost territory to the north-east (around Gateshead, South Shields and Sunderland) to Tyne and Wear and to the south-east (around Hartlepool) to Cleveland. At the same time it gained the former area of Startforth Rural District from the North Riding of Yorkshire. The area of the Lord Lieutenancy of Durham was also adjusted by the Act to coincide with the non-metropolitan county (which occupied 3,019 km2 (1,166 sq mi) in 1981).

 

In 1996, as part of 1990s UK local government reform by Lieutenancies Act 1997, Cleveland was abolished. Its districts were reconstituted as unitary authorities. Hartlepool and Stockton-on-Tees (north Tees) were returned to the county for the purposes of Lord Lieutenancy. Darlington also became a third unitary authority of the county. The Royal Mail abandoned the use of postal counties altogether, permitted but not mandatory being at a writer wishes.

 

As part of the 2009 structural changes to local government in England initiated by the Department for Communities and Local Government, the seven district councils within the County Council area were abolished. The County Council assumed their functions and became the fourth unitary authority. Changes came into effect on 1 April 2009.

 

On 15 April 2014, North East Combined Authority was established under the Local Democracy, Economic Development and Construction Act 2009 with powers over economic development and regeneration. In November 2018, Newcastle City Council, North Tyneside Borough Council, and Northumberland County Council left the authority. These later formed the North of Tyne Combined Authority.

 

In May 2021, four parish councils of the villages of Elwick, Hart, Dalton Piercy and Greatham all issued individual votes of no confidence in Hartlepool Borough Council, and expressed their desire to join the County Durham district.

 

In October 2021, County Durham was shortlisted for the UK City of Culture 2025. In May 2022, it lost to Bradford.

 

Eighteenth century Durham saw the appearance of dissent in the county and the Durham Ox. The county did not assist the Jacobite Rebellion of 1715. The Statue of Neptune in the City of Durham was erected in 1729.

 

A number of disasters happened in Nineteenth century Durham. The Felling mine disasters happened in 1812, 1813, 1821 and 1847. The Philadelphia train accident happened in 1815. In 1854, there was a great fire in Gateshead. One of the West Stanley Pit disasters happened in 1882. The Victoria Hall disaster happened in 1883.

 

One of the West Stanley Pit disasters happened in 1909. The Darlington rail crash happened in 1928. The Battle of Stockton happened in 1933. The Browney rail crash happened in 1946.

 

The First Treaty of Durham was made at Durham in 1136. The Second Treaty of Durham was made at Durham in 1139.

 

The county regiment was the Durham Light Infantry, which replaced, in particular, the 68th (Durham) Regiment of Foot (Light Infantry) and the Militia and Volunteers of County Durham.

 

RAF Greatham, RAF Middleton St George and RAF Usworth were located in County Durham.

 

David I, the King of Scotland, invaded the county in 1136, and ravaged much of the county 1138. In 17 October 1346, the Battle of Neville's Cross was fought at Neville's Cross, near the city of Durham. On 16 December 1914, during the First World War, there was a raid on Hartlepool by the Imperial German Navy.

 

Chroniclers connected with Durham include the Bede, Symeon of Durham, Geoffrey of Coldingham and Robert de Graystanes.

 

County Durham has long been associated with coal mining, from medieval times up to the late 20th century. The Durham Coalfield covered a large area of the county, from Bishop Auckland, to Consett, to the River Tyne and below the North Sea, thereby providing a significant expanse of territory from which this rich mineral resource could be extracted.

 

King Stephen possessed a mine in Durham, which he granted to Bishop Pudsey, and in the same century colliers are mentioned at Coundon, Bishopwearmouth and Sedgefield. Cockfield Fell was one of the earliest Landsale collieries in Durham. Edward III issued an order allowing coal dug at Newcastle to be taken across the Tyne, and Richard II granted to the inhabitants of Durham licence to export the produce of the mines, without paying dues to the corporation of Newcastle. The majority was transported from the Port of Sunderland complex, which was constructed in the 1850s.

 

Among other early industries, lead-mining was carried on in the western part of the county, and mustard was extensively cultivated. Gateshead had a considerable tanning trade and shipbuilding was undertaken at Jarrow, and at Sunderland, which became the largest shipbuilding town in the world – constructing a third of Britain's tonnage.[citation needed]

 

The county's modern-era economic history was facilitated significantly by the growth of the mining industry during the nineteenth century. At the industry's height, in the early 20th century, over 170,000 coal miners were employed, and they mined 58,700,000 tons of coal in 1913 alone. As a result, a large number of colliery villages were built throughout the county as the industrial revolution gathered pace.

 

The railway industry was also a major employer during the industrial revolution, with railways being built throughout the county, such as The Tanfield Railway, The Clarence Railway and The Stockton and Darlington Railway. The growth of this industry occurred alongside the coal industry, as the railways provided a fast, efficient means to move coal from the mines to the ports and provided the fuel for the locomotives. The great railway pioneers Timothy Hackworth, Edward Pease, George Stephenson and Robert Stephenson were all actively involved with developing the railways in tandem with County Durham's coal mining industry. Shildon and Darlington became thriving 'railway towns' and experienced significant growths in population and prosperity; before the railways, just over 100 people lived in Shildon but, by the 1890s, the town was home to around 8,000 people, with Shildon Shops employing almost 3000 people at its height.

 

However, by the 1930s, the coal mining industry began to diminish and, by the mid-twentieth century, the pits were closing at an increasing rate. In 1951, the Durham County Development Plan highlighted a number of colliery villages, such as Blackhouse, as 'Category D' settlements, in which future development would be prohibited, property would be acquired and demolished, and the population moved to new housing, such as that being built in Newton Aycliffe. Likewise, the railway industry also began to decline, and was significantly brought to a fraction of its former self by the Beeching cuts in the 1960s. Darlington Works closed in 1966 and Shildon Shops followed suit in 1984. The county's last deep mines, at Easington, Vane Tempest, Wearmouth and Westoe, closed in 1993.

 

Postal Rates from 1801 were charged depending on the distance from London. Durham was allocated the code 263 the approximate mileage from London. From about 1811, a datestamp appeared on letters showing the date the letter was posted. In 1844 a new system was introduced and Durham was allocated the code 267. This system was replaced in 1840 when the first postage stamps were introduced.

 

According to the Encyclopædia Britannica Eleventh Edition (1911): "To the Anglo-Saxon period are to be referred portions of the churches of Monk Wearmouth (Sunderland), Jarrow, Escomb near Bishop Auckland, and numerous sculptured crosses, two of which are in situ at Aycliffe. . . . The Decorated and Perpendicular periods are very scantily represented, on account, as is supposed, of the incessant wars between England and Scotland in the 14th and 15th centuries. The principal monastic remains, besides those surrounding Durham cathedral, are those of its subordinate house or "cell," Finchale Priory, beautifully situated by the Wear. The most interesting castles are those of Durham, Raby, Brancepeth and Barnard. There are ruins of castelets or peel-towers at Dalden, Ludworth and Langley Dale. The hospitals of Sherburn, Greatham and Kepyer, founded by early bishops of Durham, retain but few ancient features."

 

The best remains of the Norman period include Durham Cathedral and Durham Castle, and several parish churches, such as St Laurence Church in Pittington. The Early English period has left the eastern portion of the cathedral, the churches of Darlington, Hartlepool, and St Andrew, Auckland, Sedgefield, and portions of a few other churches.

 

'Durham Castle and Cathedral' is a designated UNESCO World Heritage Site. Elsewhere in the County there is Auckland Castle.

The Cathedral of St. Martina

St. Martina - National Historic Landmark

1221-1452

St. Martina is one of the landmarks of the city. For centuries it was the center of cultural, religious and social life. The place where the Cathedral stands today was ambiguous center of the emerging urban settlements. They met here a trip arose market, located here thus the core of the then town, where we can assume the chapel. However, the townspeople used to go to church on the castle, where it established a prepoštstvo chapter. Only when it visits have become unbearable and endangered the safety of the castle headquarters, asked the king Imrich by Pope Innocent III. Permit the transfer prepoštstva to the castle. This permit was also issued in 1204. After prepoštstve to place the issuing and procuring documentary material to the approval of Pope Honorius III. In 1221 moved the church. Construction has not yet begun in the Romanesque style and dedication most Holy Saviour was in continuity with the church of the castle. December 2, 1291 King Andrew III. Podhradie granted town privileges, and the city began to develop in the open easterly direction. The historic town but has remained at the foot of the castle hill. Sacred Temple Saviour in their size was not sufficient and therefore less Romanesque building, which since 1302 has served as the city temple, started in 1311-1314 attaches the current Gothic cathedral. This was solemnly consecrated by bishop of Esztergom Gregory in 1452 in honor of the Sacred Saviour and St . Martin. At that time there was also the sanctuary of what we know today. It was probably just a little more than 1/3 of today, that the sanctuary built by Matthias Corvinus in the years 1467-1487. These years also today we can read on his ceiling plate fixed to the terminal bars ribs. Here also we find the provincial and noble coats of that period Today's Cathedral - Cathedral of Saint Martin - passed since its dedication in 1452 many variables and minor alterations, or extensions. Today there are more in state redevelopment of the years 1863-1878 led canon Charles Heiller - Dómská priest, held in collaboration with the architect Joseph Lippert (1826-1902).

Overall internal dimensions of St. Martina are:

length including the sacristy - 69.37 m

width - 22.85 m

Nave wall thickness - 1.5 m

Thickness of the walls of the sanctuary - 926 mm

Ships height - 16.02 m

Height sanctuary - 18.5 m

Interior

Support

Support (three-legged) consists of two floors. Upon arrival to the interior of a large northern portal, we find ourselves directly beneath the choir organ. On the soffit we can see the exposed fragment baroque layers. The only color, but also historically linked with decorative baroque clock above the entrance to the sacristy. Doors are decorated with relief carving ornamentation except Hungary and municipal coat of arms. These doors lead into the three-legged sacristy formed on the north side of the chapel Canons (Chapel of Our Lady) and the first floor treasure in southern podveží chapel. Joseph and floor chapel Czech Queen Sophia, the widow of Wenceslas IV., and staircase accessible from the choir. Here is exposure of Dómská treasure. Is it possible to go from here to the space tower. Sometimes there is also a capitular archive that even in 1950 contained 3285 medieval documents, and more than 23,000 documents dated after the battle of Mohacs. Also, they contain rare, hand painted decorated liturgical books. Among them the famous Bratislava quoted Missal. To the south chapel of St. Joseph leads a separate entrance with decorative decorative grille from the turn of the century, 16 and 17 at the top. Over medium sakristiovým (space of sacristy) on the ground floor, the floor is placed organ machine.

South vessel (right)

Just opposite the main entrance to the temple is isosceles missionary cross planted 25 February 1990 which was drawn up following a visit to Vienna by Pope John Paul II. in 1988. Going along the south wall one comes to the South portal, which is the last, even medieval extension to the house. It was built around 1510. In each field divided bowed ribs separately placed signs four evangelists. Right next to the southern entrance is the original box and the stone stoup in the form of shells. In southern ship is still Sorrows Altar P. Mary, created as opposite northern altar of Calvary Tyrolean workshop F. Prinoth in St.Ulrich.

Shrine of the Virgin Mary on the south side of the central seated statue of the Pieta that their origin prior to 1642 is due to the ghost 's story. It's already the fourth altar created for this work. On the altar in addition to the aforementioned statues are even statues of other saints. From left are in the bottom row sv. Apolonia, Vol. Genovéva? , Vol. Rozalia Palermo and light. Cecilia, in the top shroud by even two, vol. left St. Lucia and Filomena right. Statues of saints supplement relief scenes from the life of Christ juxtaposed threes. At left are the scenes of childhood as: Escape to Egypt, twelve Christ in the temple and sacrifice in the temple. On the right side of the end scenes of Christ's life: Carrying the Cross, storing the grave and crucifixion. In mid nike attachment is a statue of an angel holding a veraikon.

In the corner of the south aisle is a jewel of Baroque art admired and coveted by thousands of visitors - equestrian statue of St . Martin, dividing his cloak with a beggar created by Juraj Rafael Donner of the 1735th. Build sv . Martina bears portrait features of donor - Archbishop Imre Esterházy.

Juraj Rafael Donner

(* 24.05.1693 - † 02.15.1741)

Crafts George Raphael Donner is a decade firmly tied to Bratislava, the then Prešburg, which creates a number of wonderful works of art. To a large extent its creation was heading for the needs of the church, which is a donor it works. Perhaps the greatest of the reservation was archbishop of Esztergom Imrich Esterházy, for whom creating here in the house in the years 1719-1731 chapel of St. . John the Merciful, and whose order is the leading work on the Baroque reconstruction of the house. In 1735 creates the St. Martina main-Baroque altar with a statue of St. Martin, as well as a pair of worshiping angels, who are part of the collections of the National Museum in Budapest. In his workshop on Firšnáli (now Freedom Square) created in 1736 for the abbey church altar in Marianka, became canonical and altars Piety and light. For Michael 's Cathedral St. Martin Donner ten year stay in Bratislava meant the emergence of the so-called Donner school, which is associated with an expired late Baroque Epoch Times Cinquecento, while anticipating future development of classicism. From its rich formation in the St. Martina has been preserved except the chapel of St. Martin decoration, Statue of St. John the Merciful. Its original position was at the end of the presbytery, which was part of the main Baroque altar.

Once near the triumphal arch in the southern ship is one of kovolejárskych Gothic monuments, which is the baptismal font in 1409 92 cm high. The cover consists of neo helm of 1878.

Sanctuary

The sanctuary is only three steps of red marble separated from the nave and aisles. After the two sides are still neo-Gothic. The main altar in the shape of a Gothic shrine and altar of St. Andrew podveží in northern naves are made ​​by J. Lippert. It is on the main altar, found its place six saints - patron of the city. These are light. Juraj, Vol. Elizabeth Hungarian, Vol. Vojtech the left of the tabernacle with the emblems of the four Evangelists with Christ in the middle, and light. Nicholas, Vol. Catherine of Alexandria, St . Florian on the right side. Extension creates richly towering architecture trúbiacimi by angels. On the south wall is placed neo-Gothic pastophorium closed door of a Gothic tower-like shape pastofória originally located on the opposite, that the north side of the sanctuary. There is now a wall mural with a list of heads are crowned king, supplemented AD coronation, created in the 19th century. Below the list is a little north portal. Pillars on either side of the sanctuary windows are placed neo-Gothic sculpture of St. Peter and Paul. For northern stall are two epitaphs. The year 1601 is the epitaph Nicholas Palffy in this niche and clothed in armor. To his right is the epitaph Peter Pázmány - Cardinal, Archbishop of Esztergom, scholar, founder of the Pázmáneum in Vienna, the founder of the University of Trnava and Bratislava Jesuit college. The epitaph is the work of sculptor of Bratislava A. Riegele. Among them is the inscription forming tombstone Archbishops Lippaya, Szécsényi, and Pázmaňa. Northern part of the stall is a small positive organ workshop Karla Kölner created in 1867 From inside the triumphal arch is equipped with a secondary epitaph Bishop of Eger, a Hungarian viceroy Francis Ujlakyho made ​​of red marble around 1555 and also from red marble epitaph created Martina Peth, displayed with Episcopal insignia.

North Ship (left)

North ship has a so-called dominant Altar or Altar of the Cross of Calvary Tyrolean workshop F. Prinoth in St. Ulrich. In the center is a statue of Calvary, so cross with the Corpus of Christ, under which it is Mary 's mother left and right Apostle John. It is shown here moments when Jesus Christ in John passed under the protection of Mary's motherhood mankind and us through John gives Mary the mother. About four- relief scenes creating the impression sash opening Gothic altar, showing four trpiteľskej painful moments of Jesus' journey to Calvary. The lower left corner is Jesus' encounter with the Mother of the crowning with thorns. On the right side is down prayer on the Mount of Olives, where Christ receives the chalice of suffering at the hands of an angel. The last scene is flogging Christ. The bulkhead under the cross is embossed painting the Last Supper. It is created by the famous fresco of Leonardo Da Vinci. Towers soaring above the altar are equipped with four statues. Amid cross over the Sacred Heart of Jesus, of whom the angel with folded hands. On the sides are statues of Jesus statues of two deacons. On the right is the first deacon of St. Stephen and on the opposite side of St . Lawrence, who was consecrated to the one now defunct church in Bratislava.

On the altar of St . Andrew made ​​by J. Lippert, instead of the central statue of that saint ever stood a statue of the Pieta, now standing at a larger (already mentioned), splendid altar in the south of the ship. Sv. Andrew crossed with typical crossbar behind obstupujú niches in the side altar of St. Alojz and St. Imrich.

On the northern front of the ships is still a chapel. John the Merciful.

Right next to the altar of St . Andrew is the entrance to the chapel of St . Anny.

Chapel. John the Merciful

Chapel. John the Merciful, the only comprehensive monument of the baroque period. The chapel stands on the site of the former Gothic sacristy. Build it gave the archbishop Imrich Esterházy, as his funeral chapel and also the place where the remains of St. John the Merciful. Its decoration is the work of J. R. Donner. Ceiling fresco attributed to D. Grant, shows the personification of divine virtues: faith, hope and love over the entrance, accompanied justice. On the predella of the altar of the Refectory are seven scenes from the Passion, which also includes door tabernákula. These relief sculptures are like eternal light, and two large candlesticks of foundry workshop J. R. Donner. His, however, stoneware sculpture workshop come putitov a large angels. A gem of stonework is carved in white marble statue forever adoring donor. Archbishop Imrich Esterházy is carved from white marble in a sumptuous robe kneeling on kľakadle of red marble. The silver coffin remarkable, under a canopy consisting of a crown and drapery of it merging into stored relics of St. John the Merciful. Entrance to the chapel is formed by a large arch lined with rich drapery, again, kept little angel. The hole closes heavy baroque metal gate.

The remains of St. Martin and of St. John the Merciful were by tradition gift Turkish sultan King Matthias Corvinus and from 15 century have been deposited in the royal chapel in Buda. In 1526 they were moved to Bratislava, Buda was because after the defeat of the Hungarian army at Mohács threatened by the Turks. The Bratislava castle remains were deposited up to 5 June 1530, when they were at the command of Ferdinand I. moved to St. Martin.

Anny Chapel

Anne Chapel is the in the the northern site of the former so-called small portal , whose precious stone mason gothic decor is still preserved, despite various modifications to the temple. Under the floor there are two entrances to Dómská crypts and also the foundations of the former Romanesque Karner. At present, in addition epitaph J. I. Bajza established academic sculptor J. Pospíšilom rare Gothic epitaph provost J. Schoenberg from 1470 probably made ​​by Nicolaus Gerhaereta of Leyden, provost Michael Marovitza epitaph and epitaph George Nagy. The front wall is a statue of St . Anne with P. Mary, who was part of the now defunct neo-Gothic altar.

Preserved Gothic tympanum above the transition into the aisle, showing God the Father seated on his seat in the hands of the tree of the cross - holding of the new fruit of eternal life - Christ, for it outstretched. Adore that two angels. In vrchnejšej section contains two more so prefigurácie Christ, namely: lioness revitalizing their stillborn baby on the left side of the pelican and her young vourus own flesh and blood on the right side. God the Father above floats depicting a dove - third divine person of the Holy Spirit.

Vaulted Hall

Three nave is divided in two rows ranking - all eight columns, resembling the eight Beatitudes which is built cross vault, which is almost without bolts. Its author is most likely Hans Puchsbaum, who also worked on the construction of Vienna's St. Stephen's Cathedral, where he built a similar vault. The focus is on cross-nave circular opening covered with a shield with a dove St. Spirit hovering on clouds surrounded by a circle of stars. The central ship is richly carved pulpit obtáčajúca one of the main pillars. From the ceiling hangs mnohoramenný metal chandelier from the turn of the 16th and 17th century.

Organ chorus

Organ chorus is created according to F. Liszt so on it could be placed great interpretive apparatus symphony orchestra and choir. For this reason, the big 34 registering body - most of the workshops Vincent possible from the years 1880-82, as it were closed and placed in the tower. Cannot fail to mention that the musical events in Bratislava was closely connected with the house just Saint Martin. With music Mass in the cathedral all developments related to church music in Bratislava. Already a document from 1491 mentions the mass supported by the city council. Model for the local musical events are also elements coming from the coronation ceremony near Vienna. In 1833 was established at the house - church music association called. Kirchenmusikverain (in German language - Kirchenmusikverein). Under the guidance of outstanding conductors Joseph Kumlika, Thiarda-Laforesta and Eugene Kossovo gained European recognition of the association. And In the house conducted his coronation Mass itself Ferenz Liszt. This body several times successfully explained Beethoven's IX Symphony and Missa Solemn. Even in 1950 it was in the archives of over 2,700 songs in custody conductor Alexander Albrecht.

Gothic windows

The temple is illuminated with several Gothic windows, filled with stained glass from years of neo-Gothic reconstruction (1874).

Crypts

Crypts are mysterious underground church built on a former cemetery. So far we know three crypts at a depth of nearly six meters. Is input to the two already mentioned chapel of St. Anne, third - Palffy family crypt located in front of the main altar has entry from the exterior. This is the north wall of the house covered with white marble top with Palffy family coat of arms (which was the Diet of Bratislava in 1599 elected hereditary lords of the castle), above which there is a funerary statue of John Draškovcha from 1613 depicting the knight located in nike completed the top of shells. The chapel of St. Anny is entered into so-called Jesuit crypt, which is situated below the road between the house and the catholic seminary. There is also only accessible entrance to the underground section so-called Archbishop crypt branched into four corridors. There are more than 90 graves. The last three are buried here: Provost Joseph Dankó († 1895), canon Geza Navratil († 1984) and Joseph parish administrator Beitl († 1991). The graves are in rows of three. There are also temporarily stored the remains of Bishop Buzalka. Under the chapel of Saint John the Merciful in bulk coffin Archbishops Imre Esterházy († 1745), Nicholas Csaky († 1757), Francis Barkóczy († 1765) and Cardinal Jozef Batthyány († 1799). Restoration work 12 September 1859 found under the pavement of the sanctuary graves of archbishops Pázmáňa, Lippayho and Szécsényi. In the sixties have been found the graves of archbishops Fejerköviho († 1596) and Christian Augustine († 1721). At the tomb of Bratislava canon J. I. Bajza (1754-1836) was located in the summer of 2003 and the empty coffin glazed Catholic priest, nationalist Andrej Hlinka.

Tower

Tower towering over the house of St . Martina is 87 meters high. In the distant past had fortification-defensive character. As part of the walls were present in it guns and other protective and defensive equipment. Injury suffered mainly fires. A fire in 1760 caused by lightning, was repeated in 1833, and subsequently damaged the tower whirlwind. The current state of the tower is from the years 1835-1849, when the builder Ignatius St. Feigler edited by Neo-Gothic tower to form the completed pyramid. Brand new top of the form, instead of the cross when it is equiped with gilded decorative pillow Hungarian crown weighing 300 kg. Below the clock face is the bell tower. The oldest bell tower is located at 2513 kg weighing Wedderin, cast Baltazar Herold in 1675th. On the occasion of the Great Jubilee of 2000 the tower was planted another 5 new bells, gifts neighboring countries. They are also a symbol of a united Europe and jointly bear the motto:

We are born with you - I'm dying with you

I rejoice with you - I am crying with you

I'm calling you together with your heart.

Listen to my voice their hearts,

Are all people of good will, Listen!

These bells are the work from the workshop of Maria Tomášková-Dytrichovej in Brodek u Company.

Coronation

Coronations were certainly the most famous period in the history of St. Martin. It is bordered ago period 1563-1830, which was the coronation church of Hungarian Kingdom. It took place there nineteen coronation. From here, the eleven kings were crowned, including Maria Theresa and eight royal wives.

JEWELS OF THE CATHEDRAL

Jewellery house, which is in the treasury collected for 550 years existence of the temple, are hidden in the bowels of the rough walls. In addition to the artistic, historic and cultural value of the building itself forms a considerable number of objects characterized by high craftsmanship and artistic quality. Perhaps the greatest gem is 109 cm tall Gothic monstrance, accompanied by a variety of liturgical objects, including chalices and Episcopal Berio, pacifikálov, cibórií, or reliquary. Also there are different painting gems. For all let us at least Gothic panel paintings originating from the altar in the Vienna New Town, whose authorship is attributed to "master Winkler epitaph" from around the 1480th Special kind of jewelry is the amount of liturgical vestments decorated with rich hand embroidery technique so-called paintings needle. These valuables can be seen at special ceremonial worship, which again become part of the celebration of the liturgy.

__________

 

[ 1 ] Pope in the years 1198-1216

[ 2 ] Pope in the years 1216-1227

[ 3 ] Hungarian king in the years 1290-1301

[ 4 ] Joseph Lippert (* 21 January 1826v Arad in Romania, + August 15, 1902 in Gutensteine ​​in Austria) architect and restorer. He studied in Hamburg and Vienna.

[ 5 ] She died on 12.25.1428 and was buried in the Cathedral of St. . Martin.

[ 6 ] Bohemian king from 1378 to 1400 and in 1378 a German Roman emperor of the dynasty of Luxemburg.

[ 7 ] 1526 AD

[ 8 ] See File: Thomas Bielavý , rather marvelous Loans, which became one soul in Prešpurk, 1643

[ 9 ] Shape church. Lawrence can be found marked in the pavement of the square in front of the Old Market .

Editor - Tue, 2006a - 08-29 11:15

Printable version

( c ) The parish of St . Martina in Bratislava

dom.fara.sk/?q=dom/o_dome

Painting and markings:

Indonesia as fictional operator for this helicopter model was inspired by TNI-AD (the standard pentagon with an additional black star in the middle) markings that were left over on a TL Modellbau sheet with generic national markings. The Seventies/Eighties offered a suitable time frame for the Cobras’ procurement, and from that anything developed quite naturally.

However, I did not want to paint the AH-1 in a simple all-green livery, and found in the Indonesian C-130 Hercules a nice painting option: these transporters carry a unique (and glossy) three-tone camouflage that consists of a reddish chocolate brown, a bluish dark green and a greyish grass green (with light grey undersides).

 

The pattern was actually adopted from the C-130’s fuselage and the colors approximated, since I doubt that the paints conform to FS standards. I used Humbrol 133 (Satin Brown), ModelMaster 2060 (RAF WWII Dark Green) and a 2:1 mix of Humbrol 80 (Grass Green) and Revell 45 (Helloliv). The light grey underside was omitted.

The cockpit interior became very dark grey (Revell 06, Anthracite), the rotor blades tar black (Revell 09). For some variety I painted the 19 round rocket launchers in olive drab while the 7 round launchers for the inner stations became very light grey, so that they’d be better visible.

 

The decals were improvised. The TNI-AD roundels and the Indonesian fin flashes came from the aforementioned TL Modellbau sheet, the tactical code on the nose and the tagline on the flank consist of single black letters. The serial number on the tail came from an Iranian F-4D Phantom II sheet from Model Scale. The only original decals are the small red tail rotor warning arrows.

After a light black ink washing, some post-panel-shading and an overall treatment with graphite to emphasize the kit’s fine, raised panel lines, the model was sealed with matt acrylic varnish and finally assembled.

 

+++ 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 Dassault/Dornier Alpha Jet is a light attack jet and advanced trainer aircraft co-manufactured by Dassault Aviation of France and Dornier Flugzeugwerke of Germany. It was developed specifically to perform the trainer and light attack missions, as well as to perform these duties more ideally than the first generation of jet trainers that preceded it.

Following a competition, a design submitted by a team comprising Breguet Aviation, Dassault Aviation, and Dornier Flugzeugwerke, initially designated as the TA501, was selected and subsequently produced as the Alpha Jet.

Both the French Air Force and German Air Force procured the Alpha Jet in large numbers, the former principally as a trainer aircraft and the latter choosing to use it as a light attack platform. In July 1978, Dassault signed an agreement with American aircraft manufacture Lockheed to market the Alpha Jet in the US market, the arrangement included provisions for Lockheed to manufacture the Alpha Jet under license. The Alpha Jet was considered as a candidate for the US Navy's VTXTS advanced trainer program, which was eventually won by the McDonnell Douglas T-45 Goshawk, a modified version of the Hawker Siddeley Hawk. Proposed modifications included undercarriage changes for nose-tow catapults and a stronger arrestor hook, as well as various US-sourced avionics and other equipment.

 

The Alpha Jet program remained prolific, though. During the early 1990s, the French Air Force investigated the “Alpha Jet 3” program, which involved installing a fully digital cockpit, a modernized communications suite, and a full navigation/attack and sensor training system.

 

Another development line was the Alpha Jet Lancier (Lancer), which would enable the trainer to act as a light, all-weather multi-purpose attack aircraft. The most obvious modification was the addition of an Anemone radar in an extended nose section with a radome, similar and shape and size of the Super Étendard’s nose section. The Anemone radar was an improved and very compact derivative of the Super Étendard’s Agave radar, weighing only a mere 60kg.

The Anemone would provide the weapon system (based on the developments for the Alpha Jet 3) with all the data required for firing air-to-sea AM39 missiles, and the data needed for air-to-ground fire control. It could also be used for aircraft self-protection, as it could also handle the fire control of air-to-air weapons.

Dassault had high hopes in export sales for the Alpha Jet Lancier (e. g. to Egypt, Qatar and Nigeria), but interest was lukewarm since the Alpha Jet was a design that had been superseded by more modern constructions, and its operation costs were relatively high.

However, in 1991, when the Alpha Jet Lancier was still on the drawing board, the French Aéronavale was looking for an advanced trainer that could also be used for carrier start and landing training – basically as a replacement for the outdated Fouga CM.175 Zéphyr. The Alpha Jet offered several benefits, including its two engines for improved operational security and the fact that the type had already been in use with the French Air Force, so that the maintenance infrastructure and experienced mechanics were readily available. Even the demand for a maritime variant could be quickly realized – thanks to the VTXTS engagement in the late Seventies.

 

The result was the so-called “Alpha Jet Lancier M”, which incorporated all the aforementioned elements. An order for 31 aircraft (one prototype plus 30 serial aircraft) was placed in early 1992. The prototype was ready in May 1993 and incorporated further changes like uprated engines (delivering 10% more thrust than the former Larzac turbofans used on the land-based variants) or foldable outer wing sections, a reinforced arrester hook and a fixed (but detachable refueling probe).

The landing gear was also modified for carrier operations, with a bigger spring deflection and a more rigid, twin-front wheel that also featured a launch hook.

 

The Anemone multi-mode radar was augmented by a lightweight Ferranti Type 105 laser rangefinder, mounted in a fairing under the port side cockpit flank, leaving space for an optional gun pod that could be carried under the fuselage. A Doppler radar for navigation purposes was added in a shallow fairing under the cockpit, too. Mission avionics were further enhanced by a helmet-mounted sight, improved cockpit displays, a datalink, and improved night vision goggles compatibility.

 

The Alpha Jet Lancier M’s most powerful weapon was the AS.39 Exocet missile. Two of these weapons (weighing 670 kg each) could be carried on the inner pylons, even typically only a single one was carried with a drop tank as counterbalance and range compensation on the opposite pylon.

The relatively compact missile is designed for attacking small- to medium-size warships (e. g. frigates, corvettes and destroyers), although multiple hits are effective against larger vessels, such as aircraft carriers. Its rocket motor, which is fueled by solid propellant, gives the Exocet a maximum range of 70 km (43 mi; 38 nmi). It is guided inertially in mid-flight and turns on active radar late in its flight to find and hit its target. As a countermeasure against air defense around the target, it maintains a very low altitude during ingress, staying one–two m above the sea surface. Due to the effect of the radar horizon, this means that the target may not detect an incoming attack until the missile is only 6,000 m from impact. This leaves little time for reaction and stimulated the design of close-in weapon systems (CIWS).

 

Trials of the Alpha Jet Lancier M prototype lasted until 1994, when serial production eventually started – just in time for the Zéphyr replacement, the trainer had been in service since 1960. The first machines arrived at the operational units in early 1995, though. Dassault still had high export hopes, but despite having an official operator now no further orders were coming forth – the Alpha Jet Lancier was simply too expensive. Plans for upgrading the land-based Alpha Jet fleet were also ultimately abandoned as being too expensive. In 1998, France's defense ministry examined prospective upgrades focused on the Alpha Jet's cockpit, such as the installation of a new Head-Up Display (HUD) and multifunction displays, though.

 

In June 2003, Dassault revealed its plans for an Alpha Jet upgrade to potentially meet the French Air Force's long term training requirements. This upgrade was similar to that which was performed for the Belgian Air Force's Alpha Jet fleet, involving the installation of a glass cockpit, increasing cockpit compatibility with frontline aircraft such as the Dassault Rafale and Dassault Mirage 2000, as well as a structural overhaul.

 

As a result of post-Cold War military cutbacks, Germany already elected to retire its own fleet of Alpha Jets in the 1990s and has re-sold many of these aircraft to both military and civilian operators. The Alpha Jet has been adopted by a number of air forces across the world and has also seen active combat use by some of these operators.

  

General characteristics:

Crew: two

Length: 13.23 m (43 ft 5 in)

Wingspan: 9.11 m (29 ft 10¾ in), folded:

Height: 4.19 m (13 ft 9 in)

Wing area: 17.50 m² (188.4 ft²)

Empty weight: 3,515 kg (7,750 lb)

Loaded weight: 5,000 kg (11,000 lb)

Max. takeoff weight: 7,500 kg (16,535 lb)

 

Powerplant:

2× SNECMA Turbomeca Larzac 04-H-20 non-afterburning turbofans,

delivering 4.12 kN of thrust (3,173 lbf) each

 

Performance:

Maximum speed: 1,000 km/h (540 kn, 621 mph) at sea level

Stall speed: 167 km/h (90 knots, 104 mph) (flaps and undercarriage down)

Combat radius: 610 km (329 nmi, 379 mi) lo-lo-lo profile with full ordnance

Ferry range: 2,940 km (1,586 nmi, 1,827 mi)

Service ceiling: 14,630 m (48,000 ft)

Rate of climb: 57 m/s (11,220 ft/min)

 

Armament:

1× optional 30 mm (1.18 in) GIAT 30/M791 autocannon with 125 rounds in a centerline pod

Four underwing hardpoints for a total load of 2,500 kg (5,506 lb), including up to six Matra rocket pods

with eighteen SNEB 68 mm rockets each or six CRV7 rocket pods with nineteen 70 mm rockets each;

Two AIM-9 Sidewinders or two Matra Magic IIs air-to-air missiles

Up to two AM.39 Exocet anti-ship missiles, or four AGM-65 Mavericks

or other TV-, laser or IR-guided Smart Weapons

   

The kit and its assembly:.

Another entry for the “Old Kit Group Build” at whatifmodelers.com, #4 to be precise. The basis for this conversion is the venerable Heller Alpha Jet in 1:72 scale from 1979, even though in a much more recent Revell re-boxing as a Belgian aircraft with a black/yellow/silver anniversary paint scheme.

Anyway, the moulds must have suffered a lot in the meantime, because the Revell offering comes with lots of flash, ugly ejector pin markings and even some sinkholes. I have built an old, original Heller kit a while ago, and this was much more crisp and defined!

 

However, the conversion of the kit was only cosmetic, including:

• A new, longer and more massive nose– actually the front end of a Tornado drop tank

• A completely new twin front wheel, including the well in the nose section

• Modified main landing gear with new wheels and a higher stance

• Engraved seams for the wings’ folding mechanism

• Appropriate ordnance, including…

- an Exocet missile (Academy Super Étendard)

- a drop tank (Academy OV-10 Bronco)

- a Barracuda 2 ECM pod and a Matra Phimat flare dispenser (Heller SEPECAT Jaguar)

• Some new antennae and pitots, and a more massive arrestor hook

• The laser rangefinder in its unusual (but correct!) fairing

• Some chaff/flare dispensers at the tail

 

Building the fuselage was no fun – nothing would fit, and the kit’s construction is really complicated. O.K., the Alpha Jet’s shape with its engine nacelles and the curved belly is complex, but the kit’s solution is far from perfect.

Another true weak point are the air intakes: they end after 3-4mm in a staggered, vertical wall. Really ugly, so I drilled the intakes open and moved the still necessary view blocker (black foamed styrene) a bit further back.

  

Painting and markings:

IMHO, the only potential operator for this fictional yet rather complex and expensive Alpha Jet variant would be France, and so the Lancier M ended up in the hands of the Aéronavale.

Consequently, I gave the aircraft a Nineties paint scheme inspired by the two-tone grey livery of the late Super Ètendard – also a bit of an unusual, yet familiar, touch. The basic colors I used are Humbrol 164 (Dark Sea Grey) and 165 (Medium Sea Grey), because I wanted to prevent a US look – and the frequently recommended tones of FS36118 and FS35237 are IMHO just wrong, Gunship Grey being too dark, and the grey blue being …simply much too bluish. The British tones work quite well, though, even though I still wonder about the “true” colors of this paint scheme?

 

The cockpit interior was painted in very dark grey (Humbrol 67) for some contrast to the outside, the landing gear wells and the struts became Aluminum (Humbrol 56), as well as the air intakes. The interior of the landing gear covers was painted in chrome yellow primer (Humbrol 81), for some more color contrast.

 

The Barracuda 2 pod was painted in dark green, while the chaff dispenser became dark grey – as a small color contrast to the grey aircraft. The Exocet missile became white with a light grey radome, according to the real thing, but as another disruption the single drop tank received the old Aéronavale scheme in dark bluish grey and white, together with a red tip (marking the flight the aircraft belongs to).

 

The decals come mostly from a Berna Decals aftermarket sheet for French Bréguet Alizés. The sheet features, among others, a late, dark grey aircraft, and this option provided the small roundels and the grey codes. Escadrille 59S was chosen, since it was available in the sheet (with the squadron’s emblem) and originally a unit for night/all-weather training, disbanded in early 1997.

  

A simple conversion, yet very thorough and surprisingly convincing. The Lancier’s longer and more massive nose changes the character of the sleek Alpha Jet a lot, and the grey-on-grey paint scheme with the toned-down markings adds a unusual touch to the normally much more colorful aircraft. The scheme looks very natural on the Alpha Jet, too.

+++ 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:

Slovenian contact with military aviation began during World War I, when the army and navy air services of Austria-Hungary conscripted large numbers of personnel from throughout the Empire. As the Empire began to collapse during 1918, Slovenian aircrew and ground crew switched their allegiance to the Kingdom of Serbs, Croats and Slovenes. Aircraft found on Slovenian territory were taken over by the Slovenian authorities and formed into a fledgling air arm. The new air arm was soon involved in the conflict with Austria over the border provinces of Carinthia and south Styria. Later in 1919, the Slovenian air units were absorbed into the Royal Yugoslav Air Force.

 

In 1968 a reserve volunteer force, the Teritorialna Obramba (Territorial Defence of the Socialist Republic of Slovenia), was established to defend local key locations in time of crisis. The Slovenian Territorial Defence HQ had a small auxiliary aviation unit stationed at Ljubljana-Polje airfield by 1969, when Government Factories Type 522 advanced trainers were being operated. These aircraft were borrowed from the Yugoslav Air Force and not owned by Slovenia. Slovenian Territorial Defence ceased to be a part of the Yugoslavian auxiliary forces on 21 June 1991, (four days prior of the proclamation of independence), when the Yugoslav army seized 12 Soko J-20 Kraguj aircraft from them.

 

On 28 June 1991 a Yugoslav Air Force Gazelle defected to Slovenia, providing the first helicopter for the Territorial Defence Force. During the war, it also was equipped with three ex-Police Bell 412s and an Agusta A-109A. On 9 June 1992 the Air Force Unit of the Slovenian Army was renamed into 15 Brigada Vojaskega Letalstva. The 15 Brigada was divided into two squadrons, one fixed-wing and one helicopter squadron, flying from two bases, Brnik airport and Cerklje ob Krki.

 

Slovenia’s independence and the aftershock of the war in Yugoslavia soon led to a major expansion of the Slovenian Air Force’s capabilities through the acquisition of 18 former East German MiG 21M and MF fighters, which had recently been retired as a consequence of the re-unification of Germany and the dissolution of the NVA-LSK. As armament, Wympel R-60 (NATO reporting name AA-8 “Aphid") IR-guided short range AAMs were bought from German surplus stock, too.

 

The machines were disassembled and transported by train to Romania in 1995, where 12 of them were re-built and outfitted with modern avionics from Israel, bringing them more or less to the Romanian Air Force’s “Lancer C” standard and capable of carrying Western weapons like the AIM-9 Sidewinder or the Rafael Python (even though the Wympel R-60, also procured from ex-East German stocks, was the interceptor’s prime weapon. The rest of the airframes were kept as spares and for potential replacements.

 

In Slovenian service, the MiG-21 became, under the newly introduced military serial number system, designated “L21” (L for Letalska = Aircraft). The first machines were delivered in 1996 and exclusively operated as interceptors. In this role, they were allocated to the newly founded Slovenian Air Force’s interceptor squadron, which was at that time still part of the 15 Brigada. In 1997, this new unit made its first deployment outside of the country: two aircraft were sent to the Mildenhall Air Fete in the UK.

 

When Slovenia joined NATO in 2004, the country took over most of the responsibility for protecting Slovenian airspace from other NATO units, even though foreign forces’ deployments were still frequent. In order to prolong the L21’s service life and ensure interoperability with friendly, foreign forces, the Slovenian Fishbed fleet was overhauled and updated by Aerostar in Romania in 2003 with NATO-compatible avionics (primarily communication and IFF systems), similar to the Croatian Air Force’s MiG-21BisD/UMD standard.

 

On 8 November 2004 the 15 Brigada was officially disbanded, and four new units were formed in its place: the 15 Helicopter Battalion, the Air Force School, the Air Force Base and the Interceptor Squadron.

 

The 151st Rotary Wing Squadron is located at the Brnik air base and the unit is equipped with eight Bell 412 helicopters as well as four AS-532 Cougar helicopters. The unit’s duties are to organize training courses for pilots and technical staff, to organize search and rescue missions and operate within the System of Civil Protection, Help and Rescue, to secure cargo transportation to mountain areas, to extinguish fires, and to provide air support for SAF units.

The Air Force Military School is located at the Cerklje ob Krki air base. The school conducts the basic and advance training programs for future air force pilots in two Zlin 142L and eight Zlin 242L planes and four Bell 206 Jet Ranger helicopters, organizes practices for air force pilots, provides fire support, and carries out various tasks for other branches of the armed forces by using the two PC-9 and nine PC-9M planes. A part of the Air Force Military School is also the parachute squad, located at the Brnik air base, which organizes basic and advanced parachute training for SAF members.

The Air Force Base, located at the Cerklje ob Krki air base and designated 152nd Fixed Wing Squadron, carries out logistic support, such as fuel supply. The unit is equipped with two PC-6 planes and one L-410 plane. The Air Force Base unites the air supply squad and the technical support unit whose main tasks are to plan and conduct the second stage of aircraft maintenance, carry out technical personnel training, update aircraft documentation, etc.

 

Finally, Cerklje ob Krki also became the home of the country’s sole jet fighter squadron, officially the 154th Fixed Wing Squadron, but semi-officially and more commonly dubbed “Letalska Lovec Eskadrila” (= Interceptor Squadron). From Cerklje ob Krki, the Slovenian Air Force conducts airspace patrols in close collaboration with and support from Italian and Hungarian air forces, since the Slovenian fleet of twelve L21s is not big enough to ensure an independent 24/7 fulfillment of this task.

 

In 2014 the Slovenian MiG-21s were refurbished again, after two of the original machines had been lost in accidents. They were replaced with material from the mothballed airframe stock and the L21 fleet will probably remain in active use until 2019/2020, when they will be replaced by a new 4th generation fighter – candidates are F-16C/Ds, bought from US surplus stocks, or leased Saab Gripen (JAS 39C), similar to the Czech and Hungarian Air Force.

  

General characteristics:

Crew: 1

Length: 15.76 m (51 ft 7½ in) incl. pitot

Wingspan: 7.15 m (23 ft 6 in)

Height: 4.13 m (13 ft 6½ in)

Wing area: 23.0 m² (247.3 ft²)

Empty weight: 6,000 kg (13,215 lb)

Gross weight: 8,200 kg (18,060 lb)

Max. TOW: 9,400 kg (20,700 lb)

 

Powerplant:

1× Tumansky R-13-300 turbojet, rated at 40,30 kN (9,040 lbf) dry thrust

and 60,70 kN (13,650 lbf) with afterburner

Performance:

Maximum speed: 2,230 km/h (1,385 mph/1,205 kts) at 11.000 m

1,300 km/h (807 mph/702 kts) at sea level

Cruising speed: 1,200 km/h (745 mph/650 kts)

Landing speed: 350 km/h (217 mph/190 kts)

Range: (internal fuel) 1,210 km (751 miles)

Combat radius with two AAMs and three drop tanks: 465 ml (750 km)

Service ceiling: 19,000 m (62,200 ft)

Rate of climb: 180 m/s (35,375 ft/min)

Thrust-to-weight ration: 1.03 maximum

 

Armament:

1x internal 23 mm GSh-23 cannon with 200 rounds

5x hardpoints for a wide range of ordnance of up to 3.310 lb (1.500 kg);

Typically, the Slowenian L21 carried a pair of Wympel R-60 IR-guided short range AAMs

and 1-3 supersonic PTB-490 drop tanks.

   

The kit and its assembly:

A relatively simple project, just a cosmetic whif. It is actually based on a CG skin, created by user “Thor77” and posted at digitalcombatsimulator.com, upon which I came across when I was browsing for the Slovenian Air Force’s current paint scheme and information concerning its colors. Among several whiffy creations (including an A-10 and a Mirage 2000) there was a MiG-21MF, and it caught my attention because it appeared very plausible. Since I was curious about the “new” Kopro MiG-21 with modernized molds from the company’s era under the KP label, I used this inspiration for a build.

 

The vintage KP MiG-21MF was/is actually a very good model of the aircraft, even though the production finish has never been very good and the original kit came with raised surface details, (lots of) flash and sinkholes here and there.

In order to see how the modernized Kopro kit compares, it was built mostly OOB with just minor changes or additions (air scoops, antennae, canopy cut into two pieces for display).

The “new” kit is really nice – its sprues and parts are virtually identical with the old KP molds, and you still get raised panel lines, what might let certain people wrinkle their noses. But these details are very fine and crisp, no more sinkholes - but there’s still a lot of flash that calls for careful and thorough cleaning. And even though the fuselage halves did not match properly (one half turned out to be 0.5mm wider than the other), the Kopro kit is a noticeable step forward and IMHO the best of the many incarnations of this MiG-21MF kit that I have come across so far. It reminds me very much of a classic Heller kit! Just with flash, though.

 

The ordnance consists of a PTB-490 drop tank (OOB) on the ventral hardpoint, and I gave the Slovenian MiG-21, inspired by Croatian machines, an armament consisting of R-60 AAMs carried on the inner underwing pylons. As a personal twist, however, I increase the missile number to four (all of them taken from an ESCI Ka-34 “Hokum” kit) on double pylons, inspired by real world NVA-LSK equipment. The new launch rails were scratched from styrene profile material.

  

Painting and markings:

Well, the original reason for this build was the pretty unique paint scheme of Slovenian military aircraft: a rather murky three-tone camouflage, consisting of a deep red brown, forest green and a dull olive green, paired with light grey undersides. This does not sound spectacular, but, like the Austrian two-tone green scheme, it is pretty characteristic.

 

My build was inspired by a concrete flight simulator skin, but I did not adopt this CG pattern because it looked too “simple” for my personal taste, with only a few bands of different colors that were also extended at right angles from the fuselage onto the wings. Instead, the applied scheme is a personal, more sophisticated guesstimate, based primarily on Slovenian PC-6 transport aircraft and on PC-9 trainers.

 

My choice for the basic colors fell on Humbrol 170 (Brown Bess), 195 (Satin Dark Green, actually RAL 6020; Chromoxidgrün) and Modelmaster 2015 (Faded Olive Drab), plus Humbrol 129 (FS 36440) for the undersides. The Faded Olive Drab tone turned out to be too light, but I stuck with it since I found the bigger contrast between the upper colors to be quite attractive.

A black anti glare panel was added in front of the cockpit and, instead of the classic bright green, the air intake shock cone became black, too – inspired by the CG benchmark. Other dielectric panels were painted very dark grey, or in the case of the fin, in a slightly different brown tone, matching the surrounding camouflage.

 

The cockpit interior was painted in an individually mixed greenish-blue tone (great contrast to the murky exterior!), with some dashboards in medium grey.

The landing gear wells were painted in zinc chromate yellow (Humbrol 81), while the legs became light grey (Humbrol 167, Barley Grey) and the wheel discs bright green (Humbrol 2).

 

The markings come mostly from a very nice Blue Rider Publications sheet for various aircraft in Slovenian and Macedonian service. The booklet that comes with it yields some valuable information about other markings – e.g. the fact, that most Slovenian military aircraft carry city names and their respective crests. While I had to rely on the sheet’s material for this detail, I adopted it for my L21, and my choice fell on the town of Celje, primarily because of its blue and yellow crest.

 

+++ 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:

Immediately after the 1989 Velvet Revolution, the Czech president Václav Havel declared a de-mobilization of the Czech defense industry. Nevertheless, after the dissolution of the Soviet Union in 1991, the Czech company Aero Vodochody continued developing the basic L-39 Albatros design with a view toward greater export. The resulting L-39MS, later re-designed as L-59 Super Albatros, featured a more powerful turbofan engine, advanced avionics, and has been bought in quantity by Egypt and Tunisia. In 1993, a group of Czech military experts launched a project of production of a modern domestic fighter to replace the obsolete Soviet aircraft. Since the proposed Aero L-X supersonic fighter development proved to be financially demanding (up to US$2 billion), the less costly L-159 subsonic attack aircraft was approved for procurement instead.

 

Conducted between the years 1994 and 1997, the technical development of L-159 ALCA (Advanced Light Combat Aircraft) in Aero Vodochody consisted primarily of building one L-159 two-seat prototype based on the L-59 airframe, utilizing western engine, avionics and weapon systems, with Rockwell Collins (eventually Boeing) as the avionics integrator.

 

The L-159 ALCA was designed for the principal role of light combat aircraft (single-seat L-159A variant) or light attack jet and advanced/lead-in fighter trainer (two-seat L-159B and T variants). The design of the L-159 was derived from the L-39/59 in terms of aerodynamic configuration, but a number of changes were made to improve its combat capabilities. These included strengthening of the airframe, reinforcing of the cockpit with composite and ceramic ballistic armor and enlargement of the aircraft's nose to accommodate a radar. Compared to the L-59, number of underwing pylons was increased from four to six, and a new hardpoint under the fuselage was added instead of a fixed GSh-23L cannon in an external fairing. The aircraft was capable of carrying external loads up to 2,340 kg, ranging from unguided bombs and rocket pods to air-to-ground and air-to-air guided missiles or special devices to conduct aerial reconnaissance or electronic warfare. Guided precision ordnance like laser-guided glide bombs could be carried, too, thanks to the aircraft’s ability to carry respective targeting equipment, for example the AN/AAQ-28(V) LITENING pod.

 

The L-159 was powered by the non-afterburning Honeywell/ITEC F124-GA-100 turbofan engine with a maximum thrust of 28 kN. Almost 2,000 litres of fuel was stored in eight internal tanks (six in the fuselage, two at the wingtips) with up to four external drop tanks (two 500 L and two 350 L tanks) carried under the inner wings.

The lightly armored cockpit was equipped with a VS-2B ejection seat, capable of catapulting the pilot at a zero flight level and at zero speed. The aircraft's avionics based on the MIL-STD-1553 databus include a Selex Navigation and Attack Suite, Ring Laser Gyro based Inertial Navigation System (INS) and Global Positioning System (GPS). Flight data was displayed both at the FV-3000 head-up display (HUD) and on two multi-function displays (MFD). Communications were provided by a pair of Collins ARC-182 transceivers. Self-protection of the L-159 was ensured by a Sky Guardian 200 radar warning receiver (RWR) and Vinten Vicon 78 Series 455 chaff and flare dispensers. L-159A and T2 variants were equipped with the lightweight Italian FIAR Grifo L multi-mode Doppler radar for all-weather, day and night operations.

The maiden flight of the first L-159 prototype occurred on 2 August 1997 with a two-seat version. On 18 August 1998, the single-seat L-159A prototype first flew; it was completed to Czech customer specifications. 10 April 2000 marked the first delivery of L-159A to the Czech Air Force and the type was marketed for export.

 

One of the type’s foreign operators became the young Republic of Catalonia, which had declared independence from Spain in 2017. The Catalan independence movement already began in 1922, when Francesc Macià founded the political party Estat Català (Catalan State), but the modern independence movement began and gained serious momentum in 2010, when the Constitutional Court of Spain ruled that some of the articles of the 2006 Statute of Autonomy - which had been agreed with the Spanish government and passed by a referendum in Catalonia - were unconstitutional, and others were to be interpreted restrictively. Popular protest against this decision quickly turned into demands for independence. Starting with the town of Arenys de Munt, over 550 municipalities in Catalonia held symbolic referendums on independence between 2009 and 2011. All of the towns returned a high "yes" vote, with a turnout of around 30% of those eligible to vote. A 2010 protest demonstration against the court's decision, organized by the cultural organization Òmnium Cultural, was attended by over a million people. The popular movement fed upwards to the politicians; a second mass protest on 11 September 2012 (the National Day of Catalonia) explicitly called on the Catalan government to begin the process towards independence. Catalan president Artur Mas called a snap general election, which resulted in a pro-independence majority for the first time in the region's history. The new parliament adopted the Catalan Sovereignty Declaration in early 2013, asserting that the Catalan people had the right to decide their own political future.

 

After three more troublesome years and constant strife for independence from Spain, the Catalonian president Carles Puigdemont eventually announced a binding referendum on the topic. Although deemed illegal by the Spanish government and the Constitutional Court, the referendum was held on 1 October 2017. In a vote where the anti-independence parties called for non-participation, results showed a 90% vote in favor of independence, with a turnout of 43%. Based on this result, on 27 October 2017 the Parliament of Catalonia approved a resolution unilaterally creating an independent Republic.

 

This event was also the rather sudden birth of the Catalonian armed forces. Esp. the nascent air force, called Guàrdies Aèries de la República Catalana (GARC, Republic of Catalonia Air Guard), faced serious trouble, since Spain refused any assistance. Furthermore, there were no former Spanish military air bases in the region that could be taken, and any equipment and infrastructure had to be procured from scratch and on short notice.

 

In the wake of this hasted start, the L-159s became part of the GARC’s initial mixed bag of flying low-budget equipment. They were 2nd hand machines, bought from EADS-CASA of Spain and mothballed since 2012 after a barter deal with the Czech Republic: In 2009, EADS had exchanged with the CzAF four CASA C-295 transporters for three L-159As, two L-159T1s and 130 million Euros. These aircraft were still in EADS inventory in late 2017, even though grounded and taken out of service since 2012, because the operations of this small fleet as chasing aircraft were expensive and no buyer could be found in the meantime.

 

However, in 2018 the company sold them, under indirect pressure from NATO, to the Catalonian government at a “symbolic”, yet unspecified, price. This small fleet was soon augmented by five more L-159As and ten L-159T1s which were directly procured from the Czech Republic in 2019. These aircraft formed the initial, small backbone of the young country’s air defense, armed with AIM-9 Sidewinders (AIM-120 AMRAAM was possible, to, but not procured due to severe budget restraints) and Mauser BK-27 cannon in conformal pods. Since no military airfields with a suitable infrastructure for jet aircraft were available for the GARC at the time of their purchase and introduction, the L-159s were initially based at two public regional airports: at Reus, in the proximity of Tarragona at the Mediterranean coast, and at Girona in the country’s north, where airfield sections were separated of the military operations.

  

General characteristics:

Crew: one

Length: 12.72 m (41 ft 8¾ in)

Wingspan: 9.54 m (31 ft 3½ in)

Height: 4.87 m (16 ft)

Wing area: 18.80 m² (202.4 ft²)

Airfoil: NACA 64A-012

Aspect ratio: 4.8:1

Empty weight: 4,350 kg (9,590 lb)

Max. takeoff weight: 8,000 kg (17,637 lb)

 

Powerplant:

1× Honeywell F124-GA-100 turbofan, delivering 28.2 kN (6,330 lbf) thrust

 

Performance:

Never exceed speed: 960 km/h (518 knots, 596 mph)

Maximum speed: 936 km/h (505 knots, 581 mph) at sea level, clean

Stall speed: 185 km/h (100 knots, 115 mph)

Range: 1,570 km (848 nmi, 975 mi) max internal fuel

Combat radius: 565 km (305 nmi, 351 mi) lo-lo-lo, with a gun pod, 2× Mark 82 bombs, 2× AIM-9

Sidewinder and 2× 500 L drop tanks

Service ceiling: 13,200 m (43,300 ft)

Rate of climb: 62 m/s (12,220 ft/min)

 

Armament:

7Í hardpoints in total, 3 under each wing (outer pylons only for AAMs) and 1 under the fuselage,

holding up to 2,340 kg (5,159 lb) of ordnance

  

The kit and its assembly:

This model was spawned by a grain of truth: as mentioned in the background, EADS Spain had actually bought a few L-159s in 2009 from the CzAF in exchange for transporters, and together with the ongoing plans of an independent Catalonia I merged both into this ALCA single seater for the fictional Republic of Catalonia Air Guard.

 

The kit is the relatively new KP L-159. This is basically a nice model, but the kit has some severe flaws (see below). The model was basically built OOB, I just added AIM-9L Sidewinders and their respective launch rails as external ordnance on the outermost underwing hardpoints. Since I did not find the standard gun pod (a ZVI PL-20 Plamen pod with 2×20 mm guns) suitable, I decided to give the GARC aircraft a heavier, Western weapon in the form of a Mauser BK-27 (the same weapon used onboard of the Panavia Tornado or the Saab Gripen) in a conformal cannon pod under the fuselage. This piece was taken and adapted from a Heller Alpha Jet. Its shape perfectly fitted between the two ventral air brakes.

 

Concerning the kit itself, the build turned out to be a medium nightmare. The kit looked promising in the box, with fine engravings, but nothing fits well. There are no locator pins, you have (massive) ejection marks almost everywhere, and the parts’ attachment points to the sprues protrude into the parts themselves, so there’s a lot to clean up. At least there are no sinkholes.

Upon assembly, the cockpit tub – nicely detailed – would not fit into the fuselage at all and ended up in an oblique position (hidden through a pilot figure from the scrap box and a re-mounted avionics fairing in the rear cockpit). The air intakes left me guessing, too: while the edges are crisp and thin, the overall fit with the fuselage and the orientation of the parts had to be guesstimated, plus a mediocre fit, too. The instructions are not very helpful, either. I am quite disappointed and tried to make the best of the situation.

  

Painting and markings:

Much more thought was put into the model’s looks. What camouflage should such an aircraft carry? And I had to invent roundels/markings for a Catalonian air force aircraft, too.

 

Since the Catalonian L-159s were multi-purpose aircraft, yet primarily tasked with air space defense, I opted for an subdued air superiority scheme instead of a tactical low-level camouflage. Furthermore, the camouflage was supposed to be suited for a mountainous landscape (Pyrenees), relatively flat and dry land and also to open sea. This was a good opportunity to give a model the Greek “Ghost” scheme: a three-tone wraparound scheme consisting of FS 36307 (Light Sea Grey), 36251 (Aggressor Grey) and 35237 (Medium Grey, but actually a rather greyish blue). The pattern was adapted from Hellenic F-16s. I think it’s a good compromise, and it suits the ALCA well.

 

The national markings caused more headaches. I was looking for something that would not look like the Spanish roundel, but still reflect the Catalonian indpendence flag and – most important – I wanted to be able to create it from stock material (not printing them at home), with the option to replicate it on potential future builds.

In the end and after long safaris through my spare decal repository, I came up with a round marking. It consists of an Ukrainian roundel with a relatively thin outer yellow ring (from a Begemot MiG-29 sheet), placed on top of a Hinomaru, so that a thin, red outer ring was added. Onto the central, blue disc a white star (from a TL Modellbau sheet with US Army markings) was added. I think that this looks original enough?

There was a problem, though… In my first attempt to apply this construction, the roundels turned out to be VERY large overall. While the design itself looked O.K. (despite reminding of Captain America somehow), this looked ridiculous, esp. on an aircraft with a wraparound low-viz paint scheme. I was not satisfied, so I heavy-heartedly ripped the decals off again (using adhesive tape, works like a charm) and tried it again, in a smaller version.

Hinomaru became the basis once more, even though smaller, and then die-punched discs in yellow and blue (from generic decal sheet) were added, and finally small white stars again, one size smaller than during the first attempt. While this is still colorful and stands out from the grey background, the second attempt looked much more balanced now, and I stuck with it.

 

In order to add more flavor, I added Catalonian fin flashes and squadron emblems on the nose, depicting the “burro”, the Catalonian donkey which has become a kind of unofficial regional symbol as a kind of anti-mascot to the Spanish bull. These markings/decals were printed at home on white sheet.

 

The tactical codes were based on the Spanish system. The Spanish Air Force has its own alphanumeric system for identifying aircraft: This forms a prefix to the airframe serial number, usually marked on the tail. C means cazabombardero (fighter bomber); A, ataque (attack); P, patrulla (patrol); T, transporte (transport); E, enseñanza (training); D, search and rescue; H, helicopter; K, tanker; V, Vertical Take Off and Landing (VTOL); and U, utility. An example would be that the F-18 with "C.15-08" on the tail is the fifteenth type of fighter that arrived in the Spanish Air Force (the Eurofighter is the C.16) and is the eighth example of this type to enter the SAF. On the nose or fuselage, the aircraft has a numeral specific to the unit in which it is based.

 

Variants of planes in service, for example two-seater versions or tanker versions of transports planes, add another letter to differentiate their function, and have their own sequence of serial numbers separate from the primary versions. Example: "CE.15-02" will be the second F-18 two-seater (Fighter Trainer) delivered to the SAF. In addition, the aircraft used by the Spanish Air Force usually carry a code consisting of one or two digits followed by a dash and two numbers, painted on the nose or fuselage. The first number corresponds to the unit to which they belong, and the second the order in which they entered service. Example: the fourth F-18 arriving at Ala 12 will have on the nose the code "12-04". Those codes do change when the aircraft is re-allocated to a different unit. Quite complicated…

 

This led to the tactical code “2-03”, for the 3rd aircraft allocated to the 2nd fighter squadron, and “C.1-03” as individual registration as the 3rd aircraft of the 1st fighter type in Catalonian service. All codes were puzzled together with single black letters and numbers from TL Modellbau in 3 and 5mm size.

 

Finally, the kit was sealed with matt acrylic varnish.

I spotted the sign for the church from a nearby crossroads, I don't seem to recall the name, so we take the turning and drive across the fields.

 

The road came to a 90 degree bend, and from out of the corner of my eye, I spot a gravestone and a glimpse of a tower.

 

I park dangerously near to the corner, there was no where else really, but then the road wasn't busy, so should be alright.

 

The exterior of the church looked modern and not at all promising, it seemed to have been coated, skimmed, in something like concrete, giving the feeling of a village hall.

 

Inside it was a delight, clearly an ancient building, recesses in the east wall showing where the original windows had sat, now replaced, and above, sturdy roof kept up by large kingposts.

 

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The land between the North Downs and the north Kent marshes was once wealthy through agriculture and country estates grew as hubs of thriving communities. One such was Badlesmere which gave its name to a family whose peak of power occurred in the early fourteenth century. Their fall was almost as quick as their rise, the family falling foul of political intrigues in the reign of Edward II. They would have known the tiny church of St Leonard, although its character is now an unusual hybrid of medieval woodwork, box pews from the time of Jane Austen and stained glass of the present time. There is fine Royal Arms of George I and a hatchment to the First Earl Sondes. By far the most important furnishings are the medieval bench ends to be found in the chancel. One shows the frequently illustrated carving of the Trinity, represented by a triangle. The two west windows by Frederick W. Cole represent St Francis of Assisi and The Sower. Apart from that the church is very simple - just nave and chancel, and so beautifully cared for that it is obviously a building which excites great passion. Indeed it should do, for as the north Kent corridor gets ever covered with concrete, it is little pockets like this bring us closer to our ancestors.

 

www.kentchurches.info/church.asp?p=Badlesmere

 

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BADLESMERE.

THE next adjoining parish to Leveland, still further eastward, is Badlesmere, usually called Basmere.

 

It is a parish but little frequented, and with hardly any thoroughfare, lying on the opposite side of the high road from Faversham to Ashford, which runs along its western boundaries; it is situated about six miles from the former, mostly on high ground, the soil of it in this part of it is tolerable good and level, much like the part of Leveland adjoining to it, but the eastern side of the parish is very hilly and chalky, a poor soil covered with flints, a very forlorn rough country, with much woodland in it. At a field's distance from the above road stands the court-lodge, called Basmerecourt, a mean farm-house, with the church almost adjoining to it northward.

 

In the next field south-eastward of the church, the foundations of the antient seat of the Badlesmeres are easily traced out, by the different colours of the corn, and from the number of apartments in it appears to have been a very large and noble mansion; among them is a large pond, called the Cellar pond, which, as its name implies, was no doubt the place where the cellars of this seat were formerly. At the south-west extremity of the parish is Basmere-lees, over which the Ashford road passes. There are several houses round it, those on the north-east side only, one of which is the parsonage, are in this parish, the rest being in those of Leveland and Sheldwich.

 

A fair is held here on St. Leonard's day, now by the alteration of the stile on Nov. 17, yearly.

 

Sir Thomas Randolph, an eminent statesman in queen Elizabeth's reign, son of Avery Randolph, of Badlesmere, was born in this parish in 1523, and was much favored and distinguished by the queen, being employed in no less than eighteen different embassies. He died in 1590, and was buried in St. Peter's church, Paul's wharf, in London, leaving a numerous issue by one of his wives, a sister of Sir Francis Walsingham. (fn. 1)

 

BARTHOLOMEW DE BADLESMERE was by writ summoned to parliament, in the 3d year of king Edward II. among the barons of this realm, by the title of Bartholomew de Badlesmere, of Badlesmere, chevalier. This barony, by the death of Giles, lord Badlesmere, his son, s. p. devolved by the marriage of Maud, the eldest of his four sisters and coheirs, to John de Vere, earl of Oxford, and it continued in his descendants down to John de Vere, the fourteenth earl of Oxford, and baron of Badlesmere in king Henry the VIIIth.'s reign, who dying s. p. the earldom descended to the heir male of the Vere's, but the barony of Badlesmere descended to the three sisters of the earl John last-mentioned, viz. Ursula, married to George Windsor, and afterwards to Edward Knightly, of Northamptonshire; Dorothy to John Nevil, lord Latimer, and Elizabeth to Sir Anthony Wingfield, but this dignity being entire, and not divisable, they became incapable of it, otherwise than by gift from the crown, and it in strictness of law reverted to, and was in the king's disposition, but the crown seemingly dispensed with this, for the four several earls of Oxford successively after this, assumed and used among their titles, that of baron of Badlesmere. At length, after the death of Henry, earl of Oxford, and baron of Badlesmere, in 1625, there arose a dispute concerning these titles, which was in 1626, by solemn adjudication of parliament, determined, that the earldom belonged to the heir male of the Vere's, and that the barony of Badlesmere was wholly vested in the king to dispose of at his pleasure, which judgment the king approved of, at which time the office of great chamberlain of England, which had for so many descents been vested in the Vere's, earls of Oxford, was claimed by Robert de Vere, earl of Oxford, as heir male, and by Robert, lord Willoughby, of Eresby, as heir-general, and by the adjudication of the house of lords, though the earldom was adjudged to the heir male, yet the office of chamberlain was adjudged to the lord Willoughby. (fn. 2)

 

THIS PLACE, in the 15th year of the reign of William the Conqueror, was part of the possessions of Odo, bishop of Baieux, the king's half-brother, accordingly it is thus entered, under the general title of that prelate's lands, in the survey of Domesday, taken about that time:

 

The same Anfrid holds of the bishop (of Baieux) Badelesmere. It was taxed at one suling. The arable land is two carucates and an half. In demesne there is one, and ten villeins, having one carucate and an half. There is a church, and two servants, and a fishery of twelve-pence. Wood for the pannage of four hogs. In the time of king Edward the Confessor, it was worth sixty shillings, and afterwards sixty shillings, now four pounds. The abbot of St. Augustine's claimed this manor, because he had it in the time of king Edward the Confessor, and the hundred witnessed for him, but the son of the tenant said, his father could turn himself over wherever he would, and this the monks did not deny.

 

Four years after this, the bishop of Baieux fell into disgrace, and the king seized on this estate among the rest of his possessions.

 

After which the manor of Badlesmere was granted by the king to Hamo de Crevequer, and together with other lands made up the barony of Crevequer, as it was called, being held of the king in capite by barony, as of his castle of Dover, for the desence of which he was bound by his tenure. (fn. 3)

 

Of his heirs this manor was held by the eminent family of Badlesmere, who took their surname from their possessing it. Guncelin de Badlesmere, with his brother Ralph, accompanied king Richard I. to the siege of Acon, in Palestine. Guncelin de Badlesmere held this manor, 2s before-mentioned, in the reign of king John, and was a justice itinerant, as was his brother Giles de Badlesmere, who was slain in a conflict with the Welsh in the 43d year of Henry III. anno 1248. The former left one son Bartholomew, and two daughters, Joane, married to John de Northwood, and another to John de Coningsby.

 

Bartholomew de Badlesmere afterwards possessed this manor, and on his death was succeeded in it by his son Guncelin, who was chief justice of Chester in the 2d year of Edward I. He died in the 29th year of that reign, and was buried in Badlesmere church, where his effigies lying cross-legged, cut in wood, was remaining in Philipott's time, then holding this manor of the king in capite, as of the barony of Crevequer, by knight's service, and paying to the ward of Dover castle, and making suit to the king's court of Ledes. He left by Margaret his wife, heir of Ralph Fitzbernard, one son Bartholomew de Badlesmere, who from the greatness of his wealth and possessions, afterwards acquired the title of the rich lord Badlesmere of Ledes, of which castle, in the 5th year of Edward II. he was appointed constable, and obtained a grant in see of the castle and manor of Chilham, among other lands; after which, in the 9th year of that reign, he obtained several more grants of lands, and a special charter of liberties within his manors, and free-warren in all his demesne lands in this manor of Badlesmere among others; in the 11th year of Edward II. he was once more made governor of Ledes-castle, two years after which he obtained the king's licence to found a priory within his manor here, which was held in capite, for canons regular; and that he might, of the demesnes of the manor, grant to them twenty-four acres, to be possessed by them in pure and perpetual alms, for their inhabiting and building there a church, and other buildings, with a non-obstante to the statute of mortmain. But by the troubles which immediately after this ensued to the lord Badlesmere, nothing further was done towards it till the 4th year of Edward III. when the king confirmed this endowment, together with the advowsons of this church of Badlesmere, with those of Whitstaple, Redlingweld, Old Romney, Northfield, and Charleton, in this county; Northmyms, in Hertfordshire, and Luddington, in Huntingdonshire; notwithstanding which, it appears by their afterwards continuing in the possession of lay proprietors, and by no further mention being to be found of this priory, that the design of erecting it fell to the ground, and that nothing further was afterwards done towards it. The year after king Edward the IId.'s granting this licence to Bartholomew de Badlesmere, he was constituted governor of Tunbridge castle, and having been for several years steward of the king's houshold, he had, in reward for his services, the grant of the castle of Ledes in fee, in exchange for other lands which he had purchased.

 

But this great and powerful baron, after having had such continual favors heaped on him, and having been summoned to parliament till the 14th year of that reign, then withdrew his allegiance, and joined with the earl of Lancaster and the other discontented barons; for which he had a full pardon granted next year, but within a small time afterwards, queen Isabel being denied entrance into his castle of Ledes, the king became highly incensed against him, and immediately besieged and took it, with Margaret his wife, Giles his infant son, and all his children in it, who were sent prisoners to the Tower, and all his lands were seized into the king's hands. (fn. 4) After which, flying into the north, and being overtaken at Burrowbridge, he received a total defeat, and being sent to Canterbury, was hanged at the gallows of Blean, near that city, and his head being cut off, was set on a pole at Burgate, and his body buried in the White Friars church, in that city. The Badlesmeres bore for their arms, Azure, a sess between two gemelles, gules; which coat was afterwards quartered by the Veres, earls of Oxford, Manners's, dukes of Rutland, the lord Scroope, Nevill lord Latimer, the lord Wentworth of Nettlested, and other noble families.

 

The inquisition of his lands was not taken till the 2d year of Edward III. when the king directed his writs to the several sheriffs of Kent, and many other counties, (by which the wide extent of his possessions in different parts of the kingdom may be seen) (fn. 5) to restore to Margaret his widow, all manors, lands, &c. forfeited in those counties, &c. By this it appears that he died possessed, among others, of this manor of Badlesmere, leaving by Margaret his wife, sister and coheir of Richard de Clare, who survived him, and died anno 5 Edward III. a son Giles, and four daughters, Maud, married first to Roger Fitzpain, and secondly to John de Vere, earl of Oxford; Margery to William, lord Roos, and afterwards to Sir Thomas Arundel; Elizabeth first to Edmund Mortimer, and secondly to William Bohun, earl of Northampton; and Margaret to Sir John Tibetot.

 

Giles de Badlesmere, the son, the process and judgment against his father having been reversed, had his manors and lands restored to him, and having been much trusted and employed by the king in his wars, and having received summons to parliament, he died s. p. in the latter of them, and was buried near his father in the same church, being then possessed of this manor, and leaving his four sisters his coheirs; upon the division of their inheritance, this manor among others was assigned to Maud, the eldest sister, wife of John de Vere, earl of Oxford, who in her right became possessed of it, and he accordingly paid aid for it, in the 20th year of Edward III. He was descended of a family which took its name from the town of Vere, in Zealand, where they had flourished as earls of Guisne for several generations, of whom Alberic, or Aubrey de Vere, came over into England with William the Conqueror, as appears by the roll of Battle-abbey, and was rewarded by him with divers lordships, which are recorded in Domesday. After which he married Beatrix, the Conqueror's sister. (fn. 6) They bore for their arms, Gules, and or, in the first quarter, a mullet, argent; which arms are in several places on the roof of the cloysters, and in the windows of the cathedral of Canterbury.

 

He was a nobleman of high courage, and performed great and exemplary services in the wars in France, during which he died in the English army encamped before Rheims, anno 34 Edward III.

 

In his descendants, earls of Oxford, and barons of Badlesmere likewise, by their descent from Maud, the sister and coheir of Giles, lord Badlesmere, beforementioned, men illustrious not only from their high birth and alliances, but from the noble actions they performed, and the highest offices of state which they held from time to time, among which was the hereditary office of lord chamberlain, this manor continued down to John, earl of Oxford and baron of Badlesmere, who in king Henry the VIth.'s reign, being firmly attached to the house of Lancaster, was, on Edward IV. attaining the crown, attainted in parliament, being then far advanced in years, and with Aubrey his eldest son, afterwards beheaded on Tower-hill. (fn. 7) By this act of attainder the manor of Badlesmere became vested in the crown, and it appears to have been granted by the king next year, being the second of his reign, to Richard, duke of Gloucester, his uncle, on whose obtaining the crown by the title of king Richard III. it became part of the royal possessions. After which the king having in his first year, constituted John Howard, duke of Norfolk, lord high admiral, granted to him, among many others, in special tail, the manor of Badlesmere; but the duke did not long enjoy those great possessions, for next year he was slain, with the king, at the battle of Bosworth, on August 22, 1485, from whence he was conveyed to Thetford, and there buried, after which he was attainted in parliament, in the 1st year of the next reign of Henry VII. (fn. 8)

 

After which the manor of Badlesmere having been granted in special tail as before-mentioned, came into the possession of the duke's only son and heir Thomas Howard, earl of Surry, who after having been confined in the tower for near four years, was in the 4th year of that reign restored in parliament to the title of earl of Surry, and wholly to the king's favor, and having served him with great honor and fidelity, he had, in the 22d of that reign, a special grant of all the manors and lands of which the duke of Norfolk his father died possessed. In the next reign of Henry VIII. he continued highly in the king's favor, and in the 4th year of that reign, having by his prudence and valour, gained the memorable victory over the Scots at Floden-field, he had for that eminent service an augmentation added to his arms, to him and his heirs male, and was advanced to the title of duke of Norfolk, with a grant of divers lands in special tail. He died in the 16th year of that reign, and was succeeded in titles and estates by his eldest son Thomas, who had been in his life-time created earl of Surry, and was intrusted by the king in great and high offices of state, but notwithstanding his performing signal services both as a soldier and a statesman, he was through the king's jealousy of his greatness, which was not a little somented by several of the new raised nobility, in the 38th year of that reign, committed to the Tower, and both he and his son the earl of Surry were attainted by special bills in parliament; the earl was soon afterwards beheaded, and a warrant was signed for the execution of the duke, but the king dying the same day, his executors did not venture to enforce the sentence at so critical a juncture.

 

This manor, thus coming to the crown, among the rest of the duke's possessions, seems to have been granted to Sir Robert Southwell, master of the rolls, whose brother Sir Richard had been the chief accuser of the late earl of Surry. This family of Southwell, according to Mr. Camden, takes its name from the town of Southwell, in Nottinghamshire, where they were first seated; the descendants of which in king Henry the VIth.'s reign had spread themselves into Norfolk, Suffolk, and other counties, at which time John Southwell, M. P. for Lewes, in Sussex, had two sons, John, of Norwich, who was ancestor of the lords Southwell, of the kingdom of Ireland, and of those seated at Kings-Weston, in Gloucestershire; and Robert, who was ancestor of Sir Robert Southwell, master of the rolls above-mentioned, who bore for his arms, Argent, three cinquefoils, gules, charged with six annulets, or. He immediately afterwards, anno 2 king Edward VI. alienated this manor of Badlesmere, with 2000 acres of land in Badlesmere, and the adjoining parishes, to Sir Anthony Aucher, of Otterden, who died anno 4 and 5 king Philip and queen Mary, possessed of this manor, held in capite by knight's service. His eldest son John Aucher, of Otterden-place, by his first wife, daughter of Sir William Kellawny, left an only daughter and heir Anne, who in queen Elizabeth's reign marrying with Sir Humphry Gilbert, entitled him to the possession of this manor. Sir Humphry Gilbert was equally distinguished in the reign of queen Elizabeth, by his eminent abilities and great courage, being usually stiled in the Latin writers of that time egregius Miles. He was descended of an antient family in Devonshire, and was second son of Otho Gilbert, esq. of Greenway, by his wife Katherine, daughter of Sir Philip Champernon, of Modbury, in that county, who afterwards married Walter Raleigh, esq. of Fardel, and by him was mother of the famous Sir Walter Raleigh. They bore for their arms, Argent, on a chevron, sable, three roses of the first, seeded, or. Sir Humphry's genius led him to the studies of cosmography, navigation, and the art of war. He by his merit acquired the honorable post of commander in chief, and governor of the province of Munster, in Ireland; but what rendered him most famous was his great skill in mathematics, which induced him to undertake a voyage for the discovery of the northwest passage to the East-Indies, and to plant unknown countries, to facilitate which he published more than one discourse; for these adventurous designs he procured a patent from the queen in 1578, wherein he had full powers to undertake such discoveries, and to inhabit and possess any lands which were at that time unsettled by Christian princes, or their subjects. With this view he made two voyages to Newfoundland, and made several discoveries; but whilst in those seas, the vessel in which he was being too small to resist the swell of them, about midnight on Sept. 9, 1583, she was swallowed up and never seen more, Sir Humphry and all the crew perishing in her. (fn. 9) Before his death however, he sold this manor in the 23d year of that reign to Sir Michael Sondes; (fn. 10) afterwards of Throwley, whose grandson Sir George Sondes, of Lees-court, in Sheldwich, K. B. was in the reign of king Charles II. created earl of Faversham. He left two daughters his coheirs, of whom Mary was married to Lewis, lord Duras, afterwards earl of Faversham, and Katherine to Lewis Watson, earl of Rockingham, each of whom successively, in right of their respective wives, inherited this manor, which has since descended in like manner as Lees-court, in Sheldwich, (to the account of which the reader is referred) down to the right hon. Lewis-Thomas, lord Sondes, who is the present possessor of it. A court baron is held for this manor.

 

WOODS-COURT is a manor in the north-east part of this parish, which was antiently, from the possessors of it, called Godislands. William de Godisland held it in the reign of Edward I. by knight's service, as did his descendant Richard de Godisland at his death in the 19th year of Edward III. then holding it of the king in capite, by the service of one sparrow-hawk, or two shillings at the king's exchequer yearly. He was succeeded in it by his son and heir William de Godisland, but before the end of that reign, this family seems to have been extinct here, for Robert at Wood died possessed of it in the 6th year of Richard II. anno 1382, as was then found by inquisition, at which time it had acquired from him the name of the manor of Atwoods, and was held of the king in capite, as of his castle of Dover, by rent to the ward of that castle yearly, and that William Attwood, his uncle, was his next heir.

 

Guido atte Wode, of the parish of Bocton, was possessed of it in the reign of Edward IV. in the 6th year of which he died, and was buried in Bocton church, before the high cross. By his will he gave this manor, called Woodys court, to his wife Joane for life, and afterwards to his brother Thomas atte Wode, except one piece of land called Geroldysdane, which he ordered to be sold. Thomas atte Wode above-mentioned was of Ickham, and died possessed of this manor three years afterwards, as appears by his will that year.

 

¶After this name was gone from hence, this manor was become the property of Sayer, one of whom, John, son of Henry Sayer, of Faversham, in 1517, conveyed it to John Cheney, gent. of Eastchurch, in Shepey, who in the 14th year of that reign, sold it to Reynold Snode, gent. of Sheldwich, descended of a family of good account in these parts of Kent so early as king Henry III.'s reign. Isabella de Snode is mentioned, among the gentry of this neighbourhood, as living at that time, in the leiger-book of Davington priory, and there is yet, not far from hence, a hamlet of houses, called from them, Snode-street. His son Samuel Snode became possessed of it on his father's death in the 11th year of queen Elizabeth; he sold it to Gabriel Giles, of Sheldwich, who in the 25th year of it alienated it to Thomas and Henry Unkle, the former of whom, in 1591, conveyed it to Mildred, widow of the latter, and sister of Nicholas Pemble, and she, in the 41st year of queen Elizabeth, marrying with Arthur Franklyn, gent. of Badlesmere, he, in her right, became possessed of it, and by fine levied in 1599, settled it upon their issue, which was Arthur Franklyn, from whom it descended to Mr. John Franklyn, who dying intestate it came to his kinsman Mr. James Franklin, who in 1743 devised it by his will to his eldest son Mr. Arthur Franklyn, gent. who resided in it, and in the year 1764 passed it away by sale to Lewis, lord Sondes, whose son the right hon Lewis-Thomas, lord Sondes, is the present owner of it.

 

BADLESMERE is within the ECCLESIASTICAL JURISDICTION of the diocese of Canterbury, and deanry of O'pringe.

 

The church, which is dedicated to St. Leonard, is but a very small mean building, consisting of one isle and one chancel, with a small turret at the west end, in which is one bell; there were formerly three bells here, but two were taken down and sold many years ago, towards the repair of the church.

 

In the chancel is a memorial, in old English letters, for Barbara, late wife of John Writhe, alias Dict, garter king at arms, daughter and heir of John Castlecombe, of Cricklade, in Wiltshire, who died in 1483.

 

There was formerly a small chapel adjoining to the south side of it, the foundations of which still remain, but it was fallen to ruin before the middle of the last century; in this chapel or chancel, which had a door opening into the middle of the isle of the church, were the tombs of several of the family of Badlesmere.

 

This church has ever been an appendage to the manor of Badlesmere, for though Bartholomew de Badlesmere, and his son Giles, assigned it as part of the endowment of the priory they intended to erect in this parish, yet as that design never took place, this church has continued in the possession of the several proprietors of the manor from that time to the present, and as such is now become vested in the right hon. Lewis-Thomas, lord Sondes.

 

It is a rectory, and a discharged living, of the clear yearly certified value of forty-six pounds, the yearly tenths being 10s. 2¼d.

 

In 1578 there were communicants here thirty-four; in 1640 it was valued at eighty pounds per annum, communicants forty.

 

www.british-history.ac.uk/survey-kent/vol6/pp467-481

TIB1018B on Service 106 (Retired)

SMRT Buses, Singapore

 

TIB1018B is one of two Volgren-bodied Dennis Lance buses procured by TIBS, the predecessor of SMRT Buses. A total of 72 Dennis Lance buses were acquired between 1998 and 2000, the remainder of which were bodied using Duple Metsec kits.

 

More on the Dennis Lance:

landtransportguru.net/dennis-lance/

 

Bus Service:

landtransportguru.net/bus106/

+++ DISCLAIMER +++

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

  

Some background:

After the country's independence from the United Kingdom, after its departure from the European Union in 2017, the young Republic of Scotland Air Corps (locally known as Poblachd na h-Alba Adhair an Airm) started a major procurement program to take over most basic duties the Royal Air Force formerly had taken over in Northern Britain. This procurement was preceded by a White Paper published by the Scottish National Party (SNP) in 2013, which had stated that an independent Scotland would have an air force equipped with up to 16 air defense aircraft, six tactical transports, utility rotorcraft and maritime patrol aircraft, and be capable of “contributing excellent conventional capabilities” to NATO. According to the document, “Key elements of air forces in place at independence, equipped initially from a negotiated share of current UK assets, will secure core tasks, principally the ability to police Scotland’s airspace, within NATO.” An in-country air command and control capability would be established within five years of a decision in favor of independence, it continues, with staff also to be “embedded within NATO structures”.

 

Outlining its ambition to establish an air force with an eventual 2,000 uniformed personnel and 300 reservists, the SNP stated the organization would initially be equipped with “a minimum of 12 interceptors in the Eurofighter/Typhoon class, based at Lossiemouth, a tactical air transport squadron, including around six Lockheed Martin C-130J Hercules, and a helicopter squadron”. The latter would not only have to take over transport duties for the army, there was also a dire need to quickly replace the former Royal Air Force’s Search and Rescue (SAR) capabilities and duties in the North with domestic resources, after this role was handed over to civilian contractor Bristow Helicopters and the RAF’s SAR units had been disbanded.

 

This led to the procurement of six AS365 Dauphin helicopters as an initial measure to keep up basic SAR capabilities, with the prospects of procuring more to become independent from the Bristow Helicopters contract. These aircraft were similar to the Eurocopter SA 366 MH-65 “Dolphin” for the United States Coast Guard but differed in many ways from them and also from any other navalized SA365 variant.

For the RoScAC’s SAR squadron, the SA 365 was taken as a starting point, but the helicopter was heavily modified and locally re-christened “Leumadair” (= Dolphin).

 

The most obvious new feature of the unique Scottish rescue variant was a fixed landing gear with the main wheels on short “stub wings” for a wider stance, stabilizing the helicopter during shipboard landings and in case of an emergency water landing - the helicopter was not able to perform water landings, even though inflatable emergency landing floats were typically fitted. Another obvious difference to other military Dauphin versions was the thimble radome on the nose for an RDR-1600 search and weather radar which is capable of detecting small targets at sea as far as 25 nautical miles away. This layout was chosen to provide the pilots with a better field of view directrly ahead of the helicopter. Additionally, an electro-optical sensor turret with an integrated FLIR sensor was mounted in a fully rotatable turret under the nose, giving the helicopter full all-weather capabilities. Less obvious were a digital glass cockpit and a computerized flight management system, which integrated state-of-the-art communications and navigation equipment. This system provided automatic flight control, and at the pilot's direction, the system would bring the aircraft to a stable hover 50 feet (15 m) above a selected object, an important safety feature in darkness or inclement weather. Selected search patterns could be flown automatically, freeing the pilot and copilot to concentrate on sighting & searching the object.

To improve performance and safety margin, more powerful Turbomeca Arriel 2C2-CG engines were used. Seventy-five percent of the structure—including rotor head, rotor blades and fuselage—consisted of corrosion-resistant composite materials. The rotor blades themselves were new, too, with BERP “paddles”at their tips, a new aerofoil and increased blade twist for increased lifting-capability and maximum speed, to compensate for the fixed landing gear and other external equipment that increased drag. To prevent leading edge erosion the blade used a rubber-based tape rather than the polyurethane used on earlier helicopters.

 

The “Leumadair HR.1”, so its official designation, became operational in mid-2019. Despite being owned by the government, the helicopters received civil registrations (SC-LEA - -LEF) and were dispersed along the Scottish coastline. They normally carried a crew of four: Pilot, Copilot, Flight Mechanic and Rescue Swimmer, even though regular flight patrols were only excuted with a crew of three. The Leumadair HR.1 was used by the RoScAC primarily for search and rescue missions, but also for homeland security patrols, cargo, drug interdiction, ice breaking, and pollution control. While the helicopters operated unarmed, they could be outfitted with manually operated light or medium machine guns in their doors.

However, the small fleet of only six helicopters was far from being enough to cover the Scottish coast and the many islands up north, so that the government prolonged the contract with Bristow Helicopters in late 2019 for two more years, and the procurement of further Leumadair HR.1 helicopters was decided in early 2020. Twelve more helicopters were ordered en suite and were expected to arrive in late 2021.

  

General characteristics:

Crew: 2 pilots and 2 crew

Length: 12,06 m (39 ft 2 1/2 in)

Height: 4 m (13 ft 1 in)

Main rotor diameter: 12,10 m (39 ft 7 1/2 in)

Main rotor area: 38.54 m² (414.8 sq ft)

Empty weight: 3,128 kg (6,896 lb)

Max takeoff weight: 4,300 kg (9,480 lb)

 

Powerplant:

2× Turbomeca Arriel 2C2-CG turboshaft engines, 636 kW (853 hp) each

 

Performance:

Maximum speed: 330 km/h (210 mph, 180 kn)

Cruise speed: 240 km/h (150 mph, 130 kn)

Range: 658 km (409 mi, 355 nmi)

Service ceiling: 5,486 m (17,999 ft)

 

Armament:

None installed, but provisions for a 7.62 mm M240 machine gun or a Barrett M107 0.50 in (12.7

mm) caliber precision rifle in each side door

  

The kit and its assembly:

Another chapter in my fictional alternative reality in which Scotland became an independent Republic and separated from the UK in 2017. Beyond basic aircraft for the RoScAC’s aerial defense duties I felt that maritime rescue would be another vital task for the nascent air force – and the situation that Great Britain had outsourced the SAR job to a private company called for a new solution for the independent Scotland. This led to the consideration of a relatively cheap maritime helicopter, and my choice fell on the SA365 ‘Daupin’, which has been adapted to such duties in various variants.

 

As a starting point there’s the Matchbox SA365 kit from 1983, which is a typical offer from the company: a solid kit, with mixed weak spots and nice details (e. g. the cockpit with a decent dashboard and steering columns/pedals for the crew). Revell has re-boxed this kit in 2002 as an USCG HH-65A ‘Dolphin’, but it’s technically only a painting option and the kit lacks any optional parts to actually build this type of helicopter in an authentic fashion - there are some subtle differences, and creating a convincing HH-65 from it would take a LOT of effort. Actually, it's a real scam from Revell to market the Matchbox Dauphin as a HH-65!

 

However, it was my starting basis, and for a modernized/navalized/military version of the SA365 I made some changes. For instance, I gave the helicopter a fixed landing gear, with main wheels stub wings taken from a Pavla resin upgrade/conversion set for a Lynx HAS.2, which also comes with better wheels than the Matchbox kit. The Dauphin’s landing gear wells were filled with 2C putty and in the same process took the stub wings. The front landing gear well was filled with putty, too, and a adapter to hold the front twin wheel strut was embedded. Lots of lead were hidden under the cockpit floor to ensure that this model would not becaome a tail sitter.

A thimble radome was integrated into the nose with some PSR – I opted for this layout because the fixed landing gear would block 360° radar coverage under the fuselage, and there’s not too much ground clearance or space above then cabin for a radome. Putting it on top of the rotor would have been the only other option, but I found this rather awkward. As a side benefit, the new nose changes the helicopter’s silhouette well and adds to a purposeful look.

 

The rotor blades were replaced with resin BERP blades, taken from another Pavla Lynx conversion set (for the Hobby Boss kit). Because their attachment points were very different from the Matchbox Dauphin rotor’s construction, I had to improvise a little. A rather subtle change, but the result looks very plausible and works well. Other external extras are two inflatable floating devices along the lower fuselage from a Mistercraft ASW AB 212 (UH-1) kit, the winch at port side was scratched with a piece from the aforementioned BK 117 and styrene bits. Some blade antennae were added and a sensor turret was scratched and placed in front of the front wheels. Additional air scoops for the gearbox were added, too. Inside, I added two (Matchbox) pilot figures to the cockpit, plus a third seat for a medic/observer, a storage/equipment box and a stretcher from a Revell BK 117 rescue helicopter kit. This kit also donated some small details like the rear-view mirror for the pilot and the wire-cutters - not a typical detail for a helicopter operating over the open sea, but you never know...

 

The only other adition is a technical one: I integrated a vertical styrene pipe behind the cabin as a display holder adapter for the traditional hoto shooting's in-flight scenes.

  

Painting and markings:

It took some time to settle upon a design. I wanted something bright – initially I thought about Scottish colors (white and blue), but that was not garish enough, even with some dayglo additions. The typical all-yellow RAF SAR livery was also ruled out. In the end I decided to apply a more or less uniform livery in a very bright red: Humbrol 238, which is, probably due to trademark issues, marketed as “Arrow Red (= Red Arrows)” and effectively an almost fluorescent pinkish orange-red! Only the black anti-glare panel in front of the windscreen, the radome and the white interior of the fenestron tail rotor were painted, too, the rest was created with white decal stripes and evolved gradually. Things started with a white 2mm cheatline, then came the horizontal stripes on the tail, and taking this "theme" further I added something similar to the flanks as a high contrast base for the national markings. These were improvised, too, with a 6mm blue disc and single 1.5 mm bars to create a Scottish flag. The stancils were taken from the OOB decal sheet. The interior became medium grey, the crew received bright orange jumpsuits and white "bone domes".

 

No black ink washing or post-panel-shading was done, since the Dauphin has almost no surface details to emphasize, and I wanted a new and clean look. Besides, with wll the white trim, there was already a lot going on on the hull, so that I kept things "as they were". Finally, the model was sealed with a coat of semi-gloss acrylic varnish for a light shine, except for the rotor blades and the anti-glare panel, which became matt.

  

Quite a tricky project. While the Matchbox Dauphin is not a complex kit you need patience and have to stick to the assembly order to put the hull together. PSR is needed, esp. around the engine section and for the underside. On the other side, despite being a simple model, you get a nice Dauphin from the kit - but NOT a HH-65, sorry. My fictional conversion is certainly not better, but the bright result with its modifications looks good and quite convincing, though.

The Cathedral of St. Martina

St. Martina - National Historic Landmark

1221-1452

St. Martina is one of the landmarks of the city. For centuries it was the center of cultural, religious and social life. The place where the Cathedral stands today was ambiguous center of the emerging urban settlements. They met here a trip arose market, located here thus the core of the then town, where we can assume the chapel. However, the townspeople used to go to church on the castle, where it established a prepoštstvo chapter. Only when it visits have become unbearable and endangered the safety of the castle headquarters, asked the king Imrich by Pope Innocent III. Permit the transfer prepoštstva to the castle. This permit was also issued in 1204. After prepoštstve to place the issuing and procuring documentary material to the approval of Pope Honorius III. In 1221 moved the church. Construction has not yet begun in the Romanesque style and dedication most Holy Saviour was in continuity with the church of the castle. December 2, 1291 King Andrew III. Podhradie granted town privileges, and the city began to develop in the open easterly direction. The historic town but has remained at the foot of the castle hill. Sacred Temple Saviour in their size was not sufficient and therefore less Romanesque building, which since 1302 has served as the city temple, started in 1311-1314 attaches the current Gothic cathedral. This was solemnly consecrated by bishop of Esztergom Gregory in 1452 in honor of the Sacred Saviour and St . Martin. At that time there was also the sanctuary of what we know today. It was probably just a little more than 1/3 of today, that the sanctuary built by Matthias Corvinus in the years 1467-1487. These years also today we can read on his ceiling plate fixed to the terminal bars ribs. Here also we find the provincial and noble coats of that period Today's Cathedral - Cathedral of Saint Martin - passed since its dedication in 1452 many variables and minor alterations, or extensions. Today there are more in state redevelopment of the years 1863-1878 led canon Charles Heiller - Dómská priest, held in collaboration with the architect Joseph Lippert (1826-1902).

Overall internal dimensions of St. Martina are:

length including the sacristy - 69.37 m

width - 22.85 m

Nave wall thickness - 1.5 m

Thickness of the walls of the sanctuary - 926 mm

Ships height - 16.02 m

Height sanctuary - 18.5 m

Interior

Support

Support (three-legged) consists of two floors. Upon arrival to the interior of a large northern portal, we find ourselves directly beneath the choir organ. On the soffit we can see the exposed fragment baroque layers. The only color, but also historically linked with decorative baroque clock above the entrance to the sacristy. Doors are decorated with relief carving ornamentation except Hungary and municipal coat of arms. These doors lead into the three-legged sacristy formed on the north side of the chapel Canons (Chapel of Our Lady) and the first floor treasure in southern podveží chapel. Joseph and floor chapel Czech Queen Sophia, the widow of Wenceslas IV., and staircase accessible from the choir. Here is exposure of Dómská treasure. Is it possible to go from here to the space tower. Sometimes there is also a capitular archive that even in 1950 contained 3285 medieval documents, and more than 23,000 documents dated after the battle of Mohacs. Also, they contain rare, hand painted decorated liturgical books. Among them the famous Bratislava quoted Missal. To the south chapel of St. Joseph leads a separate entrance with decorative decorative grille from the turn of the century, 16 and 17 at the top. Over medium sakristiovým (space of sacristy) on the ground floor, the floor is placed organ machine.

South vessel (right)

Just opposite the main entrance to the temple is isosceles missionary cross planted 25 February 1990 which was drawn up following a visit to Vienna by Pope John Paul II. in 1988. Going along the south wall one comes to the South portal, which is the last, even medieval extension to the house. It was built around 1510. In each field divided bowed ribs separately placed signs four evangelists. Right next to the southern entrance is the original box and the stone stoup in the form of shells. In southern ship is still Sorrows Altar P. Mary, created as opposite northern altar of Calvary Tyrolean workshop F. Prinoth in St.Ulrich.

Shrine of the Virgin Mary on the south side of the central seated statue of the Pieta that their origin prior to 1642 is due to the ghost 's story. It's already the fourth altar created for this work. On the altar in addition to the aforementioned statues are even statues of other saints. From left are in the bottom row sv. Apolonia, Vol. Genovéva? , Vol. Rozalia Palermo and light. Cecilia, in the top shroud by even two, vol. left St. Lucia and Filomena right. Statues of saints supplement relief scenes from the life of Christ juxtaposed threes. At left are the scenes of childhood as: Escape to Egypt, twelve Christ in the temple and sacrifice in the temple. On the right side of the end scenes of Christ's life: Carrying the Cross, storing the grave and crucifixion. In mid nike attachment is a statue of an angel holding a veraikon.

In the corner of the south aisle is a jewel of Baroque art admired and coveted by thousands of visitors - equestrian statue of St . Martin, dividing his cloak with a beggar created by Juraj Rafael Donner of the 1735th. Build sv . Martina bears portrait features of donor - Archbishop Imre Esterházy.

Juraj Rafael Donner

(* 24.05.1693 - † 02.15.1741)

Crafts George Raphael Donner is a decade firmly tied to Bratislava, the then Prešburg, which creates a number of wonderful works of art. To a large extent its creation was heading for the needs of the church, which is a donor it works. Perhaps the greatest of the reservation was archbishop of Esztergom Imrich Esterházy, for whom creating here in the house in the years 1719-1731 chapel of St. . John the Merciful, and whose order is the leading work on the Baroque reconstruction of the house. In 1735 creates the St. Martina main-Baroque altar with a statue of St. Martin, as well as a pair of worshiping angels, who are part of the collections of the National Museum in Budapest. In his workshop on Firšnáli (now Freedom Square) created in 1736 for the abbey church altar in Marianka, became canonical and altars Piety and light. For Michael 's Cathedral St. Martin Donner ten year stay in Bratislava meant the emergence of the so-called Donner school, which is associated with an expired late Baroque Epoch Times Cinquecento, while anticipating future development of classicism. From its rich formation in the St. Martina has been preserved except the chapel of St. Martin decoration, Statue of St. John the Merciful. Its original position was at the end of the presbytery, which was part of the main Baroque altar.

Once near the triumphal arch in the southern ship is one of kovolejárskych Gothic monuments, which is the baptismal font in 1409 92 cm high. The cover consists of neo helm of 1878.

Sanctuary

The sanctuary is only three steps of red marble separated from the nave and aisles. After the two sides are still neo-Gothic. The main altar in the shape of a Gothic shrine and altar of St. Andrew podveží in northern naves are made ​​by J. Lippert. It is on the main altar, found its place six saints - patron of the city. These are light. Juraj, Vol. Elizabeth Hungarian, Vol. Vojtech the left of the tabernacle with the emblems of the four Evangelists with Christ in the middle, and light. Nicholas, Vol. Catherine of Alexandria, St . Florian on the right side. Extension creates richly towering architecture trúbiacimi by angels. On the south wall is placed neo-Gothic pastophorium closed door of a Gothic tower-like shape pastofória originally located on the opposite, that the north side of the sanctuary. There is now a wall mural with a list of heads are crowned king, supplemented AD coronation, created in the 19th century. Below the list is a little north portal. Pillars on either side of the sanctuary windows are placed neo-Gothic sculpture of St. Peter and Paul. For northern stall are two epitaphs. The year 1601 is the epitaph Nicholas Palffy in this niche and clothed in armor. To his right is the epitaph Peter Pázmány - Cardinal, Archbishop of Esztergom, scholar, founder of the Pázmáneum in Vienna, the founder of the University of Trnava and Bratislava Jesuit college. The epitaph is the work of sculptor of Bratislava A. Riegele. Among them is the inscription forming tombstone Archbishops Lippaya, Szécsényi, and Pázmaňa. Northern part of the stall is a small positive organ workshop Karla Kölner created in 1867 From inside the triumphal arch is equipped with a secondary epitaph Bishop of Eger, a Hungarian viceroy Francis Ujlakyho made ​​of red marble around 1555 and also from red marble epitaph created Martina Peth, displayed with Episcopal insignia.

North Ship (left)

North ship has a so-called dominant Altar or Altar of the Cross of Calvary Tyrolean workshop F. Prinoth in St. Ulrich. In the center is a statue of Calvary, so cross with the Corpus of Christ, under which it is Mary 's mother left and right Apostle John. It is shown here moments when Jesus Christ in John passed under the protection of Mary's motherhood mankind and us through John gives Mary the mother. About four- relief scenes creating the impression sash opening Gothic altar, showing four trpiteľskej painful moments of Jesus' journey to Calvary. The lower left corner is Jesus' encounter with the Mother of the crowning with thorns. On the right side is down prayer on the Mount of Olives, where Christ receives the chalice of suffering at the hands of an angel. The last scene is flogging Christ. The bulkhead under the cross is embossed painting the Last Supper. It is created by the famous fresco of Leonardo Da Vinci. Towers soaring above the altar are equipped with four statues. Amid cross over the Sacred Heart of Jesus, of whom the angel with folded hands. On the sides are statues of Jesus statues of two deacons. On the right is the first deacon of St. Stephen and on the opposite side of St . Lawrence, who was consecrated to the one now defunct church in Bratislava.

On the altar of St . Andrew made ​​by J. Lippert, instead of the central statue of that saint ever stood a statue of the Pieta, now standing at a larger (already mentioned), splendid altar in the south of the ship. Sv. Andrew crossed with typical crossbar behind obstupujú niches in the side altar of St. Alojz and St. Imrich.

On the northern front of the ships is still a chapel. John the Merciful.

Right next to the altar of St . Andrew is the entrance to the chapel of St . Anny.

Chapel. John the Merciful

Chapel. John the Merciful, the only comprehensive monument of the baroque period. The chapel stands on the site of the former Gothic sacristy. Build it gave the archbishop Imrich Esterházy, as his funeral chapel and also the place where the remains of St. John the Merciful. Its decoration is the work of J. R. Donner. Ceiling fresco attributed to D. Grant, shows the personification of divine virtues: faith, hope and love over the entrance, accompanied justice. On the predella of the altar of the Refectory are seven scenes from the Passion, which also includes door tabernákula. These relief sculptures are like eternal light, and two large candlesticks of foundry workshop J. R. Donner. His, however, stoneware sculpture workshop come putitov a large angels. A gem of stonework is carved in white marble statue forever adoring donor. Archbishop Imrich Esterházy is carved from white marble in a sumptuous robe kneeling on kľakadle of red marble. The silver coffin remarkable, under a canopy consisting of a crown and drapery of it merging into stored relics of St. John the Merciful. Entrance to the chapel is formed by a large arch lined with rich drapery, again, kept little angel. The hole closes heavy baroque metal gate.

The remains of St. Martin and of St. John the Merciful were by tradition gift Turkish sultan King Matthias Corvinus and from 15 century have been deposited in the royal chapel in Buda. In 1526 they were moved to Bratislava, Buda was because after the defeat of the Hungarian army at Mohács threatened by the Turks. The Bratislava castle remains were deposited up to 5 June 1530, when they were at the command of Ferdinand I. moved to St. Martin.

Anny Chapel

Anne Chapel is the in the the northern site of the former so-called small portal , whose precious stone mason gothic decor is still preserved, despite various modifications to the temple. Under the floor there are two entrances to Dómská crypts and also the foundations of the former Romanesque Karner. At present, in addition epitaph J. I. Bajza established academic sculptor J. Pospíšilom rare Gothic epitaph provost J. Schoenberg from 1470 probably made ​​by Nicolaus Gerhaereta of Leyden, provost Michael Marovitza epitaph and epitaph George Nagy. The front wall is a statue of St . Anne with P. Mary, who was part of the now defunct neo-Gothic altar.

Preserved Gothic tympanum above the transition into the aisle, showing God the Father seated on his seat in the hands of the tree of the cross - holding of the new fruit of eternal life - Christ, for it outstretched. Adore that two angels. In vrchnejšej section contains two more so prefigurácie Christ, namely: lioness revitalizing their stillborn baby on the left side of the pelican and her young vourus own flesh and blood on the right side. God the Father above floats depicting a dove - third divine person of the Holy Spirit.

Vaulted Hall

Three nave is divided in two rows ranking - all eight columns, resembling the eight Beatitudes which is built cross vault, which is almost without bolts. Its author is most likely Hans Puchsbaum, who also worked on the construction of Vienna's St. Stephen's Cathedral, where he built a similar vault. The focus is on cross-nave circular opening covered with a shield with a dove St. Spirit hovering on clouds surrounded by a circle of stars. The central ship is richly carved pulpit obtáčajúca one of the main pillars. From the ceiling hangs mnohoramenný metal chandelier from the turn of the 16th and 17th century.

Organ chorus

Organ chorus is created according to F. Liszt so on it could be placed great interpretive apparatus symphony orchestra and choir. For this reason, the big 34 registering body - most of the workshops Vincent possible from the years 1880-82, as it were closed and placed in the tower. Cannot fail to mention that the musical events in Bratislava was closely connected with the house just Saint Martin. With music Mass in the cathedral all developments related to church music in Bratislava. Already a document from 1491 mentions the mass supported by the city council. Model for the local musical events are also elements coming from the coronation ceremony near Vienna. In 1833 was established at the house - church music association called. Kirchenmusikverain (in German language - Kirchenmusikverein). Under the guidance of outstanding conductors Joseph Kumlika, Thiarda-Laforesta and Eugene Kossovo gained European recognition of the association. And In the house conducted his coronation Mass itself Ferenz Liszt. This body several times successfully explained Beethoven's IX Symphony and Missa Solemn. Even in 1950 it was in the archives of over 2,700 songs in custody conductor Alexander Albrecht.

Gothic windows

The temple is illuminated with several Gothic windows, filled with stained glass from years of neo-Gothic reconstruction (1874).

Crypts

Crypts are mysterious underground church built on a former cemetery. So far we know three crypts at a depth of nearly six meters. Is input to the two already mentioned chapel of St. Anne, third - Palffy family crypt located in front of the main altar has entry from the exterior. This is the north wall of the house covered with white marble top with Palffy family coat of arms (which was the Diet of Bratislava in 1599 elected hereditary lords of the castle), above which there is a funerary statue of John Draškovcha from 1613 depicting the knight located in nike completed the top of shells. The chapel of St. Anny is entered into so-called Jesuit crypt, which is situated below the road between the house and the catholic seminary. There is also only accessible entrance to the underground section so-called Archbishop crypt branched into four corridors. There are more than 90 graves. The last three are buried here: Provost Joseph Dankó († 1895), canon Geza Navratil († 1984) and Joseph parish administrator Beitl († 1991). The graves are in rows of three. There are also temporarily stored the remains of Bishop Buzalka. Under the chapel of Saint John the Merciful in bulk coffin Archbishops Imre Esterházy († 1745), Nicholas Csaky († 1757), Francis Barkóczy († 1765) and Cardinal Jozef Batthyány († 1799). Restoration work 12 September 1859 found under the pavement of the sanctuary graves of archbishops Pázmáňa, Lippayho and Szécsényi. In the sixties have been found the graves of archbishops Fejerköviho († 1596) and Christian Augustine († 1721). At the tomb of Bratislava canon J. I. Bajza (1754-1836) was located in the summer of 2003 and the empty coffin glazed Catholic priest, nationalist Andrej Hlinka.

Tower

Tower towering over the house of St . Martina is 87 meters high. In the distant past had fortification-defensive character. As part of the walls were present in it guns and other protective and defensive equipment. Injury suffered mainly fires. A fire in 1760 caused by lightning, was repeated in 1833, and subsequently damaged the tower whirlwind. The current state of the tower is from the years 1835-1849, when the builder Ignatius St. Feigler edited by Neo-Gothic tower to form the completed pyramid. Brand new top of the form, instead of the cross when it is equiped with gilded decorative pillow Hungarian crown weighing 300 kg. Below the clock face is the bell tower. The oldest bell tower is located at 2513 kg weighing Wedderin, cast Baltazar Herold in 1675th. On the occasion of the Great Jubilee of 2000 the tower was planted another 5 new bells, gifts neighboring countries. They are also a symbol of a united Europe and jointly bear the motto:

We are born with you - I'm dying with you

I rejoice with you - I am crying with you

I'm calling you together with your heart.

Listen to my voice their hearts,

Are all people of good will, Listen!

These bells are the work from the workshop of Maria Tomášková-Dytrichovej in Brodek u Company.

Coronation

Coronations were certainly the most famous period in the history of St. Martin. It is bordered ago period 1563-1830, which was the coronation church of Hungarian Kingdom. It took place there nineteen coronation. From here, the eleven kings were crowned, including Maria Theresa and eight royal wives.

JEWELS OF THE CATHEDRAL

Jewellery house, which is in the treasury collected for 550 years existence of the temple, are hidden in the bowels of the rough walls. In addition to the artistic, historic and cultural value of the building itself forms a considerable number of objects characterized by high craftsmanship and artistic quality. Perhaps the greatest gem is 109 cm tall Gothic monstrance, accompanied by a variety of liturgical objects, including chalices and Episcopal Berio, pacifikálov, cibórií, or reliquary. Also there are different painting gems. For all let us at least Gothic panel paintings originating from the altar in the Vienna New Town, whose authorship is attributed to "master Winkler epitaph" from around the 1480th Special kind of jewelry is the amount of liturgical vestments decorated with rich hand embroidery technique so-called paintings needle. These valuables can be seen at special ceremonial worship, which again become part of the celebration of the liturgy.

__________

 

[ 1 ] Pope in the years 1198-1216

[ 2 ] Pope in the years 1216-1227

[ 3 ] Hungarian king in the years 1290-1301

[ 4 ] Joseph Lippert (* 21 January 1826v Arad in Romania, + August 15, 1902 in Gutensteine ​​in Austria) architect and restorer. He studied in Hamburg and Vienna.

[ 5 ] She died on 12.25.1428 and was buried in the Cathedral of St. . Martin.

[ 6 ] Bohemian king from 1378 to 1400 and in 1378 a German Roman emperor of the dynasty of Luxemburg.

[ 7 ] 1526 AD

[ 8 ] See File: Thomas Bielavý , rather marvelous Loans, which became one soul in Prešpurk, 1643

[ 9 ] Shape church. Lawrence can be found marked in the pavement of the square in front of the Old Market .

Editor - Tue, 2006a - 08-29 11:15

Printable version

( c ) The parish of St . Martina in Bratislava

dom.fara.sk/?q=dom/o_dome

+++ 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:

When Marcel Dassault started work on jet-powered fighters after WWII, the development evolved in gradual steps instead of quantum leaps, leading to a long line of aircraft. The Mystère IV was an evolutionary development of the Mystère II aircraft. Although bearing an external resemblance to the earlier aircraft, the Mystère IV was in fact a new design with aerodynamic improvements for supersonic flight. The prototype first flew on 28 September 1952, and the aircraft entered service in April 1953. The first 50 Mystere IVA production aircraft were powered by British Rolls-Royce Tay turbojets, while the remainder had the French-built Hispano-Suiza Verdon 350 version of that engine.

 

France was the main operator of the Mystère IV. In April 1953 the United States government and the United States Air Force placed an order for 223 aircraft to be operated by the French, and at the peak usage the Armée de l‘air operated 6 squadrons. Most of the aircraft were purchased under a United States Offshore Procurement contract and many were returned to US custody after they were retired. The Mystère IVs were used in the 1956 Suez Crisis and continued to remain in French service into the 1980s, even though they were quickly relegated into second line duties as more capable types like the Super Mystère SM2B or the Mirage III entered service.

Other international operators included Israel (using about sixty Mystère IVs in large-scale combat during the 1967 Six Day War), India (104 aircraft procured in 1957 and extensively used in the Indo-Pakistani War of 1965) and Ecuador.

 

The Fuerza Aérea Ecuatoriana (FAE, Ecuadorian Air Force) was officially created on October 27, 1920. However, like in many other countries, military flying activity already started before the formal date of birth of the Air Force. By 1939 the Ecuadorian Air Force was still limited to about 30 aircraft, though, and a staff of about 60, including 10 officers. Military aviation did not start in earnest until the early forties when an Ecuadorian mission to the United States resulted in the delivery of an assortment of aircraft for the Aviation school at Salinas: three Ryan PT-22 Recruits, six Curtiss-Wright CW-22 Falcons, six Fairchild PT-19A Cornells and three North American AT-6A Harvards arrived in March 1942, considerably boosting the capacity of the Escuela de Aviación at Salinas.

 

The 1950s and 1960s saw a further necessary buildup of the air force, gaining more units and aircraft, while efforts were made in enhancing the facilities at various airbases. In May 1961 the "First Air Zone" with its subordinate unit Ala de Transportes No.11 was founded. The "Second Air Zone" controlled the units in the southern half of Ecuador, Ala de Combate No.21 at Taura, Ala de Rescate No.22 at Guayaquil and Ala de Combate No.23 at Manta as well as the Escuela Superior Militar de Aviación "Cosme Rennella B." (ESMA) at Salinas.

It was at this time that the FAE was looking for a capable (yet affordable) jet fighter that would replace the vintage F-47 “Thunderbolt” piston engine fighters of American origin that had been operated since 1947 as well as the ageing fleet of Gloster Meteor jet fighters. After consulting various options, including the British Hawker Hunter and the American F-86 Sabre, Ecuador settled upon the French Mystère IV. A total of 32 aircraft were ordered in 1958 and delivered until early 1963 in two tranches, subsequently outfitting two combat squadrons.

 

The Ecuadorian aircraft resembled the early French Mystère IV standard and were powered by the British Rolls-Royce Tay 250. However, they differed in small details and incorporated some updates, leading to the individual designation Mystère IVE (for Ecuador). This included a modified instrumentation and a British Martin Baker ejection seat in the cockpit. On the outside, a fairing for a brake parachute at the fin’s base was the most obvious change, and there were small oval boundary layer fences on the wings’ leading edges that improved the aircraft’s handling. The front landing gear was slightly different, too, now outfitted with a mudguard.

 

To improve the aircraft’s capabilities in air-to-air combat, an American AN/APG-30 range-finding radar was fitted, mounted to the center of the air intake (under a slightly enlarged radome) and linked with the gyroscopic gunsight in the cockpit. It was effective at a range of up to 2.750 m, but only covered a narrow cone directly in front of the aircraft. Initially the aircraft were operated as pure fighters/interceptors, but soon they also took over ground attack and CAS missions with iron bombs and unguided missiles, even though the Mystère IV’s ordnance capacity was rather limited. But the aircraft had a good handling at low altitude and were a stable weapon platform, so that the pilots operated them with confidence.

 

In the early Seventies, Ecuador had plans to upgrade its Mystères with Pratt & Whitney J48-P-5 engines, a license-built version of the Rolls-Royce Tay from the USA and outfitted with an afterburner. With reheat the J48 delivered 8,750 lbf (38.9 kN) of thrust, but continuous dry thrust was only 6,350 lbf (28.2 kN), markedly less than the old Tay engine. The high fuel consumption with operating afterburner would have markedly limited the aircraft’s range, and this engine switch would have necessitated major modifications to the aircrafts’ tail section, so that the upgrade eventually did not come to fruition due the lack of funds and the rather limited and only temporary improvement in performance.

 

Nevertheless, in course of their career in Ecuador, the Mystères’ still underwent some modifications and modernizations. In the early Seventies an MLU program was carried out: the retractable pannier for unguided missiles was deleted in favor of an extra fuel tank and upgraded navigational and weapon avionics. The latter included wirings for IR-guided AIM-9B Sidewinder AAMs on the outer underwing pylons, what greatly improved the aircraft’s air-to-air capabilities. The original DEFA 552 guns were replaced with more modern DEFA 553s, which had a new feed system, a nitro-chrome plated steel barrel (which was longer than the 552’s and now protruded visibly from the openings), a forged drum casing, and improved electrical reliability. During this upgrade phase the machines also lost their original natural metal livery and they received a less conspicuous tactical NATO-style grey/green paint scheme with metallic-grey undersides.

 

In this form the Ecuadorean Mystère IVEs soldiered on well into the Eighties, with a very good reliability record. During their active career they even saw “hot” action on several occasions, for instance in a continuous border dispute with Peru, the so-called Paquisha War. This brief military clash over the control of three watch posts flared up in January 1981 and the Mystères became involved. The first incident was a dogfight with an A-37B of the Fuerza Aérea del Peru (FAP), launched from Guayaquil to intercept it – with no casualities, though. Several similar interception incidents happened until early February 1981, and the FAE Mystères also flew several CAS missions to repel the Peruvian Jungle Infantry and to support Ecuadorian ground forces. Despite their age, the aircrafts’ ruggedness and simplicity proved them to be reliable, and its high roll rate and good handling at low altitude made it a versatile platform that was still competitive, even though its rather sluggish acceleration turned out to be a serious weak spot, esp. in the country’s typical mountainous terrain. Its relatively low range with internal fuel only was another operational problem.

The Mystère IVEs were finally retired in 1988 and replaced by Mirage F.1C fighters from France and IAI Kfir C.7 fighter bombers from Israel.

  

General characteristics:

Crew: 1

Length: 12.89 m (42 ft 3 in)

Wingspan: 11.12 m (36 ft 6 in)

Height: 4.6 m (15 ft 1 in)

Wing area: 32.06 m² (345.1 sq ft)

Empty weight: 5,860 kg (12,919 lb)

Gross weight: 8,510 kg (18,761 lb)

Max takeoff weight: 9,500 kg (20,944 lb)

 

Powerplant:

1× Rolls-Royce Tay 250 centrifugal-flow turbojet engine with 34.32 kN (7,720 lbf) thrust

 

Performance:

Maximum speed: 1,110 km/h (690 mph, 600 kn) at sea level

Range: 915 km (569 mi, 494 nmi) with internal fuel only

2,280 km (1,420 mi; 1,230 nmi) with drop tanks

Service ceiling: 15,000 m (49,000 ft)

Rate of climb: 40 m/s (7,900 ft/min)

 

Armament:

2× 30 mm (1.18 in) DEFA 553 cannon with 150 rounds per gun

1,000 kg (2,200 lb) of payload on four underwing hardpoints, incl. bombs, rockets or drop tanks

  

The kit and its assembly:

A very simple project, and basically just an OOB kit in the colors of a fictional operator. The whole thing was inspired by the question: what could have been a predecessor of the Ecuadorean Mirage F.1s? Not an existential question that might pop up frequently, but I quickly decided that the Mystère IV would have been a good/plausible contender. I found this idea even more attractive when I considered a camouflage paint scheme for it, because you only get either French or Indian machines in a uniform NMF outfit or IDF Mystères in desert camouflage (either in brown/blue or the later sand/earth/green scheme).

 

The kit is the venerable Matchbox Mystère IVA, even though in its Revell re-boxing. It’s a very simple affair, with partly crude details like the landing gear or the dreaded “trenches” for engraved surface details, esp. on the wings. But it goes together quite well, and with some corrections and additions you get a decent model.

The kit was basically built OOB, I just added underwings pylons with some ordnance for a fighter bomber mission: a pair of drop tanks and two SNEB missile launcher pods (tanks leftover from a Sword F-94, IIRC, and the pods from a Matchbox G.91Y). A complete tub with a floor and with side consoles (origin is uncertain, though – maybe it came from an Xtrakit Supermarin Swift?) was fitted to the cockpit and the primitive OOB ejection seat was replaced with something more convincing, pimped with seatbelts (masking tape) and ejection trigger handles (thin wire).

 

The flaps were lowered for a more natural look, and I added small oval boundary layer fences from a BAe Hawk as a personal twist. The clumsy front wheel, originally molded onto the strut as a single piece, was replaced with something better. The main landing gear covers were replaced with thinner styrene sheet material (the OOB parts are VERY thick) and pieces from hollow steel needles were implanted into the respective fairings as gun barrels.

A thinner pitot, created from heated sprue material, was used instead of the rather massive OOB part. The ranging radar fairing in the intake was slightly enlarged with the help of white glue. And, finally, a piece of sprue was implanted into the fin’s base as a brake parachute fairing, reminiscent of the Polish Lim-6/7, license-produced MiG-17s.

  

Painting and markings:

Actually quite conservative, with a typical Seventies paint scheme in dark grey/dark green. I even considered a more exotic three-tone scheme but found that – together with the colorful national markings – this would look too busy. Since there is no reference for a Mystère IV in such a guise, I simply adapted the standard pattern from a Royal Air Force Supermarine Swift. For a different look than the standard RAF colors – after all, the fictional Ecuadorean Mystère IVs were painted with domestic material. I used Humbrol 75 (Bronze Green) and ModelMaster 2057 (FS 36173, USAF Neutral Grey) for a good contrast between the upper tones, with Humbrol 56 (Alu Dope) underneath.

 

The tail section received a burned metal look, using Revell 91 (Iron) and some graphite. The cockpit interior was painted in a very dark grey (Revell 09, Anthracite) while the landing gear became silver-grey and the wells zinc-chromate primer (Humbrol 81). For some contrast, the drop tanks became shiny aluminum (Revell 99).

 

The kit received a light black ink washing, primarily for the recessed panel lines, and a subtle panel post-shading – for a less uniform surface than for true weathering, I’d imagine that the aircraft would be looked after well. However, some gun soot stains around the weapon ports were added with graphite, too.

 

The Ecuadorean roundels and unit markings came from an Xtradecal Strikemaster sheet, the tactical codes from a Croco Decal sheet for various South-American trainers. The flag on the rudder was, due to its sweep, painted, and most stencils were taken from the Mystère’s OOB sheet or procured from an Ecuadorian Mirage V on a Carpena sheet.

Finally, the kit was sealed with matt acrylic varnish, the ordnance was added and the position lights on the wing tips were created with silver and clear paint on top of that.

  

Well, this was not a spectacular conversion build, rather an OOB travesty with some cosmetic changes. However, the rather classic grey/green camouflage suits the tubby aircraft well and the bright national insignia really stand out on it – a pretty combo. The whole package as fictional Mystère IVE looks surprisingly convincing!

A time to add photos to my social networks.

Fotos que tirei em Maio/2.020 no meu jardim! ☘️🌻🌹🌸🌺🌷🌹🐺🐯🐕🐈🐅🐶🐢🍂🌿🌳🌵🌼🌻🌴 🌕

 

Warning: The sex profiles I see putting a favorite star in my photos will block when I see them. Nothing against those who work with sex on the internet, but if you observe, it is not the proposal here in my profile, look for profiles with sexual photos for you to favorite these photos and keep with in your sexual profile. If you understood Thank you very much!

 

*Note: I have already blocked some profiles with this type of content, and if you have made another profile to continue coming here, know that was is why.*

 

Aviso: Os perfis de sexo que vejo colocando uma estrela favorita em minhas fotos serão bloqueados quando eu as ver. Nada contra quem trabalha com sexo na internet, mas se você observar, não é a proposta aqui no meu perfil, procure perfis com fotos pornográficas para você favoritar essas fotos e manter-las no seu perfil sexual. Se você entendeu muito obrigada!

 

*Obs: Já bloqueei alguns perfis com esse tipo de conteúdo, e se você fez outro perfil para continuar vindo aqui, saiba que foi por isso.*

   

The paddy procurement center in Mahasamund District, Chhattisgarh, India.

 

Project Result:

India Agriculture: Better Irrigation Boosts Rice Yields

In India, Communities Manage Water Resources, Empower Women

Facilitating Irrigation Sector Reform in Chhattisgarh

 

Read more on:

India

Agriculture and Food Security

Chhattisgarh Irrigation Development Project

In Sweden procuring and buying sex is illegal. But when in other countries the liquor company Vin & Sprit, owned by the Swedish government, follows a different set of standards. In the promotion of Absolut Vodka in Germany they use a big ad with a red lipstick lip print and the words Absolut Herbertstrasse. The street Herbertstrasse in Hamburg is a symbol of German prostitution. This kind of hypocrisy makes me laugh, but I'm not sure if Vin & Sprit understands what's so funny, so to make it a little easier for them I made this ad, adjusted to Swedish conditions. Malmskillnadsgatan is the traditional hooker street in Stockholm, and I think a used condom is a more appropriate symbol to use if you want to make a connection to prostitution, than a soft red lip print. I'm Absolutely sure the company would never ever use an ad like this in Sweden. But really, why should it be ok to buy German women if it's not ok to buy Swedish women? I don't believe in "the happy whore", not even if she's German.

 

The original ad can be seen on this picture by mparthesius.

 

UPDATE: Today Vin & Sprit announced that the German ad-campaign has been withdrawn since, as they claim, it has been misinterpreted. This is good, and I hope they have learned something. The sad thing though is that they apparently considered prostitution a positive thing as long as they thought it could help them make money, and only changed their minds when the publicity turned out to be negative. So it seems to me that they still think it's ok to be sexist (and why not racist or whatever) as long as they can profit from it.

Old 128Mb USB drive from work with some added logos.

Made it look like perhaps the original owner didn't "voluntarily" leak the information.

U.S. Department of Agriculture (USDA) Agricultural Marketing Service (AMS) Contracting Specialist David Munford addresses the 2015 Industry Meeting for USDA Foods Contractors and Suppliers in Arlington, VA on Tuesday, Oct. 27, 2015. The annual meeting is an opportunity to discuss the contracting side of the cooperation between the federal government, commodity producers and suppliers. USDA photo by Bob Nichols.

I had been searching for Ottenden, which I now know to be on an estate, however, the sat nav took me past the entrances to the estate twice, I tried to look to see if I could see a church-like building from the road, but no.

 

The roads surround Ottenden were narrow and coated with mud, our car which had just been cleaned ended up brown at the end of the day, and with mud splattered wheel arches, much wider thanks to the mud build up.

 

I programmed the next church into the sat nav, and drove off, hoping not to meet any other cars, as the road was so narrow and had few passing places. But it seemed I was in the area alone.

 

I saw the spire of St Mary as I rounded a corner, nestling in a glade of mature trees, and situated beside a farm and a couple of cottages.

 

It had a fine lych gate, but the most basic of fences which would not keep any determined visitor out, making the point of the lych gate moot.

 

I tried the door, not expecting it to be unlocked, and so I wasn't disappointed. On the parish noticeboard there were the phone numbers of keyholders, but I have no mobile phone, so it would have to wait for another time.

 

----------------------------------------------

 

Hidden down narrow lanes this surprising church offers much to the churchcrawler. Norman in origin but thirteenth century in form, the piers of both arcades have surprisingly detailed capitals. The rood screen still divides nave and chancel, though the coving and much of the rest is replacement. Its upper and lower doorways survive, the lower one having its original medieval hinges. The font is thirteenth century but at some time has had new piers – old photos show it with a solid base. The north tower dates from the 20th century and was designed by Bensted of Maidstone – a gothic fantasy if ever there was one compared to the plain structure it enhanced. A ledger slab in the chancel commemorates a senior lawyer at the New Inns of Court and describes him as ` ancient ` - not in age but in seniority!

 

www.kentchurches.info/church.asp?p=Stalisfield

 

-----------------------------------------------

 

TQ 95 SE STALISFIELD CHURCH ROAD

(east side)

 

6/121 Church of

St. Mary

 

24.1.67 II*

 

Parish church. C13 and restored 1904. Flint and sandstone with

plain tiled roof. Chancel with south chapel, nave with aisles,

north tower. Exterior heavily restored, tower topped by weather

vane dated 1904, over a wooden belfry with tiled roof.- Three

light C15 east window, otherwise C19 fenestration. Double

chamfered west doorway. Interior: nave arcades of 2 bays, on

square piers with chamfered corners and trefoiled archlet to

heavy moulded abaci, Roof of 3 tall crown posts. Single

chamfered arch on imposts from chancel to chapel and blocked

arch to demolished north chapel. Double chamfered chancel arch.

Fittings: trefoil headed piscina in chancel. Rood screen:C15

perpendicular. Five bays, each with four-light traceried openings-

with crenellated oblique transoms. Vine motif frieze above blank

tracery on lower panels, with angels, eagles and roses in

spandrels. Attached shafts support frieze of Tudor flowers with

renewed cove. C13 font on 5 shafts with 4 blank arches on each

side of bowl. Royal coat of arms (obscured at time of survey)

carved in high relief on nave south wall. (See B.O.E. Kent II,

1983, 465 and illus. 65.)

  

Listing NGR: TQ9673852434

 

www.britishlistedbuildings.co.uk/en-176527-church-of-st-m...

 

---------------------------------------------

 

COMMONLY called Starchfield, adjoins to the parish of Easling south-eastward. It is called in Domesday, Stanefelle, which is the same as Stonefield, a name well adapted to the flinty soil of it.

 

THE PARISH is an unfrequented and obscure place, situated in a wild and dreary country, near the summit of the chalk hills, just above Charing, its southern boundary. It lies on high ground, exceedingly bleak, and exposed to north and north-east winds. The land in it is in general a red cludgy earth, of very stiff tillage, very barren, wet and flinty, and the inhabitants, as well as the country, are equally poor. It has continued hill and dale in it, the greater part of it is coppice wood, which is mostly beech and oak, usually felled at sixteen and eighteen years growth, and even then from its sort, and its out of the way distance from markets, is not of any great worth; what village there is stands round Starchfield-green, lying near the summit of the hill, on the road to Charing, at the south-west part of the parish, the church in the opposite part of it, and the parsonage midway between them. Near the north-east boundary of the parish, next to Throwley, is an estate called Holborne, but its proper name is Holbean, belonging to St. Bartholomew's hospital, in London; it is said formerly to have belonged to the north chantry of this church of Starchfield.

 

THIS PLACE, at the time of the taking of the general survey of Domesday, in 1080, was part of the possessions of Odo, bishop of Baieux, under the general title of whose lands it is thus described in it:

 

The same Adam (de Port) holds of the bishop Stanefelle. It was taxed at two sulings. The arable land is four carucates. In demesne there is one carucate, and ten villeins, having two carucates.There is a church,and six servants,and two acres of meadow.Wood for the pannage of sixty hogs.In the time of king Edward the Confessor it was worth sixty shillings, and afterwards forty shillings,now one hundred shillings,Turgis held it of earl Godwin.

 

On the bishop of Baieux's disgrace, about four years afterwards, this, among the rest of his possessions, came into the hands of the crown, so that Adam de Port before-mentioned, became the king's immediate tenant of it, of whose heirs it was again held afterwards by Arnulf Kade, who gave this manor, with that of Ore and its appurtenances, to the knights hospitallers, and it was assigned by them to the jurisdiction of their preceptory at Swingfield.

 

This manor continued part of their possessions till the general dissolution of their hospital, in the 32d year of Henry VIII. After which this manor did not remain long in the hands of the crown, for the king, in his 36th year, granted it to Sir Anthony St. Leger and his heirs male, to hold in capite by knight's service, who by the act of the 2d and 3d of Edward VI. procured his lands in this county to be disgavelled. After which, Edward VI. in his 4th year, made a grant of this manor to him and his heirs, to hold by the like service. (fn. 1) He immediately afterwards passed it away by sale to Sir Anthony Aucher, of Bishopsborne, whose son Sir Anthony Aucher, about the beginning of king James I.'s reign, sold it to Salter, whose descendant Sir Nicholas Salter, possessed it at the restoration of Charles II. They bore for their arms, Gules, ten billets, four, three, two, and one, a bordure engrailed, argent, charged with sixteen burts and torteauxes, alternately. His son Nicholas Salter, esq. of Stoke Poges, in Buckinghamshire, died in the reign of king William and queen Mary, leaving one son John, who was of London, surgeon, and three daughters, towards the raising of whose portions, he by his will ordered this manor to be sold, which it accordingly was, in 1699, to Mr. Richard Webbe, of Eleham; he, in 1711, after some controversies at law for the possession of it, alienated all his right and title to it to the trustees, for the periormance of the will of dame Sarah Barrett, widow of Sir Paul Barrett, serjeant-at-law, who had died in the beginning of that year.

 

She was the only daughter and heir of Sir George Ent, M. D. of London, and president of the college of physicians, and widow of Francis Head, esq. eldest son of Sir Richard Head, bart. who died in his father's life-time. She had by her first husband one son, Sir Francis Head, bart. of and a daughter Sarah, married to John Lynch, esq. of Groves, father of John Lynch, D D. dean of Canterbury, who left issue Sir William Lynch, K. B. and John Lynch, LL. D. archdeacon and prebendary of Canterbury.

 

Lady Barrett, by the trusts of her will, devised this manor to her male issue by her first husband in tail male, remainder to the issue of Sarah her daughter by the same husband in like tail, remainder to her several daughters and their heirs in fee; by virtue of which limitation, her grandson Sir Francis Head, bart. at length succeeded to it, and son his death in 1768, without male issue, his next brother Sir John Head, bart. and archdeacon of Canterbury, became possessed of it, and died s. p. in 1769, leaving his widow lady Jane Head, sister of Dr. William Geekie, prebendary of Canterbury, surviving, on whom he had settled this manor in jointure; she died in 1780, on which the property of it, under the above will, became vested in lady Barrett's next heir male Sir William Lynch, K.B. of Grove, who was her great-grandson, being the eldest son of John Lynch, D. D. dean of Canterbury, the son of John Lynch, esq. by Sarah his wife, her daughter by Francis Head, esq. who, to bar all further remainders, with his brother Dr. John Lynch, suffered a recovery of this manor, and died in 1785, s. p. After which it was alienated to the Rev. Wanley Sawbridge, who dying unmarried and interstate in 1796, it came to his two nephews and heirs-at-law, Samuel-Elias and Wanley Sawbridge, esqrs. who are the present possessors of it. A court baron is held for this manor.

 

DARBIES-COURT, is a manor situated in the northwest part of this parish, which took its name from a family who resided at it, and were of the rank of gentlemen in very early times, for in the antient registers and rolls of Kentish gentry, their coat armour is thus described, Party, per chevron embattled, or, and azure, three eagles counterchanged. In the 20th year of king Edward III. Sara de Darbye paid aid for lands here, which William de Darbie and the heirs of Thomas Franklyn held before in Winsfield, of Reginald de Cornhill, by knight's service; and there is a hamlet and valley adjoining to Darbies-court, once part of it, called at this time Wingfield, and Wingfield valley. Of this family was John Darbie, who was alderman of London, and sheriff in 1445, anno 24 Henry VI. who built the south isle of St. Dionis Backchurch, in that city, and was otherwise a good benefactor to it; in memory of which, the above-mentioned coat of arms was put up in the windows of it. (fn. 2)

 

But the manor of Darbies court was alienated by one of that family, in the beginning of the reign of Henry IV. to Sir Ralph St. Leger, of Otterden, who died in the 10th year of that reign, leaving a daughter Joane, then the wife of Henry Aucher, esq. of Newenden, who entitled her husband to the possession of it. In whose descendants this manor continued till the reign of queen Elizabeth, when it was alienated to Sir Michael Sondes, then of Eastry, who was the second son of Sir Anthony Sondes, of Throwley, and on his elder brother Sir Thomas Sondes's death, in 1592, without male issue, succeeded him in his seat at Throwley, as well as the rest of his intailed estates in this county. He afterwards resided at Throwley, where he died in 1617, anno 16 James I. Since which this manor has descended, in like manner as Throwley and Lees-court, in Sheldwich, both which the reader will find described in the future part of this volume down to the right hon. Lewis-Thomas, lord Sondes, the present possessor of it. A court baron is held for this manor.

 

Charities.

 

ROGER PAYNE, ESQ. late of Otterden, by his will in 1706, gave 20l. chargeable on his estate at Otterden, to poor housekeepers of this parish; which is placed out at interest at 4l. per cent. the yearly distribution of it being vested in the minister, churchwardens, and overseers.

 

The poor constantly relieved are about thirty; casually thirty-five.

 

This PARISH is within the ECCLESIASTICAL JURISDICTION of the diocese of Canterbury, and deanry of Ospringe.

 

The church, which stands near the centre of the parish, is dedicated to St. Mary. It is built in the form of a cross; the steeple stands in the middle of the south side. In the north wall of the north chancel is an antient tomb, with the effigies of a man in armour lying at length on it. In the east window are these coats of arms, Sable, a chevron gules, between three clothworkers handles, or; another, the coat broke, impaling, Quarterly, azure and argent, per fess indented, surmounted by a battune, or, and azure.

 

The church of Ore was antiently accounted as a chapel to this of Stalisfield, but it has been long since separated, and become a distinct church independent of it.

 

The church of Stalisfield belonged to the priory of St. Gregory, in Canterbury, perhaps part of its original endowment by archbishop Lansranc, in the reign of the Conqueror, and it was confirmed to it, among the rest of its possessions, by archbishop Hubert, about the reign of Richard I. (fn. 3)

 

In the 8th year of Richard II. it was become appropriated to the above-mentioned priory, and a vicarage endowed in it, the former being then valued at twelve pounds, and the latter at four pounds, on the taxation of them.

 

The church, with the advowson of the vicarage, remained part of the possessions of the priory till the dissolution of it in the reign of Henry VIII. when they came into the hands of the crown, where they remained but a small time, for an act passed that year to enable the king and the archbishop of Canterbury to exchange the scite of the late dissolved priory of St. Radigund, near Dover, with all its possessions, lately given by the king to the archbishop for the scite of the late dissolved priory of St. Gregory, and all its possessions, excepting the manor of Howfield, in Chartham.

 

This church becoming thus part of the revenues of the see of Canterbury, was demised by the archbishop, among the rest of the revenues of the priory, in one grands beneficial lease, in which, all advowsons and nominations of churches and chapels were excepted, and it has been continued under the same kind of demise from time to time ever since, renewable in like manner as such leases usually are.

 

¶Philip, earl of Chesterfield, was lessee of this parsonage as part of the above premises, as heir to the Wottons, after whose death in 1773, the lease was sold by his executors to George Gipps, esq. of Canterbury, who is the present lessee under the archbishop for the parsonage of Stalisfield, among the rest of the possessions of the priory of St. Gregory, but SamuelElias and Wanley Sawbridge, esqrs. as heirs of their uncle the Rev. Wanley Sawbridge, late vicar of this parish, are the occupiers of it, at a yearly reserved rent under him. The parsonage consists of a house, buildings, yard, and small orchard, ninety-four acres of land, and nine acres of wood, let together with the tithes of corn, at 75l. per annum; besides which, there are sixteen acres of woodland more in the hands of the lessee of the parsonage, worth 3l. 10s. per annum. It pays 7s. 6d. procurations to the archdeacon, and 6s. 4d. to the archbishop at his visitations.

 

The vicarage of this church appears to have been endowed before the 8th of Richard II. by the taxation then made of it. It is valued in the king's books at 5l. 6s. 8d. and the yearly tenths at 10s. 8d. and is now of the yearly certified value of 33l. 18s. 3d. In 1587 there were sixty-one communicants here. In 1640 it was valued at only 35l. and the communicants were the like number.

 

Archbishop Juxon, by indenture anno 13 king Charles II. and by another anno 28 of that reign, augmented it with 25l. per annum, to be paid by the lessee of the great tithes. The archbishop continues patron of this vicarage.

 

THERE WAS a portion of tithes in this parish, of the value of ten shillings, which was given soon after the conquest to the priory of St. Andrew, in Rochester, by Humphry Canute; and this gift was afterwards confirmed by D. de Monci, his descendant, to be holden in like manner as the same was held of his ancestors; and it was likewise confirmed to it by the archbishops Richard, Baldwin, and Hubert. (fn. 4)

 

www.british-history.ac.uk/survey-kent/vol6/pp438-445

It am the weekend again, but after a week off, so one belnds smoothly into the other.

 

And next week I have a four day trip to the Isle of Wight for work, which will do me good too.

 

Not much planned for the day, once shopping was done. And I do that as Jools is still coughing and so did not want to go round the supermarket coughing like that.

 

So, I d the week's shop, though not much needed as I will be away four days, so I am back with three bags of shopping, and we have the usual Saturday breakfast of fruit followed by bacon sandwiches.

 

Posting shots on other social media showed me many churches had to be revisited. Just about the last one to be thus revisited was Minster-in-Thanet, as the album had 55 shots from two previous visits, and I thought such a large and imposing church deserved more.

 

So, it was a quiet drive over to Sandwich, taking the bypass round Stonar, then turning off at the delightfully named Sevenscore for the drive along the back lanes into Minster, passing by the Abbey, outside of which was an actual nun, all dressed in cowl and long black gown.

 

A little further on is St Mary, and parking is easy just outside the churchyard, and although it looked locked, the west door under the tower was unlocked, and inside there were no others inside, so I had it to myself.

 

I had hoped I had missed whole or fragments of glass, but there was none to be seen, some nice arts and crafts ones of Queen Bertha, which I record. I think I snap everything, so after half an hour we are done.

 

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Minster Abbey on the Isle of Thanet was founded in AD 669 by Domneva, niece of King Erconbert of Kent. The enormous parish church, built some distance to the south-west of the abbey, dates from two distinct periods. The nave is Norman, a magnificent piece of twelfth-century arcading with tall cylindrical pillars. The chancel and transepts are thirteenth century, with a three-light east window, each one double shafted inside. This end of the church has a simple stone vaulted ceiling which adds greatly to the grandeur. The glass is by Thomas Willement and dates from 1861. Ewan Christian restored the church in 1863 and added vaulted ceilings to the transepts. They had been intended by the medieval designers, but were never built. There is a set of eighteen fifteenth-century stalls with misericords and an excellent sixteenth-century font and cover.

 

kentchurches.info/church.asp?p=Minster+in+Thanet

 

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MINSTER.

THE next parish to Monkton eastward is Minster, antiently written both Mynstre, and Menstre, being so named from the Saxon word Minstre, signifying a church or monastery. It is divided into two boroughs, viz. Way Borough and Street Borough; the former of which lies on the ascent on the northern side of the street; the latter contains the street and church, with the southern part of the parish.

 

THIS PARISH is about three miles and an half from east to west, and near as much from north to south. The farms in it are perhaps as large as in any other parish in this county; the occupiers of which are, in general, men of considerable ability. The west part of this parish is bounded by a lynch or balk, which goes quite across the island to Westgate, called St. Mildred's Lynch, an account of which has already been given before, and which is the bounds of this manor from that of Monkton, as well as of the parish. This lynch has formerly been much broader than it is now, many of the farmers, who occupy lands bounding on or near it, having through a coveteous humour, not only dug up the mould or top of it, to lay on their land, but in some places have ploughed upon it. Too many instances of this kind are practised in other places, not only of this island, but of the county in general, so that there is scarce a remembrance left where those balks or lynches have been; such has the greedy avarice of the occupiers been, and this is one instance of the ill consequence of the neglect of the courts leet and baron. The village of Minster lies nearly in the centre of it, on low ground at the foot of the high lands, having the church on the south side of it; northward of the village it rises to high land, being a fine open champion country of uninclosed corn land, on which are situated Minster mill, Allan Grange, and Powcies, the latter at the extremity of the parish, close to which was, till lately, a small grove of oaks, the only one in this island. Lower down, about a mile southward, is Thorne manor, and beyond that Sevenscore farm. At the south-eastern extremity of the parish, and partly in St. Laurence, is Cliffsend, or Clyvesend, so called from its being at the end of the cliff, which extends from Ramsgate; it was antieutly a part of the estate of St. Augustine's monastery, and is called by Thorne in his Chronicle, the manor of Clyvesend. Here are now two considerable farms besides cottages.

 

About a mile and an half south-east from Minster church, is Ebbsfleet, formerly called by the various names of Hipwines, Ippeds, and Wipped's fleet; this seems to have been a usual place of landing from the ocean in this island; here it is said Hengist and Horsa, the two Saxon generals, first landed with their forces, about the year 449. Here St. Augustine, often called the Apostle of the English, first landed, in the year 596; and here too St. Mildred, of whom mention has been made likewise before, first landed from France, where she had been for instruction in the monastic life; and not many years ago there was a small rock at this place, called St. Mildred's rock, where, on a great stone, her footstep was said, by the monkish writers, to have remained impressed. (fn. 1) Below the church of Minster, southward, is the large level of marshes, called Minster level, at the southern extremity of which runs the river Stour, formerly the Wantsume, which, as has already been noticed before, was antiently of a much greater depth and width than it is at present, flowing up over the whole space of this level, most probably almost to the church-yard fence, being near a mile and an half distance; but the inning of the salts by the landholders, which had been in some measure deserted by the waters of the Wantsume at different places, so far lessened the force of the tide, and of the river waters mixing with it, that it occasioned the sands to increase greatly near this place, where it was at length entirely choaked up, so that a wall of earth was made by the abbot of St. Augustine, since called the Abbot's wall, to prevent the sea at high water overslowing the lands, which now comprehend this great level of marshes, at present under the direction and management of the commissioners of sewers for the district of East Kent. A part of these marsh lands have been much improved by means of shortening the course of the river Stour to the sea, by the cut at Stonar, which lets off the superfluous water in wet seasons with greater expedition, and a very valuable tract of near two hundred acres has been lately inclosed by a strong wall from the sea near Ebbs-fleet. Between the above-mentioned wall and the river Stour lie a great many acres of land, which the inhabitants call the salts, from their being left without the wall, and subject to the overflowing of the tide, so long as it continued to flow all around this island. Over against the church is a little creek, which seems to have been the place antiently called Mynstrefleet, into which the ships or vessels came, which were bound for this place. As a proof of this, there was found some years ago in a dyke bounding on this place, in digging it somewhat deeper than usual, some fresh coals, which very probably had fallen aside some lighter or boat in taking them out of it. (fn. 2)

 

I ought not to omit mentioning, that on the downs on the north part of this parish, where the old and present windmills were placed, is a prospect, which perhaps is hardly exceeded in this part of the kingdom. From this place may be seen, not only this island and the several churches in it, one only excepted; but there is a view at a distance, of the two spires of Reculver, the island of Sheppy, the Nore, or mouth of the river Thames, the coast of Essex, the Swale, and the British channel; the cliffs of Calais, and the kingdom of France; the Downs, and the town of Deal, the bay and town of Sandwich, the fine champion country of East Kent, the spires of Woodnesborough and Ash, the ruins of Richborough castle, the beautiful green levels of Minister, Ash, &c. with the river Stour winding between them; the fine and stately tower of the cathedral of Canterbury, and a compass of hills of more than one hundred miles in extent, which terminate the sight.

 

In the marshes on the south of this parish, there was found in 1723, an antique gold ring; on the place of the seal, which seemed to represent an open book, was engraved on one side an angel, seemingly kneeling, and on the other side a woman standing with a glory round her head; on the woman's side was engraved in old English characters, bone; on that of the angel, letters of the same character, but illegible. A fair is kept in this village on a Good Friday for pedlary and toys.

 

By the return made to the council's letter, by archbishop Parker's order, in the year 1563, there were then computed to be in this parish fifty-three housholds. By an exact account taken of Minster in 1774, there were found to be in this parish one hundred and forty-nine houses, and six hundred and ninety-six inhabitants; of the houses, sixteen were farm-houses, and one hundred and thirty three were inhabited by tradesmen, labourers, and widows.

 

THE MANOR and ABBEY OF MINSTER was antiently called Thaket manor, and continued so till, from the foundation of the abbey or minster within it, it acquired the name of the manor of Minster, though in the survey of Domesday, taken in the year 1080, it is still called Tanet manor, Kar exoxnv; but I have met with it no where else so late by that name.

 

This manor was in the year 670 in the possession of Egbert, king of Kent, whose two nephews Ethelred and Ethelbright, sons of his father's elder brother Ermenfride, deceased, (who left likewise two daughters, Ermenburga, called also Domneva, married to Merwald, son of Penda, king of Mercia, and Ermengitha, were left to his care, under promise of their succeeding to the kingdom. These princes were kept under the inspection of one Thunnor, a flattering courtier, who persuaded the king to have them murdered, left they should disturb him in the possession of the throne; which Thunnor undertook and perpetrated. To expiate this crime, the king, by the advice of archbishop Theodore, and Adrian, abbot of St. Augustine's, sent to Domneva, who had taken the vow of chastity on her, to offer her any satisfaction for this crime, when, as an atonement, she requested of the king, according to the custom of those times, to grant her a place in Tenet, where she might build a monastery to their memory, with a sufficient maintenance, in which she, with her nuns, might continually pray for the king's forgiveness, who immediately by his charter, which concludes with a singular curse on the infringers of it, (fn. 3) granted her for the endowment of it full one half of this island, being the eastern part of it, comprehended within the bounds of this manor, and since separated from the western part of the island and manor of Monkton, by a broad bank or lynch, made quite across the island, since called St. Mildred's Lynch, and remaining at this day.

 

The story of this grant, as told by Thorn, a native of this parish, and a monk of St. Augustine's monastery, in his chronicle of that abbey, is, that Egbert granting Domneva's petition, demanded of her how much land she desired; who replied, as much as her deer could run over at one course; this being granted, the deer was let loose at Westgate, in Birchington, in the presence of the king, his nobles, and a great concourse of people. Among them was Thunnor, the petrator of the murder, who, ridiculing the king for the lavishness of his gift and the method of its decision, endeavoured by every means to obstruct the deer's course, both by riding across and meeting it; but Heaven, continues the chronicler, being offended at his impiety, whilst he was in the midst of his career, the earth opened and swallowed him up, leaving the name of Tunnor's-leap, or Thunor's hyslepe, to the ground and place where he fell, to perpetuate the memory of his punishment, though it was afterwards called Heghigdale. Meanwhile the deer having made a small circle eastward, directed its course almost in a strait line south-westward across the island from one side to the other, running over in length and breadth forty-eight plough-lands; and the king, immediately afterwards delivered up to Domneva the whole tract of land which the deer had run over.

 

This tract or course of the deer, which included above ten thousand acres of some of the best lands in Kent, is said to have been marked out by the broad bank, or lynch, across the island, since called St. Mildred's Lynch, thrown up in remembrance of it; (fn. 4) but notwithstanding this well-invented story of Thorn, it is more probable that this lynch was made to divide the two capital manors of Minster and Monkton, before this gift to Domneva.

 

Puteus Thunor, (or Thunor's leap) says the annalist of St. Augustine's monastery, apparet prope Cursum Cervi juxta Aldelond; and the place where the king stood to see this course is represented to be by it, where formerly was a beacon, it being some of the highest land hereabouts, where the king might see the course. This Puteus Thunor, or Thunorslep, is very plainly the old chalk pit, called Minster chalk-pit, which its not unlikely was first sunk when the abbey and church here were built, and the bottom of it in process of time, being overgrown with grass, gave occasion for the invention of this sable of Thunor's being swallowed up by the earth at this place. The name of Thunorslep has been long since obliterated, and even the more modern one of Heghigdate has been long forgotten. Weever says, he lieth buried under an heap of stones, which to that day was called Thunniclam.

 

Domneva being thus furnished with wealth and all things necessary, founded, in honor of the B.V. Mary, a monastery, or cloyster of nuns, afterwards called ST. MILDRED'S ABBEY, on part of this land, on the south side of the island near the water, in the same placewhere the present parochial church stands. Archbishop Theodore, at the instance of Domneva, consecrated the church of it, and she afterwards appointed the number of nuns to be seventy, and was appointed by the archbishop, the first abbess of it; she died here and was buried on the glebe of the new monastery. Ermengitha, her sister, was after her death sainted, and lived with Domneva, in the abbey here, where she died, and was buried in a place about a mile eastward of it, where the inhabitants have found numbers of bones, and where it is probable, she built some chapel or oratory. In a field or marsh called the twenty acres, a little more than a quarter of a mile eastward of the church of Minster, are several foundations, as if some chapel or oratory had been built there. (fn. 5)

 

Domneva was succeeded as abbess by her daughter Mildred, who was afterwards sainted. She is said to have been buried in this church. On her death Edburga succeeded in the government of this monastery, who finding it insufficient for so great a number of nuns, built another just by, larger and more stately, which was consecrated by archbishop Cuthbert, and dedicated to St. Peter and St. Paul; and to this church she, about the year 750, removed the body of St. Mildred, at whose tomb many miracles were said to be wrought afterwards. Edburga was buried at Minster in her own new church, and was afterwards sainted. She was succeeded as abbess of this monastery by Sigeburga. In her time was the first depredation of the Danes in Thanet; who sell upon the people, laid every thing waste, and pludered the religious in this monastery; from this time they continued their ravages throughout this island almost every year; hence by degrees, this monastery fell to decay, and the nuns decreased in number, being vexed with grief and worn down with poverty, by the continual insults of these merciless pirates, who landed in this island in 978, and entirely destroyed by fire this monastery of St. Mildred, in which the clergy and many of the people were shut up, having fled thither for sanctuary; but they were, together with the nuns, all burnt to death, excepting Leofrune the abbess, who is said to have been carried away prisoner.

 

The Danes, however, spared the two chapels of St. Mary, and of St. Peter and St. Paul, in one of which divine service was afterwards performed, for the inhabitants of this parish and the adjoining neighbourhood. The antient scite of the monastery, together with this manor, and all the rest of the possessions of it remained in the king's hands, and they continued so till king Cnute, in the year 1027, gave the body of St. Mildred, together with the antient scite of the monastery, this manor and all its land within this island and without, and all customs belonging to this church, to the abbot and convent of St. Augustine, which gift was confirmed by king Edward the Confessor. (fn. 6)

 

The abbot and convent of St. Augustine becoming thus possessed of this manor, fitted up the remains of the abbey to serve as the court-lodge of it; accordingly it has ever since borne the name of Minstercourt. In the survey of Domesday, taken in the 15th year of the Conqueror's reign, anno 1080, this manor is thus described, under the general title of Terra æcclæ Sci Augustini, the land of the church of St. Augustine.

 

In Tanet hundred. St. Mildred's.

 

The abbot himself holds Tanet manor, which was taxed at forty-eight sulings. The arable land is sixty-two carucates. In demesne there are two, and one hundred and fifty villeins, with fifty borderers having sixty-three carucates. There is a church and one priest, who gives twenty shillings per annum. There is one salt-pit and two fisheries of three pence, and one mill.

 

In the time of king Edward the Confessor it was worth four times twenty pounds, when the abbot received it forty pounds, now one hundred pounds.

 

Of this manor three knights hold so much of the land of the villeins as is worth nine pounds, when there is peace in the land, and there they have three carucates.

 

After which king Henry I. granted to the monastery of St. Augustine, about the 4th of his reign, a market, to be yearly held within this their manor of Minster, with all customs, forseitures, and pleas; which was confirmed among other liberties by Edward III. in his 36th year, by inspeximus.

 

King Henry III. in his 54th year, anno 1270, granted to the abbot and convent of St. Augustine, free-warren in all their demesne lands of Minster. (fn. 7) King Edward II. in his 6th year, confirmed to the abbot free-warren in this manor among others, and next year anno 1313, in the iter of H. de Stanton and his sociates, justices itinerant, the abbot, upon a quo warranto, claimed and was allowed sundry liberties therein mentioned, in this manor, among others, and likewise free-warren in all his demesne lands of it, view of frank pledge, and wreck of the sea; one market weekly on a Friday, and one fair yearly on the eve and day of St. Mildred the Virgin, and other liberties therein mentioned; as having been granted and confirmed by divers of the king's predecessors, and allowed in the last iter of J. de Berewick and his sociates, justices itinerant; and that king Edward II. by his charter in his 6th year had sully confirmed all of them, and by the register of this monastery, of about this time, it appears that this manor had within its court the same liberties as those of Chistlet and Sturry. King Edward III. in his 5th year, exempted the abbot's homagers and tenants of this, among other of their manors, from their attendance at the sheriff's tourne, and afterwards by his charter of inspeximus in his 36th year, confirmed to this abbey all the manors and possessions given to it by former kings; and by another charter, the several grants of liberties and confirmations made by his predecessors, among which were those abovementioned; and king Henry VI. afterwards confirmed the same.

 

Next year the abbot and his servants taking distresses on their tenants of this manor, the tenants, to the number of six hundred, met and continued together for the space of five weeks, having got with them a greater number of people, who coming armed with bows and arrows, swords and staves, to the court of this manor and that of Salmanstone, belonging likewise to the abbot, laid siege to them, and after several attacks set fire to the gates of them. For fear of these violences, the monks and their servants at Salmanstone kept themselves confined there for fifteen days, so that the people enraged at not being able to encompass their ends in setting fire to the houses, destroyed the abbot's ploughs and husbandry utensils, which were in the fields; and cut down and carried away the trees on both these manors.

 

At the same time they entered into a confederacy and raised money here by tallages and assessments, by means of which they drew to them no small number of others of the cinque ports, who had nothing to lose, so that the abbot dared not sue for justice in the king's courts; but a method it seems was found to punish these rioters, or at least the principal of them, who were fined to the abbot for these damages six hundred pounds, a vast sum in those days, and were imprisoned at Canterbury till the fine was paid. The uneasiness of the tenants under such respective suits and services, seems to have occasioned the abbot and convent to have compounded with them, which they did in the year 1441, anno 20 Henry VI. By this composition the abbot and convent agreed, that the tenants should not in future be distrained for the rents and services they used to pay; but instead of them should pay compositions for every acre of the land called Cornegavel and Pennygavel, (fn. 8) which composition for the Cornegavel and Pennygavel land, continues in force at this time, being sixpence an acre now paid for the Cornegavel land.

 

In the time of king Richard II. this manor, with its rents and other appurtenances, was valued among the temporalities of the abbot and convent, at 232l. 4s. 3d. per annum; and the quantity of land belonging to it was by admeasurement 2149 acres and one rood.

 

In which state this manor continued till the final dissolution of the abbey of St. Augustine, which happened in the 30th year of Henry VIII. when it was surrendered, together with the rest of the possessions of the monastery, into the king's hands; at which time the manor and rents were of the value of 276l. yearly. (fn. 9) After which, the see of this manor, with the antient court-lodge of it, formerly the monastery, and then called Minster-court, with all the lands and appurtenances belonging to it, continued in the crown, till king James I. in his 9th year, by his letters patent, granted to Sir Philip Cary, William Pitt, esq. afterwards knighted; and John Williams, citizen and goldsmith of London, this lordship and manor of Menstre, with its rights, members, and appurtenances, late parcel of St. Augustine's monastery, except and reserved to the king's use, all advowsons and patronages of churches, chapels, &c. belonging to this manor; and he granted likewise all the rents of assize called Cornegavel land, in the parish of St. John, parcel of this manor; and the rents of assize of free tenement called Pennygavel land, in the parishes of St. Peter and St. Laurence, (fn. 10) to hold the manor, with its right, members and appurtenances, of the king, as of his manor of East Greenwich, by sealty only, in free and common socage, and not in capite, nor by knight's service; and to hold the rents of assize of the king in capite, by the service of one knight's fee; which grant and letters patent were conconfirmed by an act specially passed for the purpose, that year.

 

Some years after which, the heirs of the beforementioned Sir Philip Carey and John Williams, then Sir John Williams, bart. of Carmarthenshire, divided this estate; in which division, the manor itself with the court-lodge, part of the demesne lands, royalties, and appurtenances, was allotted to Sir John Williams, bart. (who died in 1668, and was buried in the Temple church, London); whose descendant of the same name, bart. of Carmarthenshire, dying without male issue, his daughter and sole heir, then the widow of the earl of Shelburne, carried it in marriage, at the latter end of king Charles II.'s reign, to Col. Henry Conyngham, afterwards a major-general in king William's reign, who died possessed of it in 1705. He left two sons, William and Henry, and a daughter Mary, married to Francis Burton, esq. of Clare, in Ireland. William, the eldest son of the general, succeeded him in this manor and estate in Minster, but died without surviving issue, upon which this estate descended to Henry Conyngham, esq. his younger brother, second son of the general, who was in 1753, anno 27 George II. created baron Conyngham, of Mount Charles, in Donegall, in Ireland; and afterwards by further letters patent, in 1756, viscount Conyngham, of the same kingdom; and again in 1780, earl Conyngham, and likewise baron Conyngham, of the same kingdom, with remainder of the latter title to his sister's sons. He married Ellen, only daughter of Solomon Merret, esq. of London, by whom he had no issue. He died s.p. in 1781, and was succeeded in his title of baron Conyngham by his nephew Francis Pierpoint Burton Conyngham, eldest son of his sister Mary, by her husband Francis Burton, esq. above-mentioned, which Francis, lord Conyngham, died in 1787, leaving by his wife Elizabeth, eldest daughter of Nathaniel Clements, esq. and sister of Robert, lord Leitrim, (who survived him) two sons, Henry, who succeeded him in title, and Nathaniel, and three daughters, Catherine married to the Rev. John Shirley Fermor, of Sevenoke; Ellen, to Stewart Weldon, esq. and Henrietta.

 

Henry, so succeeding his father as lord Conyngham, was created in December 1789, viscount Conyngham and baron Conyngham, of Mount Charles, in Donegall, to whom the inheritance of this manor and estate now belongs; but the possession of it for life is vested in the right hon. Ellen, countess dowager Conyngham; widow of Henry, earl Conyngham, above-mentioned. The arms of lord viscount Conyngham are, Argent, a shake-sork, between three mullets, sable. Supporters. The dexter—An horse charged on the breast with an eagle, displayed, or, maned and hoofed of the last. The sinister—A buck proper, charged on the breast with a griffin's head, erased, or, attired and unguled of the last. Crest—Anunicorn's head erased, argent, armed and maned, or. Motto—Over fork over.

 

A court leet and court baron is held for this manor, by the stile of the courtleet, and view of frank pledge, for the manor of Minster, in the hundred of Ringslow, alias Tenet, and the court baron for the said manor.

 

The court-lodge, formerly a part of the nunnery, was, after the dissolution of it, made use of as a farmhouse, in which some of the monks of St. Augustine resided, to manage the estate of it, which they kept in their own hands. On the north side of it, which seems to have been the front or entrance, is a handsome stone portal, on the top of which, in the middle, within a circle, are the arms of the abbey of St. Augustine, viz. Sable, a cross, argent. At a small distance from it stood antiently a very large barn, sufficient to hold the corn growing on all the demesnes, being in length 352 feet, and in breadth 47 feet, and the height of the walls 12 feet, with a roof of chesnut. When the estate was divided, 154 feet in length of this building was carried to Sevenscore farm, where it was burnt, by an accident unknown in 1700, and the remaining part here was burnt by lightning afterwards. On the south side of the house stood a chapel, said to have been built by St. Eadburga, the third abbess here. In it the body of St. Mildred is said to have been placed by her, or rather translated from the other monastery. Some of the walls and foundations of this chapel were remaining within the memory of some not long since deceased, but it is now so entirely demolished, that there is nothing to be seen of it, excepting a small part of the tower, and of the stairs leading up into it. Just by these ruins of the tower is a small piece of ground, in which lately in digging for mould, several human bones were dug up. There is a view of the remains of this nunnery in Lewis's Thanet.

 

THE OTHER PART of this estate, the scite of which lies about a mile eastward from Minster-court, since known by the name of SEVENSCORE, on which is built a substantial farm-house, with large barns and other necessary buildings, was allotted to —Carey, in whose successors viscounts Falkland, this estate continued down to Lucius Ferdinand, viscount Falkland, who not many years since alienated it to Josiah Wordsworth, esq. of London, whose son of the same name died possessed of it about the year 1784, leaving two sisters his coheirs, one of whom married Sir Charles Kent, bart. and the other, Anne, married Henry Verelst, esq. who afterwards, in right of their respective wives, became possessed of this estate in undivided moieties; in which state it still continues, Sir Charles Kent being at this time entitled to one moiety, and Mrs. Verelst, the widow of Henry Verelst, esq. above-mentioned, who died in 1785, and lies buried in this church, being entitled to the other moiety of it.

 

WASCHESTER is an estate lying at a small distance westward from Minster church, part of which was formerly parcel of the demesnes of the manor of Minster, and was included in king James's grant to Sir Philip Carey, William Pitt, esq. and John Williams, goldsmith, as has been mentioned before in the account of that manor; they in the year 1620, joined in the sale of them to Jeffry Sandwell, gent. of Monkton, who purchased other lands of different persons in this parish, Monkton and Birchington, the whole of which he sold in 1658, to John Peters, M. D. Philip le Keuse, and Samuel Vincent, which two latter alienated their shares soon afterwards to Dr. Peters; at which time all these lands together, not only comprehended Waschester farm, but likewise part, if not the whole of another called Acol. From Dr. Peters this estate descended to Peter Peters, M. D. of Canterbury, who died in 1697, upon which the inheritance of it descended to his sole daughter and heir Elizabeth, who in 1722 carried it in marriage to Thomas Barrett, esq. of Lee, whose second wife she was; he died possessed of it in 1757, upon which it descended to their only daughter and heir Elizabeth, who entitled her husband, the Rev. William Dejovas Byrche, to the fee of it. He died in 1792, leaving an only daughter Elizabeth, married to Samuel Egerton Brydges, esq. of the Middle Temple, barrister-atlaw, but now of Denton-court, who in her right possessed it, and afterwards sold it to Mr. Ambrose Maud, who now owns it.

 

SHERIFFS COURT is an estate lying somewhat less than a mile westward from Waschester, in the hamlet of Hoo in this parish; it was formerly called Sheriffs Hope, from the hope, or place of anchorage for ships, which sailed in the river Wantsume, which once ran close by this place. It is said by some to have taken its name from its having been part of the possessions of Reginald de Cornhill, who was so long sheriff of this county that he lost his own name and took that of Le Sheriff, from whence this place gained the name of Sheriffs hope, or court. He was sheriff from the 4th to the 9th years of king Richard I. in the last year of that reign and during the whole reign of king John. His arms are on the stone roof of the cloysters at Canterbury, being Two lions passant, debruised of a bendlet, impaling three piles. After this name was extinct here, the family of Corbie became possessed of this estate; one of whom, Robert de Corbie, died possessed of it in the 39th year of king Edward III. whose son Robert Corbie, esq. of Boughton Malherb, leaving a sole daughter and heir Joane, she carried it in marriage to Sir Nicholas Wotton, who, anno 3 Henry V. was lord mayor of London. His descendant Sir Edward Wotton procured his lands in this county to be disgavelled by the acts both of 31 Henry VIII. and 2 and 3 Edward VI. and from him this manor descended to Thomas, lord Wotton, who dying anno 6 Charles I. without male issue, his four daughters became his coheirs, of whom Catherine the eldest carried this estate in marriage to Henry, lord Stanhope, son and heir of Philip, earl of Chesterfield, whose widow Catherine, lady Stanhope, sold it to Henry Paramor. He was the tenant and occupier of Sheriff's court, being the eldest son of John Paramor, of Preston, the grandson of Thomas Paramor, of Paramor-street, in Ash, near Sandwich. They bore for their arms, Azure, a fess embattled, counter embairled, between three etoils of six points, or. (fn. 11) . He left it to his brother Thomas Paramor, whose grandson of the same name died possessed of it in 1652, and was buried with his ancestors in this church; from his heirs this estate was alienated to Thatcher, in which name it continued, till at length it was sold by one of them, to Mr. Robert Wilkins, gent. of St. Margaret's, Rochester, who possessed it for many years. He died without issue, and it has since become the property of Mrs. Terry, the present owner of it.

 

TO THIS MANOR is appurtenant the small MANOR OF PEGWELL, or COURT STAIRS, in the parish of St. Laurence.

 

ALDELOND GRANGE, usually called Allen Grange, situated about a mile northwardfrom Minster church, on the open high land, was so called in opposition to Newland Grange, in St. Laurence parish. It was antiently part of the possessions of the abbey of St. Augustine, and was in the year 1197, assigned by Roger, the abbot of it, to the sacristy of the abbey, for the purpose of upholding and maintaining the abbey church, as well in the fabric as ornaments, but on the condition that the sacrist for the time being, should perform all such services to the court of Minster as were due, and had been accustomed to be done for the land of it. (fn. 12)

 

The measurement of this land, according to Thorne, amounted to sixty-two acres; and to this Grange belong all the tithes of corn and grain, within the limits of the borough of Wayborough, excepting those which are received by the vicar. On the dissolution of the abbey of St. Augustine, in the 30th year of Henry VIII. this estate, then amounting to six score acres, came, with the rest of the possessions of the monastery, into the king's hands, where it did not continue long, for he settled it in his 33d year, by his dotation charter, on his new founded dean and chapter of Canterbury, with whom the inheritance of it continues at this time.

 

It has been demised by the dean and chapter, on a beneficial lease, the rack rent of it being 413l. per annum, for twenty one years, to Mr. Edward Pett, of Cleve-court, the present lessee of it. Messrs. Jessard and Paramor are the under lessees and occupiers of it.

 

POWCIES, which stands about half a mile northeastward from Allan grange, was formerly a gentleman's mansion, a large handsome building standing on much more ground than it does at present, with a gate house at the entrance into the court before it; all which being pulled down, a modern farm-house of brick has been built on the antient scite of it.

 

This seat was once in the possession of the family of Goshall, of Goshall, in Ash, where Sir John Goshall resided in king Edward III.'s reign, and in his descendants it continued till about the reign of king Henry IV. when it was carried in marriage by a female heir to one of the family of St. Nicholas, owners likewise of the adjoining manor of Thorne, in whom it continued down to Roger St. Nicholas, who died in 1484, leaving a sole daughter and heir Elizabeth, who entitled her husband John Dynley, of Charlton, in Worcestershire, to the possession of it. By her he had two sons, Henry and Edward, the eldest of whom succeeded to this estate, which he afterwards alienated, about the middle of queen Elizabeth's reign, to John Roper, esq. of Linsted, afterwards knighted, and anno 14 James I. created baron of Teynham; whose great grandson Christopher, lord Teynham, in king Charles I.'s reign, conveyed it to Sir Edward Monins, bart. of Waldershare, who died possessed of it in 1663, leaving Elizabeth his widow surviving, who held it in jointure at her death in 1703; upon which it devolved to the heirs and trustees of Susan, his eldest daughter and coheir, late wife of Peregrine Bertie, deceased, second son of Montague, earl of Lindsey; and they, in the reign of king William and queen Mary, joined in the sale of it to Sir Henry Furnese, bart. of Waldershare, who died possessed of it in 1712, as did his son Sir Robert in 1733. After which it became, with his other estates, vested in his three daughters and coheirs, and on a partition of them, anno 9 George II. this estate of Powcies was wholly allotted, among others, to Anne the eldest sister, wife of John, viscount St. John, which partition was confirmed by an act passed next year; after which it descended down to their grandson George, viscount Bolingbroke, who in 1790 alienated it to Mr. Henry and John Harnett, the present possessors of it.

 

THORNE, or as it is vulgarly called, Thourne, is a manor in this parish, situated about a mile southward from Powcies above mentioned, being so named from the quantity of thorny bushes growing on and about it. This manor was antiently the seat of a family which took their name from it, one of them, Henry de Thorne, was owner of it in the year 1300, anno 29 Edward I. and resided here; against whom it seems complaint was made to the abbot of St. Augustine, that he caused mass to be publicly said in his private oratory, or chapel, (the remains of which are still so entire as to be made use of as a granary, &c.) at this his manor of Thorne, (apud spinam) to the prejudice of the mother church, and the ill example of others; and he accordingly was inhibited from so doing in future, by the archbishop's letters to the vicar of Minster, dated that year. And under the cross in this church, in the north wall of it, is an antient tomb or coffin of solid stone, let into the wall under an arch of antient Saxon ornaments. On the stone which covers the tomb is a cross flory, on each side of which are two blank shields, and round the edge of the stone these words in old French letters: Ici gift Edile de Thorne, que fust Dna del Espine. This seems probable to have been one of the family, owners of this manor.

 

After this family of Thorne were become extinct here, that of Goshall, of Goshall, in Ash, appear to have been possessors of this manor; in whom it continued till about the reign of king Henry IV. when it went by marriage by a female heir to one of the family of St. Nicholas, in whose descendants it continued down to Roger St. Nicholas, who died in 1474, and as appears by his will, was buried before the image of St. Nicholas, in the chancel of Thorne, at Minster. Roger St. Nicholas, his son and heir, left an only daughter Elizabeth, who entitled her husband John Dynley, esq. of Charlton, in Worcestershire, to the possession of it. After which it continued down in the same owners as Powcies last above-described, till it came into the possession of George, viscount Bolingbroke, who in 1790 alienated it to Mr. Henry Wooton, the present owner of it.

 

See a custom for the demise of tenements by will within the borough of Menstre, secundum consuetudinem manerii, anno 55 Henry III. Itin. Kanc. rot. 18, in Robinson's Gavelkind, p. 236.

 

Charities.

THE OCCUPIER of Salmeston Grange, in St. John's parish, is bound by his lease to distribute to six poor inhabitants of the parish of Minster, to be nominated by the minister and churchwardens, in the first week, and on the middle Monday of Lent, to each of them, nine loaves and eighteen herrings; and to three poor people of the same, to each of them, two yards of blanket; and every Monday and Friday in each week, from the Invention of the Holy Cross to the feast of the Nativity of St. John the Baptist, to every poor person coming to Salmeston Grange, one dishfull of peas dressed.

 

THOMAS APPLETON, of Eastry, yeoman, by his will in 1593, gave to the relief of the poor of this parish, the sum of 5l. to be paid to the churchwardens yearly, for the use of the poor people, inhabitants there, fourteen days before Christmas day, the same to be paid out of certain lands belonging to him, called Hardiles, in the parish of Woodnesborough.

 

RICHARD CLERK, D. D. vicar of Minster, partly by deed in 1625, and partly by will on Nov 6, 1634, gave 120l. to be lent unto four parishioners, born in Minster, whose fathers were deceased, and they not sufficiently stocked, for the term of one, two, or three years, but not exceeding that; the interest arising from it to be divided among the poor of the parish. With this money the trustees purchased houses, which are at present divided into four tenements, besides the parish work-house, called the seoffees houses; and seven other tenements, called Cheap Row, the rent of which is annually distributed in clothing to the poor persons of the parish. They are all at present let to the churchwardens and overseers for the time being, by a lease of 99 years, from 1729, at the rent of 6l. This trust is now vested in Mr. William Fuller, of Doctors Commons, as heir of the last trustee; the trust not having been filled up since the year 1696.

 

JOHN CAREY, esq of Stanwell, in Middlesex, by will in 1685, gave 10l. per annum to be paid yearly to the churchwardens, out of his farm of Sevenscore; to be disposed of to the poor yearly, on St. Thomas's day.

 

THIS PARISH is within the ECCLESIASTICAL JURISDICTION of the diocese of Canterbury, and deanry of Westbere.

 

The church, which is dedicated to St. Mary, is a very handsome structure, consisting of a nave and two side isles, a cross sept, and east chancel; the nave is of Saxon, the transept and chancel of gothic architecture; the last is curiously vaulted with stone, and provision was made for the same in the transept, but it was never completed. In it are eighteen collegiate stalis, in good preservation. At the west end of the church is a tall spire steeple, in which is a clock and five bells.

 

When the Danes plundered and burnt the abbey of Minster, they seem to have spared the two chapels of St. Mary, and of St. Peter and St. Paul, or however the stone work of them was preserved, and not burnt with the roof and other works of timber. The former of these was afterwards made into the present parish church, and has since been considerably enlarged.—The nave or body of the church seems to have been the old building; the pillars of which are thick and short, and the arches all circular, and a low roof was probably upon them, according to the simplicity and plainness of those times; but since the wall has been built higher, as appears by the distance there is, betwixt the top of the arches and the wall plate across; and an handsome chancel added at the east end, and a square tower on the west, with a high spire covered with lead placed on it. The chancel or choir and the middle of the cross are vaulted, and by the footings which are left, it was certainly intended that the whole cross should have been finished in the same manner. The eighteen stalls mentioned before, have very handsome wainscot behind, according to the mode of those times; in these the monks, vicars, and priests used to sit during the performance of divine service. Besides the high altar in this church, there were before the reformation other altars in it, dedicated to the Holy Trinity, St. James, and St. Anne. At these, as likewise before the Holy Cross, were lights constantly burning; for the maintenance of which, there were societies or fellowships, who contributed towards the maintenance of them, and those who died left in their last wills constantly small sums of money for that purpose. Under the middle of the cross was the rood-lost, the going up to which out of the chancel is yet to be seen, as are the mortice holes in which the timbers were put, on which the lost was built. On the north wall of it is the antient tomb of Edile de Thorne. On the pavement, as well as in the church porch, are several large flat gravestones, the inscriptions, if any on them, entirely worn away; they seem very antient, and are not improbably, memorials of some of the religious of this place, but they do not seem always to have lain where they do now. On the front of the tower of the steeple is a shield, carved in the stone work, viz. A fess, between three lion's passant. Among other memorials in this church, in the chancel, is one for Francis, son and heir to Edward Saunders, gent. of Norbourne-court, which Edward married the female heir of Francis Pendrick, esq. by his wife, who was nurse to queen Elizabeth. He died anno 1643; arms, A chevron, between three elephants heads, impaling a saltier, ermine, between three leopards faces. In the middle isle a monument for Bartholomew Sanders, gent. and Mary his wife, daughter of Henry Oxenden, esq. of Wingham; arms, Per chevron, sable and argent, three elephants heads, counterchanged, impaling Oxenden. On a mural monument are the effigies of a man and woman. kneeling at a desk, for Thomas Paramor, esq. sometime mayor of Canterbury, and Anne his first wife; arms, Azure, a fess embattled, between three stars of six points, or, impaling or, on a chevron, three stars of six points, sable, between as many dragons heads, quartered. In the north isle are several memorials for the Paramors. On a wooden frame, near the altar, a memorial for Col. James Pettit, obt. 1730. On the south side of the chancel, a mural monument for Mary, youngest daughter of Robert Knowler, gent. of Herne, wife of John Lewis, vicar of this church, obt. 1719. A memorial for John Lewis, formerly vicar of this church, obt. 1746, æt. 72. A memorial for Elizabeth Blome, daughter and coheir of John Blome, gent. of Sevenoke, obt. 1731; arms, in a lozenge, A cross fitchee, and cinquefoil, quartered with a greybound, current. A mural monument for Harry Verelst, esq. of Aston, in Yorkshire, formerly governor of Bengal, obt. 1785; he married Anne, coheir of Josiah Wordsworth, esq. of Wadworth, in Yorkshire, and of Sevenscore, in this parish, and left by her four sons and five daughters. In the south isle memorials for the Harnetts, Kennetts, and Colemans. In the middle isle are memorials for several of the Jenking's. Leland, in his Itinerary, vol. vii. p. 130 says, S. Florentius jacet in Cemiterio S. Mariæ in Thanet, cujus Tumba Crescit signis. (fn. 13)

 

On the top of the spire was formerly a globe, and upon that a great wooden cross, covered with lead, over which was a vane, and above that, an iron cross; but about the year 1647, the noted fanatic Richard Culmer, having got the sequestration of this vicarage, took it into his fancy that these were monuments of superstition and idolatry, and got these crosses demolished by two persons of the parish, whom he had hired, after he had himself before day, by moon light, fixed ladders for them to go up and down, from the square of the tower to the top of the spire. But if all the figures of a cross are monuments of idolatry, and to be removed, the poor caitiff has done his work but by halves, or rather not all, when he took down these from the spire and left the church standing, which is itself built in the form of a cross.

 

The church of Minster was antiently appendant to the manor, and as such was granted with it, first to Domneva, and afterwards became part of the possessions of the abbey founded by her here; and after the destruction of it came with the manor, by king Cnute's grant, to the abbot and convent of St. Augustine, to which it became appropriated in the year 1128, anno 29 Henry I. and was at that time assigned, with the chapels of St. John, St. Peter, and St. Laurence, with all rents, tithes, and other things, belonging to them, to the sacristy of that monastery; which regulation was confirmed by archbishop Theobald, and afterwards, in 1168, by pope Alexander, who consigned it to the reparation of the church of the monastery, which had been but just before burnt down. (fn. 14)

 

In the year 1176, anno 23 Henry II. the tenants of the Halimot, or manor court of Minster, agreed, that from thenceforth they would all cop their corn; and that they and their heirs, then and for ever afterwards, should pay all their tithes lawfully by cops, and all other matters of tithes, which they were accustomed to pay, as amply as they had ever paid them from the time of the dedication of the church of St. Mary of Menstre.

 

By an agreement entered into in 1182, between the archbishop and the abbot of St. Augustine's, this church was exempted from the payments of all dues and procurations to the archdeacon; and that year the archbishop confirmed this church to the monastery; which agreement was renewed in 1237, by archbishop Edmund; and further, that the abbot and convent should present to the archbishop, in the chapels of St. Peter, St. John, and St. Laurence, fit perpetual chaplains to the altarages in them, provided those altarages were worth ten marcs, with which the chaplains should be content, on pain of forfeiting the same; the vicar of the mother church of Menstre, having a sufficient vicarage taxed from antient time in the same, taking and receiving in right of his vicarage, the tenths of small tithes, viz. of lambs and pigs, and the obventions arising from marriages and churchings, which were forbid at the chapels, and were solemnized, &c. at the mother church only, and the burials of certain corpses, being those of the tenants or occupiers of lands in these chapelries, who were to be buried at Minster, unless the vicar gave leave to the contrary. At the same time the archbishop, with the consent of the archdeacon, confirmed this church to the abbot and convent, together with the several archiepiscopal confirmations of it, and those of the several kings of England. This part above-mentioned of the revenue of the vicarage of Minster, arising from these chapelries, has long since been lost, except that out of Salmestone Grange, amounting to 10s. a year; which, perhaps, might be a composition for the tenths of the small tithes, &c. in them. The altarages above-mentioned were the customary and voluntary offerings at the altar, for some religious office or service of the priest. To augment these, the regular and secular priests invented many things. For it is to be observed, that only a portion of these offerings, to the value of ten marcs, or 6l. 13s. 4d. was what the chaplains of these three chapels were presented to, and that they were accountable for the residue to the abbot and convent, and that if they presumed to detain any more of these offerings beyond that sum, they were to be deprived even of that. For this reason, they were to swear to the abbot and convent, to give a true account of the offerings made at their several altars, on their respective offering days, and in no shape to detriment their parish of Menstre, as to legacies or obventions, personal or predial, but to conserve all the parochial rights of the same, entire and untouched, to the utmost of their power. Then marcs appear now but a small sum for the maintenance of a parish minster; but when the value of money at the time when this composition was made is considered, it will be found to be a handsome and generous allowance to a chaplain, especially as their stipends were then paid by authority; ten marcs were then equal to more than sixty pounds now, and in a council held at Oxford but fifteen years before, it was decreed, that where the churches had a revenue as far as five marcs per annum, they should be conferred on none but such as should constantly reside in person, on the place, as being a sufficient maintenance. In 1348 H. Kinghton informs us, a chaplain's usual stipend was no more than four or five marcs, or two and his board; as for the chaplains of these three chapels, though they were to receive no more than ten marcs of these altarages, they were not excluded the enjoyment of the manses and glebes, given to these chapels when they were first consecrated, which made some addition to their income, and perhaps enabled them to keep a deacon to assist them. (fn. 15)

 

On the great and principal festivals, the inhabitants of these three chapelries, preceded by their priests and other officers, with their banners, tapers, &c. were used to go in procession to Minster, their mother church, there to join at the solemn mass and other divine service then performed, to make their offerings and pay their accustomed dues, in token of their subjection to their parochial or mother church.

 

The appropriation of the church of Minster, together with the advowson of the vicarage, continued, in manner as has been already mentioned, with the abbot and convent till the dissolution of their monastery in the 30th year of king Henry VIII. when it was surrendered, together with the rest of the possessions of the monastery, into the king's hands. After the dissolution of the monastery, there could not be said to be any parsonage or appropriation of this church, for the demesne lands of the manor of Minster, which are very extensive in this parish, were subject, as to the tithes of corn, to only a small modus or composition to the vicar, of eighteen shocks or cops of wheat, and eighteen shocks or cops of barley, or thereabouts; and the vicar was intitled, in right of his vicarage, to the corn tithes of the lands in the remaining part of the parish, as will be further noticed hereafter.

 

When the vicarage of this church was endowed and a vicar instituted, is no where found; but certainly it was before the year 1275; for in the act of consecration of the church or chapel-yard of St. Laurence that year, when that chapel was made parochial, mention is made of the vicar of Menstre, &c. and in the year 1384, anno 8 Richard II. this vicarage was valued at thirty marcs. After the dissolution of the abbey of St. Augustine, the advowson of this vicarage continued in the hands of the crown, till king Edward VI. in his first year, granted it, among other premises, to the archbishop, since which it has continued parcel of the pos sessions of that fee, the archbishop being the present patron of it.

 

This vicarage is valued in the king's books at 33l. 3s. 4d. and the yearly tenths at 3l. 6s. 8d. In 1588 here were three hundred communicants, and it was valued at 1501. It is endowed with a manse and glebe of about twenty-four acres of land, upland and marsh; all the corn tithes, and other tithes of that part of the parish called Street-borough; and of about one hundred acres in the other borough, called Weyborough, except the corn tithes of the demesnes of the manor of Minster, for which the modus or composition above-mentioned is paid.

 

¶The land in Minster level, which is pasture, paying but four-pence an acre for tithes, Dr. Richard Clarke, vicar here in 1597, made a composition with his parishioners, by which they obliged themselves to pay him at the vicarage house, within three days after every quarter, after the rate of twelve-pence an acre for their marsh land, or else to lose the benefit of the composition. (fn. 16) Dr. Meric Casaubon, who succeeded Dr. Clarke, would not abide by this composition, but afterwards compounded with the occupiers, at the rate of twelve-pence an acre for the worst of the land, and of fourteen pence and sixteen pence for that which is better; and in the year 1638 he demanded his tithes of the marsh land in kind, or eighteen pence per acre, which was agreed to by the parishioners, and paid by them till the year 1643; when the civil wars being begun, and this county in the power of the parliament, Dr. Casaubon, being continually threatened to be turned out of his vicarage, was content to receive one shilling per acre for the marsh land; in which manner he received it till the end of the year 1644, when this vicarage was sequestered, and one Richard Culmer was put into possession of this vicarage, (fn. 17) who to ingratiate himself with the parishioners, agreed to take no more than twelve pence an acre of them, as did Dr. Casaubon in 1660, on his being restored to this vicarage; at which rate the tithes were afterwards uniformly taken, till the time of the present vicar; the several vicars not being disposed to quarrel with their neighbours, though the land now lets for as much again as it did in Dr. Casaubon's time, viz. at 28s. an acre and upwards. There have been several litigations and issues at law tried between the present vicar, Mr. Dodsworth, and his parishioners, on account of this modus for the marsh land, all which have been decided in the vicar's favor, who set aside the modus of one shilling per acre by the verdict in his favor, and now takes from 1s. 6d. to 2s. 6d. for the grass land, according to its goodness; yet there are ten acres of grass land late in the possession of Josias Fuller Farrer, esq. which never having paid more than four-pence per acre, remain at that composition. The present value of it is about 350l. per annum.

 

www.british-history.ac.uk/survey-kent/vol10/pp264-294

IAEA Staff at the Office of Procurement Services under the Department of Management. IAEA, Vienna, Austria. 30 March 2023

 

Daniela Leinen, Director (MTPS)

 

Photo Credit: Dean Calma / IAEA

Pictured at The National Procurement Awards 2018,

in Ballsbridge Hotel on 15/11/2018

+++ 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:

In the aftermath of the Second World War, Sweden required a strong air defense, utilizing the newly developed jet propulsion technology. The original concept had been designed around a mostly straight wing, but after Swedish engineers had obtained German research data on swept-wing designs, the prototype was altered to incorporate a 25° sweep. In order to make the wing as thin as possible, Saab elected to locate the retractable undercarriage in the aircraft's fuselage rather than into the wings.

 

Extensive wind tunnel testing had also influenced aspects of the aircraft's aerodynamics, such as stability and trim across the aircraft's speed range. In order to test the design of the swept wing further and avoid any surprises, it was decided to modify a Saab Safir. It received the designation Saab 201 and a full-scale swept wing for a series of flight tests. The first 'final' sketches of the aircraft, incorporating the new information, were drawn in January 1946.

 

The originally envisioned powerplant for the new fighter type was the de Havilland Goblin turbojet engine. However, in December 1945, information on the newer and more powerful de Havilland Ghost engine became available. The new engine was deemed to be ideal for Saab's in-development aircraft, as not only did the Ghost engine had provisions for the use of a central circular air intake, the overall diameter of the engine was favorable for the planned fuselage dimensions, too. Thus, following negotiations between de Havilland and Saab, the Ghost engine was selected to power the type and built in license as the RM 2.

 

By February 1946 the main outline of the proposed aircraft had been clearly defined. In autumn 1946, following the resolution of all major questions of principal and the completion of the project specification, the Swedish Air Force formally ordered the completion of the design and that three prototype aircraft be produced, giving the proposed type the designation J 29. After a thorough test program, production of the type commenced in 1948 and, in May 1951, the first deliveries of operational production aircraft were received by F 13 Norrköping. The J 29 proved to be very successful and several variants and updates of the Tunnan were produced, including a dedicated reconnaissance variant, a two seat trainer and an all-weather fighter with an onboard radar

 

However, Sweden foresaw that there would soon be a need for a jet fighter that could intercept bombers at high altitude and also successfully engage fighters. During September 1949, the Swedish Air Force, via the Swedish Defence Material Administration, released a requirement for a cutting-edge interceptor aircraft that was envisioned to be capable of attacking hostile bomber aircraft in the transonic speed range. As released, this requirement specified a top speed of Mach speed 1.4 to 1.5. (1956, the specified speed was revised and raised to Mach 1.7-1.8, and eventually led to the Saab 35 Draken). With the barely supersonic Saab 32 Lansen just under development, and intended for different roles than being a nimble day fighter, the company searched for a way to either achieve supersonic flight through modifications of an existing type or at least gather sufficient data and develop and try the new technologies necessary to meet the 1949 requirements.

 

Since Sweden did not have a truly supersonic aircraft in its inventory (not even an experimental type), Saab decided to convert the Saab 29 into a supersonic testbed, with the outlook to develop an interim day fighter that could replace the various Tunnan fighter versions and support the new Lansen fleet until a fully capable Mach 1.5+ interceptor was ready for service. Even though the type was regarded as a pure experimental aircraft, the designation remained close to the J29 nomenclature in order to secure military funding for the project and to confuse eventual spies. Consequently, the P29 was initially presented as a new J29 version (hence the “G” suffix).

 

The P29G was based on a heavily modified production J29B airframe, which was built in two versions and only in two specimens. Work on the first airframe started in 1952, just when the first Saab 32 prototype made its maiden flight. The initial challenge consisted of integrating two relatively compact axial flow jet engines with afterburners into the fuselage, since the J29’s original RM2, even in its late afterburner variant, was not able to safely deliver the necessary thrust for the intended supersonic flight program. After long negotiations, Saab was able to procure a small number of Westinghouse J34-WE-42 turbojets from the USA, which delivered as a pair 40% more thrust than the original RM2B. The engines were only delivered under the restriction that they would exclusively be used in connection with the supersonic research program.

 

Through a thorough re-construction, the Saab team was able to mount the new engines into the lower rear fuselage, and, internally, the air intake duct had to be modified and forked behind the landing gear wells. Due to the significantly widened rear fuselage, the P29G became quickly nicknamed “Kurviga Tunnan” (= “Curvy Barrel”). Even though the widened rear fuselage increased the aircraft’s frontal cross section, the modified shape had the (unintended) effect of area ruling, a welcome side benefit which became apparent during the flight test and which largely promoted the P29G’s gain of top speed.

 

Another special and unique feature of the P29G was a special wing attachment system. It consisted of two strengthened, open box spars in the fuselage with additional attachment points along the wing roots, which allowed different wings to be switched with relatively little effort. However, due to this modification, the wing tanks (with a total capacity of 900l inside of the J29s standard wings) were lost and only 2.150l in the Saab 29’s standard fuselage tanks could be carried – but this was, for a research aircraft, not regarded as a major weakness, and compensated for the wing attachment system’s additional weight. The original wing-mounted pitots were replaced by a single, massive sensor boom attached to the aircraft’s nose above the air intake, slightly set-off to starboard in order to give the pilot an unobstructed view.

 

The first P29G's maiden flight, marked “Gul Urban” (Yellow U), took place in July 1955. The aircraft behaved normally, even though the center of gravity had markedly shifted backwards and the overall gain of weight made the aircraft slightly unstable along the longitudinal axis. During the initial, careful attempts to break the sound barrier, it soon became apparent that both the original wings as well as the original air intake shape limited the P29G's potential. In its original form, the P29G could only barely pass Mach 1 in level flight.

 

As a consequence, the second P29G, which had been under conversion from another J29B airframe since mid-1954, received more thorough modifications. The air intake was lengthened and widened, and in order to make it more effective at supersonic speed it received a sharp lip. Wind tunnel tests with the first machine led to a modified tail, too: the fin was now taller and further swept back, the stabilizer was moved to a higher position, resulting in a cruciform layout. The original single-piece stabilizer was furthermore replaced by a two-piece, all-moving construction with a 45° sweep and a thinner profile. This not only improved the aerodynamics at high speed, it also suppressed the longitudinal instability problem, even though this was never really cured.

 

Due to the even higher all-up weight of the new aircraft, the landing gear was reinforced and the 2nd P29G received an experimental suspension system on its main legs with higher spring travel, which was designed for operations on semi-prepared airfields. This system had actually been designed for the updated J29 fighters (esp. the A32B attack variant), but it was not introduced into series production or the Saab 29E/F conversion program. Despite these massive changes, the P29G designation was retained, and the second machine, carrying the tactical code “Röd Urban” (Red U), was quickly nicknamed “Karpen” (“Carp”), due to its characteristic new intake shape, the long fin and its stocky shape.

 

The second P29G was ready for flight tests in August 1956, just in time to support the Saab 35’s ongoing development – the aircraft, which was eventually built to meet (and exceed) the Swedish Air Force’s 1949 supersonic interceptor requirement. The modifications proved to be successful and the P29G was, fitted with a 60° sweep wing and in clean configuration, able to achieve a maximum speed of 1.367 km/h (849 mph) in level flight, a formidable achievement (vs. the 1,060 km/h (660 mph) of the late J29F and the 1200 km/h (745 mph) of the J32B interceptor) for the post WWII design.

Several wing shapes and profiles were tested, including sweep angles from 25° to 63° as well as different shapes and profiles. Even though the machines carried provisions for the J29’s standard armament, the 20 mm cannons were normally not mounted and replaced with sensors and recording equipment. However, both machines were temporarily fitted with one or two guns in order to analyze the effects of firing the weapons at supersonic speed. Underwing ordnance was also almost never carried. In some tests, though, light bombs or unguided missiles were carried and deployed, or podded cine cameras were carried.

 

While the second P29G was used for high speed trials, the first machine remained in its original guise and took over low speed handling tests. Thanks to the unique wing switch mechanism, the supersonic research program could be held within a very tight schedule and lasted until late 1959. Thereafter, the P29Gs’ potential was of little use anymore, and the engine use agreement with the USA put an end to further use of the two aircraft, so that both P29Gs were retired from service in 1960. The 1st machine, outfitted with standard J29F wings and stripped off of its engines, remained in use as an instructional air at Malmslätt air base 1969, while the second machine was mothballed. However, both airframes were eventually scrapped in 1970.

  

General characteristics:

Crew: 1

Length: 11.66 m (38 ft 2 in) fuselage only,

13,97 m (45 ft 9 in) with pitot boom

Wingspan: varied*; 11.0 m (36 ft 1 in) with standard 25° sweep wings,

10.00 m (32 ft 9 ¾ in) with experimental 45° wings

Height: 4.54m (14 ft 10 ½ in)

Wing area: varied*; 24.15 m² (260.0 ft²) with standard 25° sweep wings

22.5 m² (242.2 ft²) with experimental 45° wings

Empty weight: 5,220 kg (11,500 lb)

Max. takeoff weight: 8,510 kg (18,744 lb)

 

Powerplant:

2× Westinghouse J34-WE-42 turbojets, each rated at 3,400 lbf (15 kN) dry thrust

and 4,200 lbf (19 kN) with full afterburner

 

Performance:

Maximum speed: 1.367 km/h (849 mph) were achieved*

Range: 790 km (490 mi)

Service ceiling: up to 17,250 m (56,500 ft)*

Rate of climb: up to 45 m/s (8,850 ft/min)*

 

*Varying figures due to different tested wing configurations

 

Armament:

None installed; provisions for 4x 20mm Hispano Mark V autocannon in the lower front fuselage.

Depending on the mounted wing type, various external loads could be carried, including a wide range of light bombs, 75 mm (3 in) air-to-air rockets, 145 mm (5.8 in) anti-armor rockets, 150 mm (6 in) HE (high-explosive) rockets or 180 mm (7.2 in) HE anti-ship rockets. Due to the lack of complex wiring or fuel plumbing, no guided weapons or drop tanks could be mounted, though.

  

The kit and its assembly:

Sweden is a prolific whiffing territory, and the Saab 29 offers some interesting options. This highly modified Tunnan, which is actually rather a kitbashing than a mere model kit modification, is/was a submission to the “More or less engines” group build at whatifmodelers.com in summer 2019.

I actually had the idea of a two-engine J29 in the back of my mind for a long time, spawned by a resin conversion set for the Hasegawa B-47 Stratojet kit that came with new intakes and exhaust sections for the four engine pods. The single engine pod parts had been spent a long time ago, but the twin engine parts were still waiting for a good use. Could the exhaust fit under/into a Tunnan…?

I even had a Matchbox J29 stashed away for this experiment long ago, as well as some donor parts like the wings, and the GB eventually offered the right motivation to put those things together that no one would expect to work.

 

So I pulled out all the stuff and started – a rather straightforward affair. Work started with the fuselage, which was, together with the (very nice) cockpit assembled OOB at first, the nose filled with as much lead as possible and with the lower rear section cut away, so the B-47 resin jet nozzles would end up at the same position as the original RM2B exhaust. Due to the pen nib fairing between them, though, the profile of the modified tail became (visually) more massive, and I had to fill some gaps under the tail boom (with styrene sheet and putty). The twin engines also turned out to be wider than expected – I had hoped for straight flanks, but the fuselage shape ended up with considerable bulges behind the landing gear wells. These were created with parts from drop tank halves and blended into the rest of the lower hill with PSR work. In the same wake the area under the fin was sculpted and re-created, too.

 

At that point it became clear that I had to do more on the fuselage, esp. the front end, in order to keep the aircraft visually balance. A convenient solution became an F-100 air intake, which I grafted onto the nose instead of the original circular and round-lipped orifice – with its sharp lip the Super Sabre piece was even a plausible change! The fuselage shapes and diameters differed considerably, though, more PSR became necessary.

 

Next came the wings: I had already set apart a pair of trapezoid wings with a 45° sweep angle – these were left over from a PM Model Ta 183 conversion some time ago. With their odd shape and size they were a perfect match for my project, even more so due to the fact that I could keep the original J29 wing attachment points, I just had to shorten and modify the trailing edge area on the fuselage. The result was very conclusive.

 

With the new nose and the wings in place, the overall proportions became clearer: still tail-heavy, but not unpleasant. At this time I was also certain that I had to modify the tail surfaces. The fin was too small and did not have enough sweep for the overall look, and the stabilizer, with its thick profile, rounded edges and the single, continuous rudder did not look supersonic at all. What followed was a long search in the donor banks for suitable replacements, and I eventually came up with a MiG-15 fin (Hobby Boss) which was later clipped at the top for a less recognizable profile. The stabilizers were more challenging, though. My solution eventually became a pair of modified stabilizers from a Matchbox Buccaneer(!), attached to the MiG-15 fin.

 

The design problems did not stop here, though: the landing gear caused some more headaches. I wanted to keep the OOB parts, but especially the main legs would leave the aircraft with a very goofy look through a short wheelbase and a rear axis position too much forward. In an attempt to save the situation I attached swing arms to the OOB struts, moving the axis maybe 5mm backwards and widening the track by 2mm at the same time. Not much in total, but it helped (a little, even though the aircraft is still very tail-heavy)

 

As a final addition – since the original, wing-mounted pitots of the J29 were gone now and would not go well with the wing-switching idea – I gave the P29G a large, nose-mounted pitot and sensor boom, placed on top of the nose. This part come, like the air intake, from an F-100.

  

Painting and markings:

I tend to be conservative when it comes to liveries for what-if models, and the P29G is no exception. At first, I thought that this build could become an operational supersonic daylight interceptor (the J29G), so that I could give the model full military markings and maybe a camouflage paint scheme. However, this idea would not work: the potential real life window for such an aircraft, based on the Saab 29, would be very narrow. And aircraft development in the late Fifties made quantum leaps within a very short period of time: While the J29A entered service, work on the Mach 2 Saab 35 was already underway – nobody would have accepted (or needed) a Mach 1 fighter, based on late Forties technology, at that time anymore, and there was the all-weather Saab J32B around, too. The update program with new wings and a more powerful afterburner engine was all that could be done to exploit the Tunnan’s potential, resulting in the (real world’s) J29E and F variants.

 

I eventually decided that the J29G would only be a prototype/research aircraft, consequently called P29G, and through this decision I became more or less settled upon a NMF finish with some colorful markings. Consequently, the model was painted with various shades of metal colors, primarily Polished Aluminum Metallizer from Humbrol, but also with Humbrol 191 and Matt Aluminum Metallizer as well as ModelMaster Steel Metallizer. Around the exhaust section, I also used Revell 91 (Iron) and ModelMaster Exhaust Metallizer. Some single panels and details were painted with Revell 99 (Aluminum), and I also used generic decal material in silver to simulate some smaller access panels. Grey decal sheet was used to simulate covers for the cannon nozzles.

 

The cockpit interior was painted, according to Saab 29 standard, in a dark greenish-grey (Revell 67), and bluish grey was used inside of the landing gear wells (Revell 57). The pitot boom received black and white stripes.

 

For markings I let myself get inspired from the real world Saab 29 and 32 prototypes, which were all marked with a colored “U” tactical code on the fin and also on the front fuselage, simply meaning “Utverding” (= “Test”). I found four red decals, and I also gave the aircraft a yellow cheatline, lent from an Airfix F-86D decal sheet. The Swedish roundels come from a generic aftermarket sheet, most stencils were taken from the Revell OOB sheet and a Printscale J29 sheet.

 

Before the model was sealed with semi-gloss acrylic varnish from Italeri, some grinded graphite was rubbed onto the rear fuselage, adding a metallic shine and simulating exhaust stains.

 

A thorough conversion – this has rather evolved into a kitbashing than just a kit conversion: not much from the original Matchbox J29 has been left over. But I like the outcome, even though things developed gradually from the simple idea of changing the number of engines on the Tunnan. One thing led to another. The resulting aircraft looks quite plausible, even though I am not totally happy with the landing gear, which appears to be rather far forward, despite surgical measures to mend the situation. The Ta 183 wings are a very good match, though, and I cannot help but recognize a certain French look, maybe due to the cruciform tail and the oval air intake? The P29G could also, with Argentinian marking, have become a revised version of the FMA Pulqui II?

Delivery man loading a truck.

 

As a reminder, keep in mind that this picture is available only for non-commercial use and that visible attribution is required. If you'd like to use this photo outside these terms, please contact me ahead of time to arrange for a paid license.

Hosted by GDS at the Digital Catapult Centre, London on Monday 11 September 2017.

NASA Associate Administrator, Office of Small Business Programs, Glenn Delgado, gives remarks during an event unveiling the 2022 Small Business Federal Procurement Scorecard, Tuesday, July 18, 2023, in the Earth Information Center at the Mary W. Jackson NASA Headquarters building in Washington. NASA Administrator Bill Nelson and NASA Deputy Administrator Pam Melroy hosted Isabella Casillas Guzman, Administrator of the Small Business Administration (SBA), for the unveiling of the annual scorecard which looks at how federal agencies rank on meeting their small business goals. Photo Credit: (NASA/Aubrey Gemignani)

This portrait of the mountain pass at night was procured from a moving horseless carriage. My imageing apparatus was secured to an upright post of the carriage to obtain a forward aspect of the dark way before us. The shutter of the device was operated while the conveyance was in motion. The brave lanterns of our carriage lit the way somewhat; just enough to form the faint spectral image which is presented here. The way was narrow and the night cold. Turn by wearisome turn, my dreadful companion feared the howling of wolves and imagined the flare of wayfarers' matchlocks. At journey's end I turned to look and I was alone.....

+++ DISCLAIMER +++

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

  

Some background:

The English Electric Skyspark was a British fighter aircraft that served as an interceptor during the 1960s, the 1970s and into the late 1980s. It remains the only UK-designed-and-built fighter capable of Mach 2. The Skyspark was designed, developed, and manufactured by English Electric, which was later merged into the newly-formed British Aircraft Corporation. Later the type was marketed as the BAC Skyspark.

 

The specification for the aircraft followed the cancellation of the Air Ministry's 1942 E.24/43 supersonic research aircraft specification which had resulted in the Miles M.52 program. W.E.W. "Teddy" Petter, formerly chief designer at Westland Aircraft, was a keen early proponent of Britain's need to develop a supersonic fighter aircraft. In 1947, Petter approached the Ministry of Supply (MoS) with his proposal, and in response Specification ER.103 was issued for a single research aircraft, which was to be capable of flight at Mach 1.5 (1,593 km/h) and 50,000 ft (15,000 m).

 

Petter initiated a design proposal with F W "Freddie" Page leading the design and Ray Creasey responsible for the aerodynamics. As it was designed for Mach 1.5, it had a 40° swept wing to keep the leading edge clear of the Mach cone. To mount enough power into the airframe, two engines were installed, in an unusual, stacked layout and with a high tailplane This proposal was submitted in November 1948, and in January 1949 the project was designated P.1 by English Electric. On 29 March 1949 MoS granted approval to start the detailed design, develop wind tunnel models and build a full-size mock-up.

 

The design that had developed during 1948 evolved further during 1949 to further improve performance. To achieve Mach 2 the wing sweep was increased to 60° with the ailerons moved to the wingtips. In late 1949, low-speed wind tunnel tests showed that a vortex was generated by the wing which caused a large downwash on the initial high tailplane; this issue was solved by lowering the tail below the wing. Following the resignation of Petter, Page took over as design team leader for the P.1. In 1949, the Ministry of Supply had issued Specification F23/49, which expanded upon the scope of ER103 to include fighter-level manoeuvring. On 1 April 1950, English Electric received a contract for two flying airframes, as well as one static airframe, designated P.1.

 

The Royal Aircraft Establishment disagreed with Petter's choice of sweep angle (60 degrees) and the stacked engine layout, as well as the low tailplane position, was considered to be dangerous, too. To assess the effects of wing sweep and tailplane position on the stability and control of Petter's design Short Brothers were issued a contract, by the Ministry of Supply, to produce the Short SB.5 in mid-1950. This was a low-speed research aircraft that could test sweep angles from 50 to 69 degrees and tailplane positions high or low. Testing with the wings and tail set to the P.1 configuration started in January 1954 and confirmed this combination as the correct one. The proposed 60-degree wing sweep was retained, but the stacked engines had to give way to a more conventional configuration with two engines placed side-by-side in the tail, but still breathing through a mutual nose air intake.

 

From 1953 onward, the first three prototype aircraft were hand-built at Samlesbury. These aircraft had been assigned the aircraft serials WG760, WG763, and WG765 (the structural test airframe). The prototypes were powered by un-reheated Armstrong Siddeley Sapphire turbojets, as the selected Rolls-Royce Avon engines had fallen behind schedule due to their own development problems. Since there was not much space in the fuselage for fuel, the thin wings became the primary fuel tanks and since they also provided space for the stowed main undercarriage the fuel capacity was relatively small, giving the prototypes an extremely limited endurance. The narrow tires housed in the thin wings rapidly wore out if there was any crosswind component during take-off or landing. Outwardly, the prototypes looked very much like the production series, but they were distinguished by the rounded-triangular air intake with no center-body at the nose, short fin, and lack of operational equipment.

 

On 9 June 1952, it was decided that there would be a second phase of prototypes built to develop the aircraft toward achieving Mach 2.0 (2,450 km/h); these were designated P.1B while the initial three prototypes were retroactively reclassified as P.1A. P.1B was a significant improvement on P.1A. While it was similar in aerodynamics, structure and control systems, it incorporated extensive alterations to the forward fuselage, reheated Rolls Royce Avon R24R engines, a conical center body inlet cone, variable nozzle reheat and provision for weapons systems integrated with the ADC and AI.23 radar. Three P.1B prototypes were built, assigned serials XA847, XA853 and XA856.

 

In May 1954, WG760 and its support equipment were moved to RAF Boscombe Down for pre-flight ground taxi trials; on the morning of 4 August 1954, WG760 flew for the first time from Boscombe Down. One week later, WG760 officially achieved supersonic flight for the first time, having exceeded the speed of sound during its third flight. While WG760 had proven the P.1 design to be viable, it was plagued by directional stability problems and a dismal performance: Transonic drag was much higher than expected, and the aircraft was limited to Mach 0.98 (i.e. subsonic), with a ceiling of just 48,000 ft (14,630 m), far below the requirements.

 

To solve the problem and save the P.1, Petter embarked on a major redesign, incorporating the recently discovered area rule, while at the same time simplifying production and maintenance. The redesign entailed a new, narrower canopy, a revised air intake, a pair of stabilizing fins under the rear fuselage, and a shallow ventral fairing at the wings’ trailing edge that not only reduced the drag coefficient along the wing/fuselage intersection, it also provided space for additional fuel.

On 4 April 1957 the modified P.1B (XA847) made the first flight, immediately exceeding Mach 1. During the early flight trials of the P.1B, speeds in excess of 1,000 mph were achieved daily.

In late October 1958, the plane was officially presented. The event was celebrated in traditional style in a hangar at Royal Aircraft Establishment (RAE) Farnborough, with the prototype XA847 having the name ‘Skyspark’ freshly painted on the nose in front of the RAF Roundel, which almost covered it. A bottle of champagne was put beside the nose on a special rig which allowed the bottle to safely be smashed against the side of the aircraft.

On 25 November 1958 the P.1B XA847 reached Mach 2 for the first time. This made it the second Western European aircraft to reach Mach 2, the first one being the French Dassault Mirage III just over a month earlier on 24 October 1958

 

The first operational Skyspark, designated Skyspark F.1, was designed as a pure interceptor to defend the V Force airfields in conjunction with the "last ditch" Bristol Bloodhound missiles located either at the bomber airfield, e.g. at RAF Marham, or at dedicated missile sites near to the airfield, e.g. at RAF Woodhall Spa near the Vulcan station RAF Coningsby. The bomber airfields, along with the dispersal airfields, would be the highest priority targets in the UK for enemy nuclear weapons. To best perform this intercept mission, emphasis was placed on rate-of-climb, acceleration, and speed, rather than range – originally a radius of operation of only 150 miles (240 km) from the V bomber airfields was specified – and endurance. Armament consisted of a pair of 30 mm ADEN cannon in front of the cockpit, and two pylons for IR-guided de Havilland Firestreak air-to-air missiles were added to the lower fuselage flanks. These hardpoints could, alternatively, carry pods with unguided 55 mm air-to-air rockets. The Ferranti AI.23 onboard radar provided missile guidance and ranging, as well as search and track functions.

 

The next two Skyspark variants, the Skyspark F.1A and F.2, incorporated relatively minor design changes, but for the next variant, the Skyspark F.3, they were more extensive: The F.3 had higher thrust Rolls-Royce Avon 301R engines, a larger squared-off fin that improved directional stability at high speed further and a strengthened inlet cone allowing a service clearance to Mach 2.0 (2,450 km/h; the F.1, F.1A and F.2 were all limited to Mach 1.7 (2,083 km/h). An upgraded A.I.23B radar and new, radar-guided Red Top missiles offered a forward hemisphere attack capability, even though additional electronics meant that the ADEN guns had to be deleted – but they were not popular in their position in front of the windscreen, because the muzzle flash blinded the pilot upon firing. The new engines and fin made the F.3 the highest performance Skyspark yet, but this came at a steep price: higher fuel consumption, resulting in even shorter range. From this basis, a conversion trainer with a side-by-side cockpit, the T.4, was created.

 

The next interceptor variant was already in development, but there was a need for an interim solution to partially address the F.3's shortcomings, the F.3A. The F.3A introduced two major improvements: a larger, non-jettisonable, 610-imperial-gallon (2,800 L) ventral fuel tank, resulting in a much deeper and longer belly fairing, and a new, kinked, conically cambered wing leading edge. The conically cambered wing improved manoeuvrability, especially at higher altitudes, and it offered space for a slightly larger leading edge fuel tank, raising the total usable internal fuel by 716 imperial gallons (3,260 L). The enlarged ventral tank not only nearly doubled available fuel, it also provided space at its front end for a re-instated pair of 30 mm ADEN cannon with 120 RPG. Alternatively, a retractable pack with unguided 55 mm air-to-air rockets could be installed, or a set of cameras for reconnaissance missions. The F.3A also introduced an improved A.I.23B radar and the new IR-guided Red Top missile, which was much faster and had greater range and manoeuvrability than the Firestreak. Its improved infrared seeker enabled a wider range of engagement angles and offered a forward hemisphere attack capability that would allow the Skyspark to attack even faster bombers (like the new, supersonic Tupolev T-22 Blinder) through a collision-course approach.

Wings and the new belly tank were also immediately incorporated in a second trainer variant, the T.5.

 

The ultimate variant, the Skyspark F.6, was nearly identical to the F.3A, with the exception that it could carry two additional 260-imperial-gallon (1,200 L) ferry tanks on pylons over the wings. These tanks were jettisonable in an emergency and gave the F.6 a substantially improved deployment capability, even though their supersonic drag was so high that the extra fuel would only marginally raise the aircraft’s range when flying beyond the sound barrier for extended periods.

 

Finally, there was the Skyspark F.2A; it was an early production F.2 upgraded with the new cambered wing, the squared fin, and the 610 imperial gallons (2,800 L) ventral tank. However, the F.2A retained the old AI.23 radar, the IR-guided Firestreak missile and the earlier Avon 211R engines. Although the F.2A lacked the thrust of the later Skysparks, it had the longest tactical range of all variants, and was used for low-altitude interception over West Germany.

 

The first Skysparks to enter service with the RAF, three pre-production P.1Bs, arrived at RAF Coltishall in Norfolk on 23 December 1959, joining the Air Fighting Development Squadron (AFDS) of the Central Fighter Establishment, where they were used to clear the Skyspark for entry into service. The production Skyspark F.1 entered service with the AFDS in May 1960, allowing the unit to take part in the air defence exercise "Yeoman" later that month. The Skyspark F.1 entered frontline squadron service with 74 Squadron at Coltishall from 11 July 1960. This made the Skyspark the second Western European-built combat aircraft with true supersonic capability to enter service and the second fully supersonic aircraft to be deployed in Western Europe (the first one in both categories being the Swedish Saab 35 Draken on 8 March 1960 four months earlier).

 

The aircraft's radar and missiles proved to be effective, and pilots reported that the Skyspark was easy to fly. However, in the first few months of operation the aircraft's serviceability was extremely poor. This was due to the complexity of the aircraft systems and shortages of spares and ground support equipment. Even when the Skyspark was not grounded by technical faults, the RAF initially struggled to get more than 20 flying hours per aircraft per month compared with the 40 flying hours that English Electric believed could be achieved with proper support. In spite of these concerns, within six months of the Skyspark entering service, 74 Squadron was able to achieve 100 flying hours per aircraft.

 

Deliveries of the slightly improved Skyspark F.1A, with revised avionics and provision for an air-to-air refueling probe, allowed two more squadrons, 56 and 111 Squadron, both based at RAF Wattisham, to convert to the Skyspark in 1960–1961. The Skyspark F.1 was only ordered in limited numbers and served only for a short time; nonetheless, it was viewed as a significant step forward in Britain's air defence capabilities. Following their replacement from frontline duties by the introduction of successively improved Skyspark variants, the remaining F.1 aircraft were employed by the Skyspark Conversion Squadron.

The improved F.2 entered service with 19 Squadron at the end of 1962 and 92 Squadron in early 1963. Conversion of these two squadrons was aided by the of the two-seat T.4 and T.5 trainers (based on the F.3 and F.3A/F.6 fighters), which entered service with the Skyspark Conversion Squadron (later renamed 226 Operational Conversion Unit) in June 1962. While the OCU was the major user of the two-seater, small numbers were also allocated to the front-line fighter squadrons. More F.2s were produced than there were available squadron slots, so later production aircraft were stored for years before being used operationally; some of these Skyspark F.2s were converted to F.2As.

 

The F.3, with more powerful engines and the new Red Top missile was expected to be the definitive Skyspark, and at one time it was planned to equip ten squadrons, with the remaining two squadrons retaining the F.2. However, the F.3 also had only a short operational life and was withdrawn from service early due to defence cutbacks and the introduction of the even more capable and longer-range F.6, some of which were converted F.3s.

 

The introduction of the F.3 and F.6 allowed the RAF to progressively reequip squadrons operating aircraft such as the subsonic Gloster Javelin and retire these types during the mid-1960s. During the 1960s, as strategic awareness increased and a multitude of alternative fighter designs were developed by Warsaw Pact and NATO members, the Skyspark's range and firepower shortcomings became increasingly apparent. The transfer of McDonnell Douglas F-4 Phantom IIs from Royal Navy service enabled these much longer-ranged aircraft to be added to the RAF's interceptor force, alongside those withdrawn from Germany as they were replaced by SEPECAT Jaguars in the ground attack role.

The Skyspark's direct replacement was the Tornado F.3, an interceptor variant of the Panavia Tornado. The Tornado featured several advantages over the Skyspark, including far larger weapons load and considerably more advanced avionics. Skysparks were slowly phased out of service between 1974 and 1988, even though they lasted longer than expected because the definitive Tornado F.3 went through serious teething troubles and its service introduction was delayed several times. In their final years, the Skysparks’ airframes required considerable maintenance to keep them airworthy due to the sheer number of accumulated flight hours.

  

General characteristics:

Crew: 1

Length: 51 ft 2 in (15,62 m) fuselage only

57 ft 3½ in (17,50 m) including pitot

Wingspan: 34 ft 10 in (10.62 m)

Height: 17 ft 6¾ in (5.36 m)

Wing area: 474.5 sq ft (44.08 m²)

Empty weight: 31,068 lb (14,092 kg) with armament and no fuel

Gross weight: 41,076 lb (18,632 kg) with two Red Tops, ammunition, and internal fuel

Max. takeoff weight: 45,750 lb (20,752 kg)

 

Powerplant:

2× Rolls-Royce Avon 301R afterburning turbojet engines,

12,690 lbf (56.4 kN) thrust each dry, 16,360 lbf (72.8 kN) with afterburner

 

Performance:

Maximum speed: Mach 2.27 (1,500 mph+ at 40,000 ft)

Range: 738 nmi (849 mi, 1,367 km)

Combat range: 135 nmi (155 mi, 250 km) supersonic intercept radius

Range: 800 nmi (920 mi, 1,500 km) with internal fuel

1,100 nmi (1,300 mi; 2,000 km) with external overwing tanks

Service ceiling: 60,000 ft (18,000 m)

Zoom ceiling: 70,000 ft (21,000 m)

Rate of climb: 20,000 ft/min (100 m/s) sustained to 30,000 ft (9,100 m)

Zoom climb: 50,000 ft/min

Time to altitude: 2.8 min to 36,000 ft (11,000 m)

Wing loading: 76 lb/sq ft (370 kg/m²) with two AIM-9 and 1/2 fuel

Thrust/weight: 0.78 (1.03 empty)

 

Armament:

2× 30 mm (1.181 in) ADEN cannon with 120 RPG in the lower fuselage

2× forward fuselage hardpoints for a single Firestreak or Red Top AAM each

2× overwing pylon stations for 2.000 lb (907 kg each)

for 260 imp gal (310 US gal; 1,200 l) ferry tanks

  

The kit and its assembly:

This build was a submission to the “Hunter, Lightning, Canberra” group build at whatifmodellers.com, and one of my personal ultimate challenges – a project that you think about very often, but the you put the thought back into its box when you realize that turning this idea into hardware will be a VERY tedious, complex and work-intensive task. But the thematic group build was the perfect occasion to eventually tackle the idea of a model of a “side-by-side engine BAC Lightning”, a.k.a. “Flatning”, as a rather conservative alternative to the real aircraft’s unique and unusual design with stacked engines in the fuselage, which brought a multitude of other design consequences that led to a really unique aircraft.

 

And it sound so simple: take a Lightning, just change the tail section. But it’s not that simple, because the whole fuselage shape would be different, resulting in less depth, the wings have to be attached somewhere and somehow, the landing gear might have to be adjusted/shortened, and how the fuselage diameter shape changes along the hull, so that you get a more or less smooth shape, was also totally uncertain!

 

Initially I considered a MiG Ye-152 as a body donor, but that was rejected due to the sheer price of the only available kit (ModelSvit). A Chinese Shenyang J-8I would also have been ideal – but there’s not 1:72 kit of this aircraft around, just of its successor with side intakes, a 1:72 J-8II from trumpeter.

I eventually decided to keep costs low, and I settled for the shaggy PM Model Su-15 (marketed as Su-21) “Flagon” as main body donor: it’s cheap, the engines have a good size for Avons and the pen nib fairing has a certain retro touch that goes well with the Lightning’s Fifties design.

The rest of this "Flatning" came from a Hasegawa 1:72 BAC Lightning F.6 (Revell re-boxing).

 

Massive modifications were necessary and lots of PSR. In an initial step the Flagon lost its lower wing halves, which are an integral part of the lower fuselage half. The cockpit section was cut away where the intake ducts begin. The Lightning had its belly tank removed (set aside for a potential later re-installation), and dry-fitting and crude measures suggested that only the cockpit section from the Lightning, its spine and the separate fin would make it onto the new fuselage.

 

Integrating the parts was tough, though! The problem that caused the biggest headaches: how to create a "smooth" fuselage from the Lightning's rounded front end with a single nose intake that originally develops into a narrow, vertical hull, combined with the boxy and rather wide Flagon fuselage with large Phantom-esque intakes? My solution: taking out deep wedges from all (rather massive) hull parts along the intake ducts, bend the leftover side walls inwards and glue them into place, so that the width becomes equal with the Lightning's cockpit section. VERY crude and massive body work!

 

However, the Lightning's cockpit section for the following hull with stacked engines is much deeper than the Flagon's side-by-side layout. My initial idea was to place the cockpit section higher, but I would have had to transplant a part of the Lightning's upper fuselage (with the spine on top, too!) onto the "flat" Flagon’s back. But this would have looked VERY weird, and I'd have had to bridge the round ventral shape of the Lightning into the boxy Flagon underside, too. This was no viable option, so that the cockpit section had to be further modified; I cut away the whole ventral cockpit section, at the height of the lower intake lip. Similar to my former Austrian Hasegawa Lightning, I also cut away the vertical bulkhead directly behind the intake opening - even though I did not improve the cockpit with a better tub with side consoles. At the back end, the Flagon's jet exhausts were opened and received afterburner dummies inside as a cosmetic upgrade.

 

Massive PSR work followed all around the hull. The now-open area under the cockpit was filled with lead beads to keep the front wheel down, and I implanted a landing gear well (IIRC, it's from an Xtrakit Swift). With the fuselage literally taking shape, the wings were glued together and the locator holes for the overwing tanks filled, because they would not be mounted.

 

To mount the wings to the new hull, crude measurements suggested that wedges had to be cut away from the Lightning's wing roots to match the weird fuselage shape. They were then glued to the shoulders, right behind the cockpit due to the reduced fuselage depth. At this stage, the Lightning’s stabilizer attachment points were transplanted, so that they end up in a similar low position on the rounded Su-15 tail. Again, lots of PSR…

 

At this stage I contemplated the next essential step: belly tank or not? The “Flatning” would have worked without it, but its profile would look rather un-Lightning-ish and rather “flat”. On the other side, a conformal tank would probably look quite strange on the new wide and flat ventral fuselage...? Only experiments could yield an answer, so I glued together the leftover belly bulge parts from the Hasegawa kit and played around with it. I considered a new, wider belly tank, but I guess that this would have looked too ugly. I eventually settled upon the narrow F.6 tank and also used the section behind it with the arrestor hook. I just reduced its depth by ~2 mm, with a slight slope towards the rear because I felt (righteously) that the higher wing position would lower the model’s stance. More massive PSR followed….

 

Due to the expected poor ground clearance, the Lightning’s stabilizing ventral fins were mounted directly under the fuselage edges rather than on the belly tank. Missile pylons for Red Tops were mounted to the lower front fuselage, similar to the real arrangement, and cable fairings, scratched from styrene profiles, were added to the lower flanks, stretching the hull optically and giving more structure to the hull.

 

To my surprise, I did not have to shorten the landing gear’s main legs! The wings ended up a little higher on the fuselage than on the original Lightning, and the front wheel sits a bit further back and deeper inside of its donor well, too, so that the fuselage comes probably 2 mm closer to the ground than an OOB Lightning model. Just like on the real aircraft, ground clearance is marginal, but when the main wheels were finally in place, the model turned out to have a low but proper stance, a little F8U-ish.

  

Painting and markings:

I was uncertain about the livery for a long time – I just had already settled upon an RAF aircraft. But the model would not receive a late low-viz scheme (the Levin, my mono-engine Lightning build already had one), and no NMF, either. I was torn between an RAF Germany all-green over NMF undersides livery, but eventually went for a pretty standard RAF livery in Dark Sea Grey/Dark Green over NMF undersides, with toned-down post-war roundels.

A factor that spoke in favor of this route was a complete set of markings for an RAF 11 Squadron Lightning F.6 in such a guise on an Xtradecal set, which also featured dayglo orange makings on fin, wings and stabilizers – quite unusual, and a nice contrast detail on the otherwise very conservative livery. All stencils were taken from the OOB Revell sheet for the Lightning. Just the tactical code “F” on the tail was procured elsewhere, it comes from a Matchbox BAC Lightning’s sheet.

 

After basic painting the model received the usual black ink washing, some post-panel-shading and also a light treatment with graphite to create soot strains around the jet exhausts and the gun ports, and to emphasize the raised panel lines on the Hasegawa parts.

 

Finally, the model was sealed with matt acrylic varnish and final bits and pieces like the landing gear and the Red Tops (taken OOB) were mounted.

  

A major effort, and I have seriously depleted my putty stocks for this build! However, the result looks less spectacular than it actually is: changing a Lightning from its literally original stacked engine layout into a more conservative side-by-side arrangement turned out to be possible, even though the outcome is not really pretty. But it works and is feasible!

Part of the long south front of Alexandra Palace, with the former BBC TV mast above the east tower.

 

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First in a series of photos and comments about Cllr Charles Adje and how he carried out some vital tasks on behalf of Haringey Council.

 

This one comments on events arising from the First Walklate Report.

 

► Click here for Part 2 ─ Adje's Pally.

 

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In October 2008 Alexandra Palace was back in the news with publication of the first Walklate Report. Martin Walklate's measured, factual and independent report examined events surrounding the grant of a licence to Firoka (Alexandra Palace) Ltd in May 2007.

 

With justification, Haringey's local press focused on the role of former Council Leader, Cllr Charles Adje who chaired the Alexandra Palace Board at the time. ( Click to read the reports and editorial in the Hampstead & Highgate Express 25 September 2008. )

 

Cllr Adje's most interesting reply was printed in the Letters page of the Ham & High on 2 October 2008. That week is not included in the paper's online archive, so here it is.

 

══════════════════════════════════════

 

(Hampstead & Highgate Express 2 October 2008.)

  

Charles Adje responds to criticisms over damning Ally Pally report

 

I read with incredulity your comments on the Walklate Ally Pally report (Call for heads to roll after shocking Ally Pally report, H&H Broadway September 25). To state that the whole deal was done behind closed doors is absurd.

 

Board members were informed of the financial situation and of contracts being terminated or dwindling. Firoka was becoming impatient and was concerned about this, the unions were concerned about the way their members were being dealt with regarding TUPE negotiations, and staff were also leaving to take up jobs elsewhere due to the continuing uncertainty.

 

Firoka had the resources to move things forward and the potential to channel business to the Palace.

 

The Alexandra Palace Trading Company was also being wound up as it was in deficit, and the board ran the risk of trading with an insolvent company (as reported by officers at the time). The two independent non-executive directors had already stood down and liquidators were on standby to wind down the company.

 

You will be aware that the company has its own accountants and auditors. Council officers were aware of this and I believe provisions had been made to this effect.

 

In order to ensure the future of the assets and that staff were provided with some certainty for the future and to further lock Firoka in, the Board of Trustees and of the trading company decided to second the staff and grant a licence to Firoka Alexandra Palace Limited for a limited period.

 

At no time did any board member query this decision or state that they did not understand what was being proposed. The decision to transfer was unanimous. The Leader of the Council and the Chief Executive were fully conversant with the process.

 

I am certain that the interim licence would not have been granted if board members had been told that the judicial review would go against the Charity Commission or the board. It is, however, regrettable that officers did not seek legal or counsel's opinion to finalise the licence.

 

Counsel's opinion was sought by officers regarding the judicial review and the chair of the Board of Trustees, the council leader and the chief executive were fully conversant with the opinion.

 

The Walklate report infers that board members were not competent and casts aspersions on their ability, their hard work and good intentions. The report failed to reflect the fact that apart from one board member who had been on the board for some time, the other members, including myself at the time, were new appointees with no previous involvement with the board.

 

We needed to complete the transfer process and there was no reserve bidder or plan 'B'. We were faced with a fait accompli. We therefore had to make do with what we inherited.

 

I should also like to state that I have had no dealings in the affairs of the Palace since I left as Chair. I do not know how Mr Walklate's service came to be commissioned, nor was I consulted in terms of his remit.

 

The board's aim at all times was to transfer the risks and secure the future of the assets and the staff, although this strategy had its critics.

 

The Walklate report and your lead comment belittle the £50m investment by Firoka, a project which commenced in 2004 and which I believe to have been the second attempt to transfer the risks and secure the future of the assets.

 

It should be noted that the transfer did not collapse as a result of the licence issue, as the licence was issued for a limited period. The licence should have been terminated immediately after the outcome of the judicial review as the need for it to continue no longer existed.

 

It should also be borne in mind that Firoka 'walked' as a result of the inaction on the part of the board to progress matters, (according to their press statement) which you also published, and not as a result of issue of the licence.

 

We had never denied that there had been longstanding governance problems with the Palace. The board was faced with a dilemma: whether to spend its energy on the issue of governance as inherited (which is a perennial issue) or to focus on the transfer (which would have resolved the governance issue as the trading company would have been liquidated following the transfer).

 

The report and your comments seem to infer that this all happened in my term as chair, which is not the case.

 

My aim and that of my Labour colleagues has always been and remains the same, to safeguard the future of the Palace and lift the burden from the Haringey taxpayer.

 

Finally, it should be noted that I asked for the whole report to be made public rather than parts of it, as I have nothing to hide.

 

As ever, I will continue to work hard for the benefit and interest of the people of our borough, not just for the few.

 

Cllr Charles Adje

Labour Member for White Hart Lane Ward

Haringey Council

 

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My Comment

 

I found this an odd letter. To me, at least, it seems to present Cllr Adje as a new chap on the Board who had "inherited" problems he didn't really grasp. Almost as if he had not been the Council Leader during the previous two years. (May 2004 - May 2006). Nor a member of the Council's ruling "cabinet" from 2000-04 with responsibility for Finance.

 

Unfortunately, the mess presided over by Cllr Adje risked obscuring the hard work of the Board and solid progress made by his successor as Chair, Cllr Matt Cooke.

 

The LibDem opposition on Haringey Council demanded Cllr Adje's resignation from his (then) role as "cabinet" councillor in charge of "Resources". This may have seemed a bit unfair - given that he'd been off the Ally Pally board for eighteen months. But as they pointed out, Cllr Adje was then responsible for Haringey's Finances, Property, Council Tax, Procurement, IT, Personnel, and Organisational Development.

 

The First Walklate Report is long and complex. Even so, I hope as many people as possible download it and make their own minds up.

A couple of weeks back, we met a couple in a pub in Canterbury, and they had been out exploring the city and said they were disappointed by the cathedral.

 

Not enough labels they said.

 

That not withstanding, I thought it had been some time since I last had been, so decided to revisit, see the pillars of Reculver church in the crypt and take the big lens for some detail shots.

 

We arrived just after ten, so the cathedral was pretty free of other guests, just a few guides waiting for groups and couples to guide.

 

I went round with the 50mm first, before concentrating on the medieval glass which is mostly on the south side.

 

But as you will see, the lens picked up so much more.

 

Thing is, there is always someone interesting to talk to, or wants to talk to you. As I went around, I spoke with about three guides about the project and things I have seen in the churches of the county, and the wonderful people I have met. And that continued in the cathedral.

 

I have time to look at the tombs in the Trinity Chapel, and see that Henry IV and his wife are in a tomb there, rather than ay Westminster Abbey. So I photograph them, and the Black Prince on the southern side of the chapel, along with the Bishops and Archbishops between.

 

Round to the transept and a chance to change lenses, and put on the 140-400mm for some detailed shots.

 

I go round the cathedral again.

 

Initially at some of the memorials on the walls and the canopy of the pulpit, but it is the windows that are calling.

 

At least it was a bright, sunny day outside, which meant light was good in the cathedral with most shots coming out fine with no camera shake.

 

As I edit the shots I am stunned at the details of windows so high up they mostly seem like blocks of colour.

 

And so far, I have only just started to edit these shots.

 

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St Augustine, the first Archbishop of Canterbury, arrived on the coast of Kent as a missionary to England in 597AD. He came from Rome, sent by Pope Gregory the Great. It is said that Gregory had been struck by the beauty of Angle slaves he saw for sale in the city market and despatched Augustine and some monks to convert them to Christianity. Augustine was given a church at Canterbury (St Martin’s, after St Martin of Tours, still standing today) by the local King, Ethelbert whose Queen, Bertha, a French Princess, was already a Christian.This building had been a place of worship during the Roman occupation of Britain and is the oldest church in England still in use. Augustine had been consecrated a bishop in France and was later made an archbishop by the Pope. He established his seat within the Roman city walls (the word cathedral is derived from the the Latin word for a chair ‘cathedra’, which is itself taken from the Greek ‘kathedra’ meaning seat.) and built the first cathedral there, becoming the first Archbishop of Canterbury. Since that time, there has been a community around the Cathedral offering daily prayer to God; this community is arguably the oldest organisation in the English speaking world. The present Archbishop, The Most Revd Justin Welby, is 105th in the line of succession from Augustine. Until the 10th century, the Cathedral community lived as the household of the Archbishop. During the 10th century, it became a formal community of Benedictine monks, which continued until the monastery was dissolved by King Henry VIII in 1540. Augustine’s original building lies beneath the floor of the Nave – it was extensively rebuilt and enlarged by the Saxons, and the Cathedral was rebuilt completely by the Normans in 1070 following a major fire. There have been many additions to the building over the last nine hundred years, but parts of the Quire and some of the windows and their stained glass date from the 12th century. By 1077, Archbishop Lanfranc had rebuilt it as a Norman church, described as “nearly perfect”. A staircase and parts of the North Wall – in the area of the North West transept also called the Martyrdom – remain from that building.

 

Canterbury’s role as one of the world’s most important pilgrimage centres in Europe is inextricably linked to the murder of its most famous Archbishop, Thomas Becket, in 1170. When, after a long lasting dispute, King Henry II is said to have exclaimed “Who will rid me of this turbulent priest?”, four knights set off for Canterbury and murdered Thomas in his own cathedral. A sword stroke was so violent that it sliced the crown off his skull and shattered the blade’s tip on the pavement. The murder took place in what is now known as The Martyrdom. When shortly afterwards, miracles were said to take place, Canterbury became one of Europe’s most important pilgrimage centres.

 

The work of the Cathedral as a monastery came to an end in 1540, when the monastery was closed on the orders of King Henry VIII. Its role as a place of prayer continued – as it does to this day. Once the monastery had been suppressed, responsibility for the services and upkeep was given to a group of clergy known as the Chapter of Canterbury. Today, the Cathedral is still governed by the Dean and four Canons, together (in recent years) with four lay people and the Archdeacon of Ashford. During the Civil War of the 1640s, the Cathedral suffered damage at the hands of the Puritans; much of the medieval stained glass was smashed and horses were stabled in the Nave. After the Restoration in 1660, several years were spent in repairing the building. In the early 19th Century, the North West tower was found to be dangerous, and, although it dated from Lanfranc’s time, it was demolished in the early 1830s and replaced by a copy of the South West tower, thus giving a symmetrical appearance to the west end of the Cathedral. During the Second World War, the Precincts were heavily damaged by enemy action and the Cathedral’s Library was destroyed. Thankfully, the Cathedral itself was not seriously harmed, due to the bravery of the team of fire watchers, who patrolled the roofs and dealt with the incendiary bombs dropped by enemy bombers. Today, the Cathedral stands as a place where prayer to God has been offered daily for over 1,400 years; nearly 2,000 Services are held each year, as well as countless private prayers from individuals. The Cathedral offers a warm welcome to all visitors – its aim is to show people Jesus, which we do through the splendour of the building as well as the beauty of the worship.

 

www.canterbury-cathedral.org/heritage/history/cathedral-h...

 

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History of the cathedral

THE ORIGIN of a Christian church on the scite of the present cathedral, is supposed to have taken place as early as the Roman empire in Britain, for the use of the antient faithful and believing soldiers of their garrison here; and that Augustine found such a one standing here, adjoining to king Ethelbert's palace, which was included in the king's gift to him.

 

This supposition is founded on the records of the priory of Christ-church, (fn. 1) concurring with the common opinion of almost all our historians, who tell us of a church in Canterbury, which Augustine found standing in the east part of the city, which he had of king Ethelbert's gift, which after his consecration at Arles, in France, he commended by special dedication to the patronage of our blessed Saviour. (fn. 2)

 

According to others, the foundations only of an old church formerly built by the believing Romans, were left here, on which Augustine erected that, which he afterwards dedicated to out Saviour; (fn. 3) and indeed it is not probable that king Ethelbert should have suffered the unsightly ruins of a Christian church, which, being a Pagan, must have been very obnoxious to him, so close to his palace, and supposing these ruins had been here, would he not have suffered them to be repaired, rather than have obliged his Christian queen to travel daily to such a distance as St. Martin's church, or St. Pancrace's chapel, for the performance of her devotions.

 

Some indeed have conjectured that the church found by St. Augustine, in the east part of the city, was that of St.Martin, truly so situated; and urge in favor of it, that there have not been at any time any remains of British or Roman bricks discovered scattered in or about this church of our Saviour, those infallible, as Mr. Somner stiles them, signs of antiquity, and so generally found in buildings, which have been erected on, or close to the spot where more antient ones have stood. But to proceed, king Ethelbert's donation to Augustine was made in the year 596, who immediately afterwards went over to France, and was consecrated a bishop at Arles, and after his return, as soon as he had sufficiently finished a church here, whether built out of ruins or anew, it matters not, he exercised his episcopal function in the dedication of it, says the register of Christ-church, to the honor of Christ our Saviour; whence it afterwards obtained the name of Christ-church. (fn. 4)

 

From the time of Augustine for the space of upwards of three hundred years, there is not found in any printed or manuscript chronicle, the least mention of the fabric of this church, so that it is probable nothing befell it worthy of being recorded; however it should be mentioned, that during that period the revenues of it were much increased, for in the leiger books of it there are registered more than fifty donations of manors, lands, &c. so large and bountiful, as became the munificence of kings and nobles to confer. (fn. 5)

 

It is supposed, especially as we find no mention made of any thing to the contrary, that the fabric of this church for two hundred years after Augustine's time, met with no considerable molestations; but afterwards, the frequent invasions of the Danes involved both the civil and ecclesiastical state of this country in continual troubles and dangers; in the confusion of which, this church appears to have run into a state of decay; for when Odo was promoted to the archbishopric, in the year 938, the roof of it was in a ruinous condition; age had impaired it, and neglect had made it extremely dangerous; the walls of it were of an uneven height, according as it had been more or less decayed, and the roof of the church seemed ready to fall down on the heads of those underneath. All this the archbishop undertook to repair, and then covered the whole church with lead; to finish which, it took three years, as Osbern tells us, in the life of Odo; (fn. 6) and further, that there was not to be found a church of so large a size, capable of containing so great a multitude of people, and thus, perhaps, it continued without any material change happening to it, till the year 1011; a dismal and fatal year to this church and city; a time of unspeakable confusion and calamities; for in the month of September that year, the Danes, after a siege of twenty days, entered this city by force, burnt the houses, made a lamentable slaughter of the inhabitants, rifled this church, and then set it on fire, insomuch, that the lead with which archbishop Odo had covered it, being melted, ran down on those who were underneath. The sull story of this calamity is given by Osbern, in the life of archbishop Odo, an abridgement of which the reader will find below. (fn. 7)

 

The church now lay in ruins, without a roof, the bare walls only standing, and in this desolate condition it remained as long as the fury of the Danes prevailed, who after they had burnt the church, carried away archbishop Alphage with them, kept him in prison seven months, and then put him to death, in the year 1012, the year after which Living, or Livingus, succeeded him as archbishop, though it was rather in his calamities than in his seat of dignity, for he too was chained up by the Danes in a loathsome dungeon for seven months, before he was set free, but he so sensibly felt the deplorable state of this country, which he foresaw was every day growing worse and worse, that by a voluntary exile, he withdrew himself out of the nation, to find some solitary retirement, where he might bewail those desolations of his country, to which he was not able to bring any relief, but by his continual prayers. (fn. 8) He just outlived this storm, returned into England, and before he died saw peace and quientness restored to this land by king Canute, who gaining to himself the sole sovereignty over the nation, made it his first business to repair the injuries which had been done to the churches and monasteries in this kingdom, by his father's and his own wars. (fn. 9)

 

As for this church, archbishop Ægelnoth, who presided over it from the year 1020 to the year 1038, began and finished the repair, or rather the rebuilding of it, assisted in it by the royal munificence of the king, (fn. 10) who in 1023 presented his crown of gold to this church, and restored to it the port of Sandwich, with its liberties. (fn. 11) Notwithstanding this, in less than forty years afterwards, when Lanfranc soon after the Norman conquest came to the see, he found this church reduced almost to nothing by fire, and dilapidations; for Eadmer says, it had been consumed by a third conflagration, prior to the year of his advancement to it, in which fire almost all the antient records of the privileges of it had perished. (fn. 12)

 

The same writer has given us a description of this old church, as it was before Lanfranc came to the see; by which we learn, that at the east end there was an altar adjoining to the wall of the church, of rough unhewn stone, cemented with mortar, erected by archbishop Odo, for a repository of the body of Wilfrid, archbishop of York, which Odo had translated from Rippon hither, giving it here the highest place; at a convenient distance from this, westward, there was another altar, dedicated to Christ our Saviour, at which divine service was daily celebrated. In this altar was inclosed the head of St. Swithin, with many other relics, which archbishop Alphage brought with him from Winchester. Passing from this altar westward, many steps led down to the choir and nave, which were both even, or upon the same level. At the bottom of the steps, there was a passage into the undercroft, under all the east part of the church. (fn. 13) At the east end of which, was an altar, in which was inclosed, according to old tradition, the head of St. Furseus. From hence by a winding passage, at the west end of it, was the tomb of St. Dunstan, (fn. 14) but separated from the undercroft by a strong stone wall; over the tomb was erected a monument, pyramid wife, and at the head of it an altar, (fn. 15) for the mattin service. Between these steps, or passage into the undercroft and the nave, was the choir, (fn. 16) which was separated from the nave by a fair and decent partition, to keep off the crowds of people that usually were in the body of the church, so that the singing of the chanters in the choir might not be disturbed. About the middle of the length of the nave, were two towers or steeples, built without the walls; one on the south, and the other on the north side. In the former was the altar of St. Gregory, where was an entrance into the church by the south door, and where law controversies and pleas concerning secular matters were exercised. (fn. 17) In the latter, or north tower, was a passage for the monks into the church, from the monastery; here were the cloysters, where the novices were instructed in their religious rules and offices, and where the monks conversed together. In this tower was the altar of St. Martin. At the west end of the church was a chapel, dedicated to the blessed Virgin Mary, to which there was an ascent by steps, and at the east end of it an altar, dedicated to her, in which was inclosed the head of St. Astroburta the Virgin; and at the western part of it was the archbishop's pontifical chair, made of large stones, compacted together with mortar; a fair piece of work, and placed at a convenient distance from the altar, close to the wall of the church. (fn. 18)

 

To return now to archbishop Lanfranc, who was sent for from Normandy in 1073, being the fourth year of the Conqueror's reign, to fill this see, a time, when a man of a noble spirit, equal to the laborious task he was to undertake, was wanting especially for this church; and that he was such, the several great works which were performed by him, were incontestable proofs, as well as of his great and generous mind. At the first sight of the ruinous condition of this church, says the historian, the archbishop was struck with astonishment, and almost despaired of seeing that and the monastery re edified; but his care and perseverance raised both in all its parts anew, and that in a novel and more magnificent kind and form of structure, than had been hardly in any place before made use of in this kingdom, which made it a precedent and pattern to succeeding structures of this kind; (fn. 19) and new monasteries and churches were built after the example of it; for it should be observed, that before the coming of the Normans most of the churches and monasteries in this kingdom were of wood; (all the monasteries in my realm, says king Edgar, in his charter to the abbey of Malmesbury, dated anno 974, to the outward sight are nothing but worm-eaten and rotten timber and boards) but after the Norman conquest, such timber fabrics grew out of use, and gave place to stone buildings raised upon arches; a form of structure introduced into general use by that nation, and in these parts surnished with stone from Caen, in Normandy. (fn. 20) After this fashion archbishop Lanfranc rebuilt the whole church from the foundation, with the palace and monastery, the wall which encompassed the court, and all the offices belonging to the monastery within the wall, finishing the whole nearly within the compass of seven years; (fn. 21) besides which, he furnished the church with ornaments and rich vestments; after which, the whole being perfected, he altered the name of it, by a dedication of it to the Holy Trinity; whereas, before it was called the church of our Saviour, or Christ-church, and from the above time it bore (as by Domesday book appears) the name of the church of the Holy Trinity; this new church being built on the same spot on which the antient one stood, though on a far different model.

 

After Lanfranc's death, archbishop Anselm succeeded in the year 1093, to the see of Canterbury, and must be esteemed a principal benefactor to this church; for though his time was perplexed with a continued series of troubles, of which both banishment and poverty made no small part, which in a great measure prevented him from bestowing that cost on his church, which he would otherwise have done, yet it was through his patronage and protection, and through his care and persuasions, that the fabric of it, begun and perfected by his predecessor, became enlarged and rose to still greater splendor. (fn. 22)

 

In order to carry this forward, upon the vacancy of the priory, he constituted Ernulph and Conrad, the first in 1104, the latter in 1108, priors of this church; to whose care, being men of generous and noble minds, and of singular skill in these matters, he, during his troubles, not only committed the management of this work, but of all his other concerns during his absence.

 

Probably archbishop Anselm, on being recalled from banishment on king Henry's accession to the throne, had pulled down that part of the church built by Lanfranc, from the great tower in the middle of it to the east end, intending to rebuild it upon a still larger and more magnificent plan; when being borne down by the king's displeasure, he intrusted prior Ernulph with the work, who raised up the building with such splendor, says Malmesbury, that the like was not to be seen in all England; (fn. 23) but the short time Ernulph continued in this office did not permit him to see his undertaking finished. (fn. 24) This was left to his successor Conrad, who, as the obituary of Christ church informs us, by his great industry, magnificently perfected the choir, which his predecessor had left unfinished, (fn. 25) adorning it with curious pictures, and enriching it with many precious ornaments. (fn. 26)

 

This great undertaking was not entirely compleated at the death of archbishop Anselm, which happened in 1109, anno 9 Henry I. nor indeed for the space of five years afterwards, during which the see of Canterbury continued vacant; when being finished, in honour of its builder, and on account of its more than ordinary beauty, it gained the name of the glorious choir of Conrad. (fn. 27)

 

After the see of Canterbury had continued thus vacant for five years, Ralph, or as some call him, Rodulph, bishop of Rochester, was translated to it in the year 1114, at whose coming to it, the church was dedicated anew to the Holy Trinity, the name which had been before given to it by Lanfranc. (fn. 28) The only particular description we have of this church when thus finished, is from Gervas, the monk of this monastery, and that proves imperfect, as to the choir of Lanfranc, which had been taken down soon after his death; (fn. 29) the following is his account of the nave, or western part of it below the choir, being that which had been erected by archbishop Lanfranc, as has been before mentioned. From him we learn, that the west end, where the chapel of the Virgin Mary stood before, was now adorned with two stately towers, on the top of which were gilded pinnacles. The nave or body was supported by eight pair of pillars. At the east end of the nave, on the north side, was an oratory, dedicated in honor to the blessed Virgin, in lieu, I suppose, of the chapel, that had in the former church been dedicated to her at the west end. Between the nave and the choir there was built a great tower or steeple, as it were in the centre of the whole fabric; (fn. 30) under this tower was erected the altar of the Holy Cross; over a partition, which separated this tower from the nave, a beam was laid across from one side to the other of the church; upon the middle of this beam was fixed a great cross, between the images of the Virgin Mary and St. John, and between two cherubims. The pinnacle on the top of this tower, was a gilded cherub, and hence it was called the angel steeple; a name it is frequently called by at this day. (fn. 31)

 

This great tower had on each side a cross isle, called the north and south wings, which were uniform, of the same model and dimensions; each of them had a strong pillar in the middle for a support to the roof, and each of them had two doors or passages, by which an entrance was open to the east parts of the church. At one of these doors there was a descent by a few steps into the undercroft; at the other, there was an ascent by many steps into the upper parts of the church, that is, the choir, and the isles on each side of it. Near every one of these doors or passages, an altar was erected; at the upper door in the south wing, there was an altar in honour of All Saints; and at the lower door there was one of St. Michael; and before this altar on the south side was buried archbishop Fleologild; and on the north side, the holy Virgin Siburgis, whom St. Dunstan highly admired for her sanctity. In the north isle, by the upper door, was the altar of St. Blaze; and by the lower door, that of St. Benedict. In this wing had been interred four archbishops, Adelm and Ceolnoth, behind the altar, and Egelnoth and Wlfelm before it. At the entrance into this wing, Rodulph and his successor William Corboil, both archbishops, were buried. (fn. 32)

 

Hence, he continues, we go up by some steps into the great tower, and before us there is a door and steps leading down into the south wing, and on the right hand a pair of folding doors, with stairs going down into the nave of the church; but without turning to any of these, let us ascend eastward, till by several more steps we come to the west end of Conrad's choir; being now at the entrance of the choir, Gervas tells us, that he neither saw the choir built by Lanfranc, nor found it described by any one; that Eadmer had made mention of it, without giving any account of it, as he had done of the old church, the reason of which appears to be, that Lanfranc's choir did not long survive its founder, being pulled down as before-mentioned, by archbishop Anselm; so that it could not stand more than twenty years; therefore the want of a particular description of it will appear no great defect in the history of this church, especially as the deficiency is here supplied by Gervas's full relation of the new choir of Conrad, built instead of it; of which, whoever desires to know the whole architecture and model observed in the fabric, the order, number, height and form of the pillars and windows, may know the whole of it from him. The roof of it, he tells us, (fn. 33) was beautified with curious paintings representing heaven; (fn. 34) in several respects it was agreeable to the present choir, the stalls were large and framed of carved wood. In the middle of it, there hung a gilded crown, on which were placed four and twenty tapers of wax. From the choir an ascent of three steps led to the presbiterium, or place for the presbiters; here, he says, it would be proper to stop a little and take notice of the high altar, which was dedicated to the name of CHRIST. It was placed between two other altars, the one of St. Dunstan, the other of St. Alphage; at the east corners of the high altar were fixed two pillars of wood, beautified with silver and gold; upon these pillars was placed a beam, adorned with gold, which reached across the church, upon it there were placed the glory, (fn. 35) the images of St. Dunstan and St. Alphage, and seven chests or coffers overlaid with gold, full of the relics of many saints. Between those pillars was a cross gilded all over, and upon the upper beam of the cross were set sixty bright crystals.

 

Beyond this, by an ascent of eight steps towards the east, behind the altar, was the archiepiscopal throne, which Gervas calls the patriarchal chair, made of one stone; in this chair, according to the custom of the church, the archbishop used to sit, upon principal festivals, in his pontifical ornaments, whilst the solemn offices of religion were celebrated, until the consecration of the host, when he came down to the high altar, and there performed the solemnity of consecration. Still further, eastward, behind the patriarchal chair, (fn. 36) was a chapel in the front of the whole church, in which was an altar, dedicated to the Holy Trinity; behind which were laid the bones of two archbishops, Odo of Canterbury, and Wilfrid of York; by this chapel on the south side near the wall of the church, was laid the body of archbishop Lanfranc, and on the north side, the body of archbishop Theobald. Here it is to be observed, that under the whole east part of the church, from the angel steeple, there was an undercrost or crypt, (fn. 37) in which were several altars, chapels and sepulchres; under the chapel of the Trinity before-mentioned, were two altars, on the south side, the altar of St. Augustine, the apostle of the English nation, by which archbishop Athelred was interred. On the north side was the altar of St. John Baptist, by which was laid the body of archbishop Eadsin; under the high altar was the chapel and altar of the blessed Virgin Mary, to whom the whole undercroft was dedicated.

 

To return now, he continues, to the place where the bresbyterium and choir meet, where on each side there was a cross isle (as was to be seen in his time) which might be called the upper south and north wings; on the east side of each of these wings were two half circular recesses or nooks in the wall, arched over after the form of porticoes. Each of them had an altar, and there was the like number of altars under them in the crost. In the north wing, the north portico had the altar of St. Martin, by which were interred the bodies of two archbishops, Wlfred on the right, and Living on the left hand; under it in the croft, was the altar of St. Mary Magdalen. The other portico in this wing, had the altar of St. Stephen, and by it were buried two archbishops, Athelard on the left hand, and Cuthbert on the right; in the croft under it, was the altar of St. Nicholas. In the south wing, the north portico had the altar of St. John the Evangelist, and by it the bodies of Æthelgar and Aluric, archbishops, were laid. In the croft under it was the altar of St. Paulinus, by which the body of archbishop Siricius was interred. In the south portico was the altar of St. Gregory, by which were laid the corps of the two archbishops Bregwin and Plegmund. In the croft under it was the altar of St. Owen, archbishop of Roan, and underneath in the croft, not far from it the altar of St. Catherine.

 

Passing from these cross isles eastward there were two towers, one on the north, the other on the south side of the church. In the tower on the north side was the altar of St. Andrew, which gave name to the tower; under it, in the croft, was the altar of the Holy Innocents; the tower on the south side had the altar of St. Peter and St. Paul, behind which the body of St. Anselm was interred, which afterwards gave name both to the altar and tower (fn. 38) (now called St. Anselm's). The wings or isles on each side of the choir had nothing in particular to be taken notice of.— Thus far Gervas, from whose description we in particular learn, where several of the bodies of the old archbishops were deposited, and probably the ashes of some of them remain in the same places to this day.

 

As this building, deservedly called the glorious choir of Conrad, was a magnificent work, so the undertaking of it at that time will appear almost beyond example, especially when the several circumstances of it are considered; but that it was carried forward at the archbishop's cost, exceeds all belief. It was in the discouraging reign of king William Rufus, a prince notorious in the records of history, for all manner of sacrilegious rapine, that archbishop Anselm was promoted to this see; when he found the lands and revenues of this church so miserably wasted and spoiled, that there was hardly enough left for his bare subsistence; who, in the first years that he sat in the archiepiscopal chair, struggled with poverty, wants and continual vexations through the king's displeasure, (fn. 39) and whose three next years were spent in banishment, during all which time he borrowed money for his present maintenance; who being called home by king Henry I. at his coming to the crown, laboured to pay the debts he had contracted during the time of his banishment, and instead of enjoying that tranquility and ease he hoped for, was, within two years afterwards, again sent into banishment upon a fresh displeasure conceived against him by the king, who then seized upon all the revenues of the archbishopric, (fn. 40) which he retained in his own hands for no less than four years.

 

Under these hard circumstances, it would have been surprizing indeed, that the archbishop should have been able to carry on so great a work, and yet we are told it, as a truth, by the testimonies of history; but this must surely be understood with the interpretation of his having been the patron, protector and encourager, rather than the builder of this work, which he entrusted to the care and management of the priors Ernulph and Conrad, and sanctioned their employing, as Lanfranc had done before, the revenues and stock of the church to this use. (fn. 41)

 

In this state as above-mentioned, without any thing material happening to it, this church continued till about the year 1130, anno 30 Henry I. when it seems to have suffered some damage by a fire; (fn. 42) but how much, there is no record left to inform us; however it could not be of any great account, for it was sufficiently repaired, and that mostly at the cost of archbishop Corboil, who then sat in the chair of this see, (fn. 43) before the 4th of May that year, on which day, being Rogation Sunday, the bishops performed the dedication of it with great splendor and magnificence, such, says Gervas, col. 1664, as had not been heard of since the dedication of the temple of Solomon; the king, the queen, David, king of Scots, all the archbishops, and the nobility of both kingdoms being present at it, when this church's former name was restored again, being henceforward commonly called Christ-church. (fn. 44)

 

Among the manuscripts of Trinity college library, in Cambridge, in a very curious triple psalter of St. Jerome, in Latin, written by the monk Eadwyn, whose picture is at the beginning of it, is a plan or drawing made by him, being an attempt towards a representation of this church and monastery, as they stood between the years 1130 and 1174; which makes it probable, that he was one of the monks of it, and the more so, as the drawing has not any kind of relation to the plalter or sacred hymns contained in the manuscript.

 

His plan, if so it may be called, for it is neither such, nor an upright, nor a prospect, and yet something of all together; but notwithstanding this rudeness of the draftsman, it shews very plain that it was intended for this church and priory, and gives us a very clear knowledge, more than we have been able to learn from any description we have besides, of what both were at the above period of time. (fn. 45)

 

Forty-four years after this dedication, on the 5th of September, anno 1174, being the 20th year of king Henry II.'s reign, a fire happened, which consumed great part of this stately edifice, namely, the whole choir, from the angel steeple to the east end of the church, together with the prior's lodgings, the chapel of the Virgin Mary, the infirmary, and some other offices belonging to the monastery; but the angel steeple, the lower cross isles, and the nave appear to have received no material injury from the flames. (fn. 46) The narrative of this accident is told by Gervas, the monk of Canterbury, so often quoted before, who was an eye witness of this calamity, as follows:

 

Three small houses in the city near the old gate of the monastery took fire by accident, a strong south wind carried the flakes of fire to the top of the church, and lodged them between the joints of the lead, driving them to the timbers under it; this kindled a fire there, which was not discerned till the melted lead gave a free passage for the flames to appear above the church, and the wind gaining by this means a further power of increasing them, drove them inwardly, insomuch that the danger became immediately past all possibility of relief. The timber of the roof being all of it on fire, fell down into the choir, where the stalls of the manks, made of large pieces of carved wood, afforded plenty of fuel to the flames, and great part of the stone work, through the vehement heat of the fire, was so weakened, as to be brought to irreparable ruin, and besides the fabric itself, the many rich ornaments in the church were devoured by the flames.

 

The choir being thus laid in ashes, the monks removed from amidst the ruins, the bodies of the two saints, whom they called patrons of the church, the archbishops Dunstan and Alphage, and deposited them by the altar of the great cross, in the nave of the church; (fn. 47) and from this time they celebrated the daily religious offices in the oratory of the blessed Virgin Mary in the nave, and continued to do so for more than five years, when the choir being re edified, they returned to it again. (fn. 48)

 

Upon this destruction of the church, the prior and convent, without any delay, consulted on the most speedy and effectual method of rebuilding it, resolving to finish it in such a manner, as should surpass all the former choirs of it, as well in beauty as size and magnificence. To effect this, they sent for the most skilful architects that could be found either in France or England. These surveyed the walls and pillars, which remained standing, but they found great part of them so weakened by the fire, that they could no ways be built upon with any safety; and it was accordingly resolved, that such of them should be taken down; a whole year was spent in doing this, and in providing materials for the new building, for which they sent abroad for the best stone that could be procured; Gervas has given a large account, (fn. 49) how far this work advanced year by year; what methods and rules of architecture were observed, and other particulars relating to the rebuilding of this church; all which the curious reader may consult at his leisure; it will be sufficient to observe here, that the new building was larger in height and length, and more beautiful in every respect, than the choir of Conrad; for the roof was considerably advanced above what it was before, and was arched over with stone; whereas before it was composed of timber and boards. The capitals of the pillars were now beautified with different sculptures of carvework; whereas, they were before plain, and six pillars more were added than there were before. The former choir had but one triforium, or inner gallery, but now there were two made round it, and one in each side isle and three in the cross isles; before, there were no marble pillars, but such were now added to it in abundance. In forwarding this great work, the monks had spent eight years, when they could proceed no further for want of money; but a fresh supply coming in from the offerings at St. Thomas's tomb, so much more than was necessary for perfecting the repair they were engaged in, as encouraged them to set about a more grand design, which was to pull down the eastern extremity of the church, with the small chapel of the Holy Trinity adjoining to it, and to erect upon a stately undercroft, a most magnificent one instead of it, equally lofty with the roof of the church, and making a part of it, which the former one did not, except by a door into it; but this new chapel, which was dedicated likewise to the Holy Trinity, was not finished till some time after the rest of the church; at the east end of this chapel another handsome one, though small, was afterwards erected at the extremity of the whole building, since called Becket's crown, on purpose for an altar and the reception of some part of his relics; (fn. 50) further mention of which will be made hereafter.

 

The eastern parts of this church, as Mr. Gostling observes, have the appearance of much greater antiquity than what is generally allowed to them; and indeed if we examine the outside walls and the cross wings on each side of the choir, it will appear, that the whole of them was not rebuilt at the time the choir was, and that great part of them was suffered to remain, though altered, added to, and adapted as far as could be, to the new building erected at that time; the traces of several circular windows and other openings, which were then stopped up, removed, or altered, still appearing on the walls both of the isles and the cross wings, through the white-wash with which they are covered; and on the south side of the south isle, the vaulting of the roof as well as the triforium, which could not be contrived so as to be adjusted to the places of the upper windows, plainly shew it. To which may be added, that the base or foot of one of the westernmost large pillars of the choir on the north side, is strengthened with a strong iron band round it, by which it should seem to have been one of those pillars which had been weakened by the fire, but was judged of sufficient firmness, with this precaution, to remain for the use of the new fabric.

 

The outside of this part of the church is a corroborating proof of what has been mentioned above, as well in the method, as in the ornaments of the building.— The outside of it towards the south, from St. Michael's chapel eastward, is adorned with a range of small pillars, about six inches diameter, and about three feet high, some with santastic shasts and capitals, others with plain ones; these support little arches, which intersect each other; and this chain or girdle of pillars is continued round the small tower, the eastern cross isle and the chapel of St. Anselm, to the buildings added in honour of the Holy Trinity, and St. Thomas Becket, where they leave off. The casing of St. Michael's chapel has none of them, but the chapel of the Virgin Mary, answering to it on the north side of the church, not being fitted to the wall, shews some of them behind it; which seems as if they had been continued before, quite round the eastern parts of the church.

 

These pillars, which rise from about the level of the pavement, within the walls above them, are remarkably plain and bare of ornaments; but the tower above mentioned and its opposite, as soon as they rise clear of the building, are enriched with stories of this colonade, one above another, up to the platform from whence their spires rise; and the remains of the two larger towers eastward, called St. Anselm's, and that answering to it on the north side of the church, called St. Andrew's are decorated much after the same manner, as high as they remain at present.

 

At the time of the before-mentioned fire, which so fatally destroyed the upper part of this church, the undercrost, with the vaulting over it, seems to have remained entire, and unhurt by it.

 

The vaulting of the undercrost, on which the floor of the choir and eastern parts of the church is raised, is supported by pillars, whose capitals are as various and fantastical as those of the smaller ones described before, and so are their shafts, some being round, others canted, twisted, or carved, so that hardly any two of them are alike, except such as are quite plain.

 

These, I suppose, may be concluded to be of the same age, and if buildings in the same stile may be conjectured to be so from thence, the antiquity of this part of the church may be judged, though historians have left us in the dark in relation to it.

 

In Leland's Collectanea, there is an account and description of a vault under the chancel of the antient church of St. Peter, in Oxford, called Grymbald's crypt, being allowed by all, to have been built by him; (fn. 51) Grymbald was one of those great and accomplished men, whom king Alfred invited into England about the year 885, to assist him in restoring Christianity, learning and the liberal arts. (fn. 52) Those who compare the vaults or undercrost of the church of Canterbury, with the description and prints given of Grymbald's crypt, (fn. 53) will easily perceive, that two buildings could hardly have been erected more strongly resembling each other, except that this at Canterbury is larger, and more pro fusely decorated with variety of fancied ornaments, the shafts of several of the pillars here being twisted, or otherwise varied, and many of the captials exactly in the same grotesque taste as those in Grymbald's crypt. (fn. 54) Hence it may be supposed, that those whom archbishop Lanfranc employed as architects and designers of his building at Canterbury, took their model of it, at least of this part of it, from that crypt, and this undercrost now remaining is the same, as was originally built by him, as far eastward, as to that part which begins under the chapel of the Holy Trinity, where it appears to be of a later date, erected at the same time as the chapel. The part built by Lanfranc continues at this time as firm and entire, as it was at the very building of it, though upwards of seven hundred years old. (fn. 55)

 

But to return to the new building; though the church was not compleatly finished till the end of the year 1184, yet it was so far advanced towards it, that, in 1180, on April 19, being Easter eve, (fn. 56) the archbishop, prior and monks entered the new choir, with a solemn procession, singing Te Deum, for their happy return to it. Three days before which they had privately, by night, carried the bodies of St. Dunstan and St. Alphage to the places prepared for them near the high altar. The body likewise of queen Edive (which after the fire had been removed from the north cross isle, where it lay before, under a stately gilded shrine) to the altar of the great cross, was taken up, carried into the vestry, and thence to the altar of St. Martin, where it was placed under the coffin of archbishop Livinge. In the month of July following the altar of the Holy Trinity was demolished, and the bodies of those archbishops, which had been laid in that part of the church, were removed to other places. Odo's body was laid under St. Dunstan's and Wilfrid's under St. Alphage's; Lanfranc's was deposited nigh the altar of St. Martin, and Theobald's at that of the blessed Virgin, in the nave of the church, (fn. 57) under a marble tomb; and soon afterwards the two archbishops, on the right and left hand of archbishop Becket in the undercrost, were taken up and placed under the altar of St. Mary there. (fn. 58)

 

After a warning so terrible, as had lately been given, it seemed most necessary to provide against the danger of fire for the time to come; the flames, which had so lately destroyed a considerable part of the church and monastery, were caused by some small houses, which had taken fire at a small distance from the church.— There still remained some other houses near it, which belonged to the abbot and convent of St. Augustine; for these the monks of Christ-church created, by an exchange, which could not be effected till the king interposed, and by his royal authority, in a manner, compelled the abbot and convent to a composition for this purpose, which was dated in the year 1177, that was three years after the late fire of this church. (fn. 59)

 

These houses were immediately pulled down, and it proved a providential and an effectual means of preserving the church from the like calamity; for in the year 1180, on May 22, this new choir, being not then compleated, though it had been used the month be fore, as has been already mentioned, there happened a fire in the city, which burnt down many houses, and the flames bent their course towards the church, which was again in great danger; but the houses near it being taken away, the fire was stopped, and the church escaped being burnt again. (fn. 60)

 

Although there is no mention of a new dedication of the church at this time, yet the change made in the name of it has been thought by some to imply a formal solemnity of this kind, as it appears to have been from henceforth usually called the church of St. Thomas the Martyr, and to have continued so for above 350 years afterwards.

 

New names to churches, it is true. have been usually attended by formal consecrations of them; and had there been any such solemnity here, undoubtedly the same would not have passed by unnoticed by every historian, the circumstance of it must have been notorious, and the magnificence equal at least to the other dedications of this church, which have been constantly mentioned by them; but here was no need of any such ceremony, for although the general voice then burst forth to honour this church with the name of St. Thomas, the universal object of praise and adoration, then stiled the glorious martyr, yet it reached no further, for the name it had received at the former dedication, notwithstanding this common appellation of it, still remained in reality, and it still retained invariably in all records and writings, the name of Christ church only, as appears by many such remaining among the archives of the dean and chapter; and though on the seal of this church, which was changed about this time; the counter side of it had a representation of Becket's martyrdom, yet on the front of it was continued that of the church, and round it an inscription with the former name of Christ church; which seal remained in force till the dissolution of the priory.

 

It may not be improper to mention here some transactions, worthy of observation, relating to this favorite saint, which passed from the time of his being murdered, to that of his translation to the splendid shrine prepared for his relics.

 

Archbishop Thomas Becket was barbarously murdered in this church on Dec. 29, 1170, being the 16th year of king Henry II. and his body was privately buried towards the east end of the undercrost. The monks tell us, that about the Easter following, miracles began to be wrought by him, first at his tomb, then in the undercrost, and in every part of the whole fabric of the church; afterwards throughout England, and lastly, throughout the rest of the world. (fn. 61) The same of these miracles procured him the honour of a formal canonization from pope Alexander III. whose bull for that purpose is dated March 13, in the year 1172. (fn. 62) This declaration of the pope was soon known in all places, and the reports of his miracles were every where sounded abroad. (fn. 63)

 

Hereupon crowds of zealots, led on by a phrenzy of devotion, hastened to kneel at his tomb. In 1177, Philip, earl of Flanders, came hither for that purpose, when king Henry met and had a conference with him at Canterbury. (fn. 64) In June 1178, king Henry returning from Normandy, visited the sepulchre of this new saint; and in July following, William, archbishop of Rhemes, came from France, with a large retinue, to perform his vows to St. Thomas of Canterbury, where the king met him and received him honourably. In the year 1179, Lewis, king of France, came into England; before which neither he nor any of his predecessors had ever set foot in this kingdom. (fn. 65) He landed at Dover, where king Henry waited his arrival, and on August 23, the two kings came to Canterbury, with a great train of nobility of both nations, and were received with due honour and great joy, by the archbishop, with his com-provincial bishops, and the prior and the whole convent. (fn. 66)

 

King Lewis came in the manner and habit of a pilgrim, and was conducted to the tomb of St. Thomas by a solemn procession; he there offered his cup of gold and a royal precious stone, (fn. 67) and gave the convent a yearly rent for ever, of a hundred muids of wine, to be paid by himself and his successors; which grant was confirmed by his royal charter, under his seal, and delivered next day to the convent; (fn. 68) after he had staid here two, (fn. 69) or as others say, three days, (fn. 70) during which the oblations of gold and silver made were so great, that the relation of them almost exceeded credibility. (fn. 71) In 1181, king Henry, in his return from Normandy, again paid his devotions at this tomb. These visits were the early fruits of the adoration of the new sainted martyr, and these royal examples of kings and great persons were followed by multitudes, who crowded to present with full hands their oblations at his tomb.— Hence the convent was enabled to carry forward the building of the new choir, and they applied all this vast income to the fabric of the church, as the present case instantly required, for which they had the leave and consent of the archbishop, confirmed by the bulls of several succeeding popes. (fn. 72)

 

¶From the liberal oblations of these royal and noble personages at the tomb of St. Thomas, the expences of rebuilding the choir appear to have been in a great measure supplied, nor did their devotion and offerings to the new saint, after it was compleated, any ways abate, but, on the contrary, they daily increased; for in the year 1184, Philip, archbishop of Cologne, and Philip, earl of Flanders, came together to pay their vows at this tomb, and were met here by king Henry, who gave them an invitation to London. (fn. 73) In 1194, John, archbishop of Lions; in the year afterwards, John, archbishop of York; and in the year 1199, king John, performed their devotions at the foot of this tomb. (fn. 74) King Richard I. likewise, on his release from captivity in Germany, landing on the 30th of March at Sandwich, proceeded from thence, as an humble stranger on foot, towards Canterbury, to return his grateful thanks to God and St. Thomas for his release. (fn. 75) All these by name, with many nobles and multitudes of others, of all sorts and descriptions, visited the saint with humble adoration and rich oblations, whilst his body lay in the undercrost. In the mean time the chapel and altar at the upper part of the east end of the church, which had been formerly consecrated to the Holy Trinity, were demolished, and again prepared with great splendor, for the reception of this saint, who being now placed there, implanted his name not only on the chapel and altar, but on the whole church, which was from thenceforth known only by that of the church of St. Thomas the martyr.

  

On July 7, anno 1220, the remains of St. Thomas were translated from his tomb to his new shrine, with the greatest solemnity and rejoicings. Pandulph, the pope's legate, the archbishops of Canterbury and Rheims, and many bishops and abbots, carried the coffin on their shoulders, and placed it on the new shrine, and the king graced these solemnities with his royal presence. (fn. 76) The archbishop of Canterbury provided forage along all the road, between London and Canterbury, for the horses of all such as should come to them, and he caused several pipes and conduits to run with wine in different parts of the city. This, with the other expences arising during the time, was so great, that he left a debt on the see, which archbishop Boniface, his fourth successor in it, was hardly enabled to discharge.

 

¶The saint being now placed in his new repository, became the vain object of adoration to the deluded people, and afterwards numbers of licences were granted to strangers by the king, to visit this shrine. (fn. 77) The titles of glorious, of saint and martyr, were among those given to him; (fn. 78) such veneration had all people for his relics, that the religious of several cathedral churches and monasteries, used all their endeavours to obtain some of them, and thought themselves happy and rich in the possession of the smallest portion of them. (fn. 79) Besides this, there were erected and dedicated to his honour, many churches, chapels, altars and hospitals in different places, both in this kingdom and abroad. (fn. 80) Thus this saint, even whilst he lay in his obscure tomb in the undercroft, brought such large and constant supplies of money, as enabled the monks to finish this beautiful choir, and the eastern parts of the church; and when he was translated to the most exalted and honourable place in it, a still larger abundance of gain filled their coffers, which continued as a plentiful supply to them, from year to year, to the time of the reformation, and the final abolition of the priory itself.

 

www.british-history.ac.uk/survey-kent/vol11/pp306-383

During the middle of the Vietnam War, the USAF faced a number of procurement problems. Losses to the F-105 Thunderchief community were mounting to the point that it was thought the aircraft might become “extinct,” while the F-111 Aardvark, which was to replace the F-105, was having numerous teething troubles. Another problem was that the Sandy escort units for rescue helicopters were forced to use Korean War-era ex-US Navy A-1 Skyraiders, which, while good aircraft, were not getting any younger. The USAF needed an aircraft that could replace the A-1 and supplement the F-105 until the F-111 finally reached maturity—and it needed the aircraft immediately, and at low cost. After reviewing a number of options, the USAF settled on the US Navy’s A-7A Corsair II. The Navy’s F-4B had been adapted to USAF standards, and it was felt that the A-7 could be as well. An A-7A was bailed back to LTV for conversion to the USAF-specific A-7D variant.

 

Though externally little different to the Navy A-7A, the A-7D was actually a significant upgrade. Since the reliability of the TF30 engine was a concern, the D model would use a license-built version of the Rolls-Royce Spey turbofan; as the USAF did not use the 20mm cannon that the Navy preferred, these were deleted in favor of the more common M61 Vulcan 20mm gatling cannon. The refuelling probe was deleted in favor of the USAF-plug style refuelling receptacle. The first A-7D flew in September 1968. So successful was the A-7D in testing that the Navy would adopt a modified version as the A-7E.

 

Though at first reluctant to fly yet another Navy retread, especially one that was considered remarkably ugly—pilots quickly nicknamed the A-7 the SLUF (Short Little Ugly Fellow)—it soon gained a reputation for easy flying and, like its Navy “brother,” pinpoint bombing accuracy. In wing strength by 1970, it was soon deployed to Vietnam for combat operations, mainly to replace not just the A-1 but also the aging F-100 Super Sabre. USAF pilots found that the A-7 was not well suited to tropical operations: hot-and-high conditions meant that the A-7D took ten miles to generate enough power to climb above 500 feet, while a poor brake system caused it to be a real danger in landing on slick runways.

 

During Operation Linebacker, the A-7s went to North Vietnam, but only sparingly and usually in as Sandy escorts, which the Corsair II excelled at. They were far more effective in South Vietnam. Alongside Navy A-7Es, USAF A-7Ds brought the curtain down on the Vietnam War by participating in the Mayaguez rescue operation in May 1975, and were among the very last USAF aircraft to leave Southeast Asia. They had complied the best loss ratio of any combat aircraft during the war, with only six A-7Ds lost in over 12,000 missions.

 

With the post-Vietnam retirement of the A-1, F-100, and F-105, the A-7D was left as one of the few USAF attack aircraft, but the USAF planned to end procurement by 1975; postwar budget cuts led to additional Corsair II production to take up the slack. The F-111 had become a long-range strike aircraft, but for anticipated operations in Central Europe, the USAF preferred the development of the A-10 Thunderbolt II over A-7s. As a result, the USAF divested itself of most of its A-7s to the Air National Guard—somewhat to the chagrin of active-duty units, as ANG units began winning the coveted Gunsmoke bombing trophy with their A-7s. A minor upgrade mounting the Pave Penny laser designator to A-7Ds began in 1979.

 

The A-7D was well-liked by its ANG pilots, whose command became the sole domain of the Corsair II by 1983. One exception to this rule was the 4451st Test Squadron, based at Nellis AFB but operating from the small airbase at Tonopah, Nevada. No one quite knew what the 4451st was doing there, though rumors abounded; it was not until 1989 that it was revealed that the 4451’s A-7s were strictly for cover: its real equipment was the stealth F-117 Nighthawk.

 

With the A-10 in large numbers in theater, the USAF chose not to deploy ANG A-7s to the First Gulf War, though small numbers had seen action in Grenada and the 1989 invasion of Panama. At the end of Operation Desert Storm, with the Navy retiring their last two squadrons of A-7Es, the USAF decided to do the same, and the A-7D rapidly disappeared from active units in favor of the F-16, with the last leaving USAF service in 1993. A number were passed on to Greece, where it lasted until 2014 Of 1569 A-7s produced, just under half were USAF A-7Ds or two-seat A-7Ks, and today about 18 survive as museum aircraft.

 

Though A-7s have long disappeared from airshows, this nose section keeps the aircraft's history alive for a new generation. It started life as 71-0295, an A-7D that spent most of its active duty career with the 23rd Tactical Fighter Wing at England AFB, Louisiana. Since the 23rd TFW is heir to the American Volunteer Group--the Flying Tigers--it decorated its A-7s with sharkmouths (and continues the tradition with its A-10s). When 71-0295 left active duty service, it finished its career with the 132nd TFW (Iowa ANG) at Des Moines, until it was retired in 1992. Scrapped in 1997, the nose section was saved and went on display at Ellington ANGB, Texas.

 

Recently, it was purchased by a private company that repainted it in Vietnam-era Southeast Asia camouflage, complete with the 23rd's sharkmouth. It is carried on the back of a truck on the airshow circuit, and people can get their picture taken in the cockpit, complete with flight suit and helmet.

 

As A-7s are now only museum pieces, it was neat to see at least part of one at an airshow--in this case, the Wings Over the Falls airshow at Great Falls, Montana in July 2017. I don't know if the 23rd carried "teeth" inside the intake with their A-7s, but it looks good to me!

+++ 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 Grumman Mohawk began as a joint Army-Marine program through the then-Navy Bureau of Aeronautics (BuAer), for an observation/attack plane that would outperform the light and vulnerable Cessna L-19 Bird Dog. In June 1956, the Army issued Type Specification TS145, which called for the development and procurement of a two-seat, twin turboprop aircraft designed to operate from small, unimproved fields under all weather conditions. It would be faster, with greater firepower, and heavier armor than the Bird Dog, which had proved very vulnerable during the Korean War.

 

The Mohawk's mission would include observation, artillery spotting, air control, emergency resupply, naval target spotting, liaison, and radiological monitoring. The Navy specified that the aircraft had to be capable of operating from small "jeep" escort class carriers (CVEs). The DoD selected Grumman Aircraft Corporation's G-134 design as the winner of the competition in 1957. Marine requirements contributed an unusual feature to the design: since the Marines were authorized to operate fixed-wing aircraft in the close air support (CAS) role, the mockup featured underwing pylons for rockets, bombs, and other stores, and this caused a lot of discord. The Air Force did not like the armament capability of the Mohawk and tried to get it removed. On the other side, the Marines did not want the sophisticated sensors the Army wanted, so when their Navy sponsors opted to buy a fleet oil tanker, they eventually dropped from the program altogether. The Army continued with armed Mohawks (and the resulting competence controversy with the Air Force) and also developed cargo pods that could be dropped from underwing hard points to resupply troops in emergencies.

 

In mid-1961, the first Mohawks to serve with U.S. forces overseas were delivered to the 7th Army at Sandhofen Airfield near Mannheim, Germany. Before its formal acceptance, the camera-carrying AO-1AF was flown on a tour of 29 European airfields to display it to the U.S. Army field commanders and potential European customers. In addition to their Vietnam and European service, SLAR-equipped Mohawks began operational missions in 1963 patrolling the Korean Demilitarized Zone.

 

Germany and France showed early interest in the Mohawk, and two OV-1s were field-tested by both nations over the course of several months. No direct orders resulted, though, but the German Bundesheer (Army) was impressed by the type’s performance and its capability as an observation and reconnaissance platform. Grumman even signed a license production agreement with the French manufacturer Breguet Aviation in exchange for American rights to the Atlantic maritime patrol aircraft, but no production orders followed.

 

This could have been the end of the OV-1 in Europe, but in 1977 the German government, primarily the interior ministry and its intelligence agency, the Bundesnachrichtendienst (BND), showed interest in a light and agile SIGINT/ELINT platform that could fly surveillance missions along the inner-German border to the GDR and also to Czechoslovakia. Beyond visual reconnaissance with cameras and IR sensors, the aircraft was to be specifically able to identify and locate secret radio stations that were frequently operated by Eastern Block agents (esp. by the GDR) all across Western Germany, but primarily close to the inner-German border due to the clandestine stations’ low power. The Bundeswehr already operated a small ELINT/ECM fleet, consisting of converted HFB 320 ‘Hansa’ business jets, but these were not suited for stealthy and inconspicuous low flight level missions that were envisioned, and they also lacked the ability to fly slowly enough to locate potential “radio nests”.

 

The pan and the objective were clear, but the ELINT project caused a long and severe political debate concerning the operator of such an aerial platform. Initially, the Bundesheer, who had already tested the OV-1, claimed responsibility, but the interior ministry in the form of the German customs department as well as the German police’s Federal Border Guard, the Bundesgrenzschutz and the Luftwaffe (the proper operator for fixed-wing aircraft within the German armed forces), wrestled for this competence. Internally, the debate and the project ran under the handle “Schimmelreiter” (literally “The Rider on the White Horse”), after a northern German legendary figure, which eventually became the ELINT system’s semi-official name after it had been revealed to the public. After much tossing, in 1979 the decision was made to procure five refurbished U.S. Army OV-1As, tailored to the German needs and – after long internal debates – operate them by the Luftwaffe.

 

The former American aircraft were hybrids: they still had the OV-1A’s original short wings, but already the OV-1D’s stronger engines and its internal pallet system for interchangeable electronics. The machines received the designation OV-1G (for Germany) and were delivered in early 1980 via ship without any sensors or cameras. These were of Western German origin, developed and fitted locally, tailored to the special border surveillance needs.

 

The installation and testing of the “Schimmelreiter” ELINT suite lasted until 1982. It was based on a Raytheon TI Systems emitter locator system, but it was locally adapted by AEG-Telefunken to the airframe and the Bundeswehr’s special tasks and needs. The system’s hardware was stowed in the fuselage, its sensor arrays were mounted into a pair of underwing nacelles, which occupied the OV-1’s standard hardpoints, allowing a full 360° coverage. In order to cool the electronics suite and regulate the climate in the internal equipment bays, the OV-1G received a powerful heat exchanger, mounted under a wedge-shaped fairing on the spine in front of the tail – the most obvious difference of this type from its American brethren. The exact specifications of the “Schimmelreiter” ELINT suite remained classified, but special emphasis was placed upon COMINT (Communications Intelligence), a sub-category of signals intelligence that engages in dealing with messages or voice information derived from the interception of foreign communications. Even though the “Schimmelreiter” suite was the OV-1Gs’ primary reconnaissance tool, the whole system could be quickly de-installed for other sensor packs and reconnaissance tasks (even though this never happened), or augmented by single modules, what made upgrades and mission specialization easy. Beyond the ELINT suite, the OV-1G could be outfitted with cameras and other sensors on exchangeable pallets in the fuselage, too. This typically included a panoramic camera in a wedge-shaped ventral fairing, which would visually document the emitter sensors’ recordings.

 

A special feature of the German OV-1s was the integration of a brand new, NATO-compatible “Link-16” data link system via a MIDS-LVT (Multifunctional Information Distribution System). Even though this later became a standard for military systems, the OV-1G broke the ground for this innovative technology. The MIDS was an advanced command, control, communications, computing and intelligence (C4I) system incorporating high-capacity, jam-resistant, digital communication links for exchange of near real-time tactical information, including both data and voice, among air, ground, and sea elements. Outwardly, the MIDS was only recognizable through a shallow antenna blister behind the cockpit.

 

Even though the OV-1Gs initially retained their former American uniform olive drab livery upon delivery and outfitting in German service, they soon received a new wraparound camouflage for their dedicated low-level role in green and black (Luftwaffe Norm 83 standard), which was better suited for the European theatre of operations. In Luftwaffe service, the OV-1Gs received the tactical codes 18+01-05 and the small fleet was allocated to the Aufklärungsgeschwader (AG) 51 “Immelmann”, where the machines formed, beyond two squadrons with RF-4E Phantom IIs, an independent 3rd squadron. This small unit was from the start based as a detachment at Lechfeld, located in Bavaria/Southern Germany, instead of AG 51’s home airbase Bremgarten in South-Western Germany, because Lechfeld was closer to the type’s typical theatre of operations along Western Germany’s Eastern borders. Another factor in favor of this different airbase was the fact that Lechfeld was, beyond Tornado IDS fighter bombers, also the home of the Luftwaffe’s seven HFB 320M ECM aircraft, operated by the JaBoG32’s 3rd squadron, so that the local maintenance crews were familiar with complex electronics and aircraft systems, and the base’s security level was appropriate, too.

 

With the end of the Cold War in 1990, the OV-1Gs role and field of operation gradually shifted further eastwards. With the inner-German Iron Curtain gone, the machines were now frequently operated along the Polish and Czech Republic border, as well as in international airspace over the Baltic Sea, monitoring the radar activities along the coastlines and esp. the activities of Russian Navy ships that operated from Kaliningrad and Saint Petersburg. For these missions, the machines were frequently deployed to the “new” air bases Laage and Holzdorf in Eastern Germany.

 

In American service, the OV-1s were retired from Europe in 1992 and from operational U.S. Army service in 1996. In Germany, the OV-1 was kept in service for a considerably longer time – with little problems, since the OV-1 airframes had relatively few flying hours on their clocks. The Luftwaffe’s service level for the aircraft was high and spare parts remained easy to obtain from the USA, and there were still OV-1 parts in USAF storage in Western German bases.

 

The German HFB 320M fleet was retired between 1993 and 1994 and, in part, replaced by the Tornado ECR. At the same time AG 51 was dissolved and the OV-1Gs were nominally re-allocated to JaboG 32/3. With this unit the OV-1Gs remained operational until 2010, undergoing constant updates and equipment changes. For instance, the machines received in 1995 a powerful FLIR sensor in a small turret in the aircraft’s nose, which improved the aircraft’s all-weather reconnaissance capabilities and was intended to spot hidden radio posts even under all-weather/night conditions, once their signal was recognized and located. The aircrafts’ radio emitter locator system was updated several times, too, and, as a passive defensive measure against heat-guided air-to-air missiles/MANPADS, an IR jammer was added, extending the fuselage beyond the tail. These machines received the suffix “Phase II”, even though all five aircraft were updated the same way.

Reports that the OV-1Gs were furthermore retrofitted with the avionics to mount and launch AIM-9 Sidewinder AAMs under the wing tips for self-defense remained unconfirmed, even more so because no aircraft was ever seen carrying arms – neither the AIM-9 nor anything else. Plans to make the OV-1Gs capable of carrying the Luftwaffe’s AGM-65 Maverick never went beyond the drawing board, either. However, BOZ chaff/flare dispenser pods and Cerberus ECM pods were occasionally seen on the ventral pylons from 1998 onwards.

 

No OV-1G was lost during the type’s career in Luftwaffe service, and after the end of the airframes’ service life, all five German OV-1Gs were scrapped in 2011. There was, due to worsening budget restraints, no direct successor, even though the maritime surveillance duties were taken over by Dornier Do 228/NGs operated by the German Marineflieger (naval air arm).

  

General characteristics:

Crew: Two: pilot, observer/systems operator

Length: 44 ft 4 in (13.53 m) overall with FLIR sensor and IR jammer

Wingspan: 42 ft 0 in (12.8 m)

Height: 12 ft 8 in (3.86 m)

Wing area: 330 sq. ft (30.65 m²)

Empty weight: 12,054 lb (5,467 kg)

Loaded weight: 15,544 lb (7,051 kg)

Max. takeoff weight: 18,109 lb (8,214 kg)

 

Powerplant:

2× Lycoming T53-L-701 turboprops, 1,400 shp (1,044 kW) each

 

Performance:

Never exceed speed: 450 mph (390 knots, 724 km/h)

Maximum speed: 305 mph (265 knots, 491 km/h) at 10,000 ft (3,050 m)

Cruise speed: 207 mph (180 knots, 334 km/h) (econ cruise)

Stall speed: 84 mph (73 knots, 135 km/h)

Range: 944 mi (820 nmi, 1,520 km) (SLAR mission)

Service ceiling: 25,000 ft (7,620 m)

Rate of climb: 3,450 ft/min (17.5 m/s)

 

Armament:

A total of eight external hardpoints (two ventral, three under each outer wing)

for external loads; the wing hardpoints were typically occupied with ELINT sensor pods, while the

ventral hardpoints frequently carried 300 l drop tanks to extend loiter time and range;

Typically, no offensive armament was carried, even though bombs or gun/missile pods were possible.

  

The kit and its assembly:

This build became a submission to the “Reconnaissance” Group Build at whatifmodellers.com in July 2021, and it spins further real-world events. Germany actually tested two OV-1s in the Sixties (by the German Army/Bundesheer, not by the air force), but the type was not procured or operated. The test aircraft carried a glossy, olive drab livery (US standard, I think) with German national markings.

However, having a vintage Hasegawa OV-1A in the stash, I wondered what an operational German OV-1 might have looked like, especially if it had been operated into the Eighties and beyond, in the contemporary Norm 83 paint scheme? This led to this purely fictional OV-1G.

 

The kit was mostly built OOB, and the building experience was rather so-so – after all, it’s a pretty old mold/boxing (in my case the Hasegawa/Hales kit is from 1978, the mold is from 1968!). Just a few things were modified/added in order to tweak the standard, short-winged OV-1A into something more modern and sophisticated.

 

When searching for a solution to mount some ELINT sensor arrays, I did not want to copy the OV-1B’s characteristic offset, ventral SLAR fairing. I rather settled for the late RV-1D’s solution with sensor pods under the outer wings. Unfortunately, the OV-1A kit came with the type’s original short wings, so that the pods had to occupy the inner underwing pair of hardpoints. The pods were scratched from square styrene profiles and putty, so that they received a unique look. The Mohawk’s pair of ventral hardpoints were mounted, but – after considering some drop tanks or an ECM pod there - left empty, so that the field of view for the ventral panoramic camera would not be obscured.

 

Other small additions are some radar warning sensor bumps on the nose, some extra antennae, a shallow bulge for the MIDS antenna on the spine, the FLIR turret on the nose (with parts from an Italeri AH-1 and a Kangnam Yak-38!), and I added a tail stinger for a retrofitted (scratched) IR decoy device, inspired by the American AN/ALG-147. This once was a Matchbox SNEB unguided missile pod.

  

Painting and markings:

For the intended era, the German Norm 83 paint scheme, which is still in use today on several Luftwaffe types like the Transall, PAH-2 or CH-53, appeared like a natural choice. It’s a tri-color wraparound scheme, consisting of RAL 6003 (Olivgrün), FS 34097 (Forest Green) and RAL 7021 (Teerschwarz). The paints I used are Humbrol 86 (which is supposed to be a WWI version of RAL 6003, it lacks IMHO yellow but has good contrast to the other tones), Humbrol 116 and Revell 9. The pattern itself was adapted from the German Luftwaffe’s Dornier Do 28D “Skyservants” with Norm 83 camouflage, because of the type’s similar outlines.

 

A black ink washing was applied for light weathering, plus some post-shading of panels with lighter shades of the basic camouflage tones for a more plastic look. The cockpit interior was painted in light grey (Humbrol 167), while the landing gear and the interior of the air brakes became white. The scratched SLAR pods became light grey, with flat di-electric panels in medium grey (created with decal material).

The cockpit interior was painted in a rather light grey (Humbrol 167), the pilots received typical olive drab Luftwaffe overalls, one with a white “bone dome” and the other with a more modern light grey helmet.

 

The decals were improvised. National markings and tactical codes came from TL Modellbau sheets, the AG 51 emblems were taken from a Hasegawa RF-4E sheet. The black walkways were taken from the Mohak’s OOB sheet, the black de-icer leading edges on wings and tail were created with generic black decal material. Finally, the model was sealed with a coat of matt acrylic varnish (Italeri).

  

An interesting result, and the hybrid paint scheme with the additional desert camouflage really makes the aircraft an unusual sight, adding to its credibility.

+++ DISCLAIMER +++

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

  

In July 1967, the first Swedish Air Force student pilots started training on the Saab 105, a Swedish high-wing, twin-engine trainer aircraft developed in the early sixties as a private venture by Saab AB. The Swedish Air Force procured the type for various roles and issued the aircraft with the designation Sk 60.

 

The Sk 60 entered service in 1967, replacing the aging De Havilland Vampire fleet, and had a long-lasting career. But in the late Eighties, by which point the existing engines of the Swedish Air Force's Sk 60 fleet were considered to be towards the end of their technical and economic lifespan and the airframes started to show their age and wear of constant use, the Swedish Air Force started to think about a successor and/or a modernization program.

 

Saab suggested to replace the Saab 105’s Turbomeca Aubisque engines with newly-built Williams International FJ44 engines, which were lighter and less costly to operate, but this was only regarded as a stop-gap solution. In parallel, Saab also started work for a dedicated new jet trainer that would prepare pilots for the Saab 39 Gripen – also on the drawing boards at the time – and as a less sophisticated alternative to the promising but stillborn Saab 38.

 

The Saab 38 (also known as B3LA or A 38/Sk 38) was a single-engine jet trainer and attack aircraft planned by Saab during the 1970s and actually a collaboration between Saab and the Italian aircraft manufacturer Aermacchi (the aircraft resembled the AMX a lot). It was to replace the older Saab 105 jet trainer in the Swedish Air Force, too, but the aircraft never got past the drawing board and was canceled in 1979 in favor of the more advanced Saab JAS 39 Gripen multi-role fighter.

Anyway, this decision left Sweden without a replacement for the Sk 60 as transitional trainer and as a light attack and reconnaissance aircraft.

 

In 1991, Saab presented its new trainer design, internally called "FSK900", to the Swedish Air Force. The aircraft was a conservative design, with such a configurational resemblance to the Dassault-Dornier Alpha Jet that it is hard to believe Saab engineers didn't see the Alpha Jet as a model for what they wanted to do. However, even if that was the case, the FSK900 was by no means a copy of the Alpha Jet, and the two machines can be told apart at a glance. FSK900 had a muscular, rather massive appearance, while the Alpha Jet was more wasp-like and very sleek. The FSK900 was also bigger in length and span and had an empty weight about 10% greater.

 

The FSK900 was mostly made of aircraft aluminum alloys, with some control surfaces made of carbon-fiber / epoxy composite, plus very selective use of titanium. It had high-mounted swept wings, with a supercritical airfoil section and a leading-edge dogtooth; a conventional swept tail assembly; tricycle landing gear; twin engines, one mounted in a pod along each side of the fuselage; and a tandem-seat cockpit with dual controls.

 

The wings had a sweep of 27.5°, an anhedral droop of 7°, and featured ailerons for roll control as well as double slotted flaps. The tailplanes were all-moving, and also featured an anhedral of 7°. An airbrake was mounted on each side of the rear fuselage. Flight controls were hydraulic, and hydraulic systems were dual redundant.

 

The instructor and cadet sat in tandem, both on zero-zero ejection seats, with the instructor's seat in the rear raised 27 centimeters (10.6 inches) to give a good forward view. The cockpit was pressurized and featured a one-piece canopy, hinged open to the right, that provided excellent visibility.

 

The landing gear assemblies all featured single wheels, with the nose gear retracting forward and the main gear retracting forward and into the fuselage, featuring an antiskid braking system. The twin engines were two Williams International FJ44-4M turbofans without reheat, each rated at 16.89 kN (3,790 lbst). These were the same engines, that Saab had also proposed for Saab’s Sk 60 modernization program, even though a less powerful variant for the lighter aircraft.

 

The FSK900 could be fitted with two pylons under each wing and under the fuselage centerline, for a total of five hardpoint. The inner wing pylons were wet and could be used to carry 450 liter (119 US gallon) external tanks, a total external payload of 2,500 kg (5,500 lb) could be carried.

External stores included a centerline target winch for the target tug role, an air-sampling pod for detection of fallout or other atmospheric pollutants, jammer or chaff pods for electronic warfare training, a camera/sensor pod and a baggage pod for use in the liaison role. The aircraft also featured a baggage compartment in the center fuselage, which also offered space for other special equipment or future updates.

 

Potential armament comprised a conformal underfuselage pod with a single 27 mm Mauser BK-27 revolver cannon with 120 rounds (the same weapon that eventually went into the Saab Gripen).

Other weapons included various iron and cluster bombs of up to 454 kg (1.000 lb) caliber, unguided missiles of various calibers and the Rb.74 (AIM-9L Sidewinder) AAM. A radar was not mounted, but the FSK900’s nose section offered enough space for a radome.

 

The Swedish Air Force accepted the Saab design, leading to a contract for two nonflying static-test airframes and four flying prototypes. Detail design was complete by the end of 1993 and prototype construction began in the spring of 1994, leading to first flight of the initial prototype on 29 July 1994. The first production "Sk 90 A", how the basic trainer type was officially dubbed, was delivered to the Swedish Air Force in 1996.

 

In parallel, a contract was signed for the re-engining of 115 Saab Sk 60 aircraft in 1993; the number of aircraft to be upgraded was subsequently reduced as a result of cuts to the defense budget and the advent of the FSK900, of which 60 were ordered initially.

 

The Sk 90 was regarded as strong, agile, and pleasant to fly, while being cheap to operate. Sk 90 As flying in the training role typically painted in the unique “Fields & Meadows” splinter camouflage, although decorative paint jobs showed up on occasion and many aircraft received additional dayglow markings.

Some of the few aircraft given to operational squadrons, which used them for keeping up flight hours and as hacks, had apparently been painted in all-grey camouflage to match the combat aircraft they shared the flight line with.

 

With the Sk 90 S a new variant was soon introduced, replacing the Sk 60 C, two-seat ground attack/reconnaissance version for the Swedish Air Force with an extended camera nose. It featured a similar camera arrangement to the Sk 60 C with a panoramic camera, plus an avionics palet in the baggage compartment for a modular DICAST (Digital Camera And Sensor Tray) pod under the fuselage. Unlike the Sk 60 C, which was converted from existing Sk 60 A trainers, the Sk 90 S was an original design. 20 were delivered until 1997, together with the standard trainers, which were kept on the production lines at slow pace until 1999.

 

A total of 108 production Sk 90s were built, and the Swedish Air Force has no further requirement for new Sk 90s at present. Upgrades are in planning, including fit of at least some Sk 90s with a modern "glass cockpit" to provide advanced training for the Saab Gripen (which had entered service in June 1992), and a full authority digital engine control (FADEC) for the FJ44-4M turbofans. Integration of the Rb.75 (the AGM-65A/B Maverick in Swedish service) together with a pod-mounted FLIR camera system was also suggested, improving the Sk 90’s attack capability dramatically. These updates were started in 2000. The modified aircraft received the designation Sk 90 B and Sk 90 SB, respectively, and until 2006 the whole fleet was updated.

 

Tests were also made with reinforced underwing pylons that would allow the carriage of the RBS-15 anti-ship missile. Even though the Sk 90 did not carry a radar, the missile-armed trainers were considered as a linked multiplicators for Saab 39s with the appropriate avionics, so that salvoes of multiple missiles could be launched in order to overload ship defences and improve hit probability. While the latter assumption was proved as correct during field trials with two modified Sk 90s, the missiles’ extra drag and the consequent loss in agility, speed and range made the concept unpractical, since the armed Sk 90 could not keep up with the Saab 39, limit reaction time and would offer an easy target.

 

Another plan was the Sk 90 C, a two-seater with enhanced attack capabilities. Its most distict feature was a simplified PS-05/A pulse-Doppler X band multi-mode radar, developed by Ericsson and GEC-Marconi for the JAS 39 Gripen.

The system was based on the Blue Vixen radar for the Sea Harrier that also served as the basis for the Eurofighter's CAPTOR radar, and it would allow a highly improved air-to-air and air-to-ground capability, also in better concunction with the Saab Gripen as lead aircraft. Two technology demonstrators were converted from Sk 90 A trainers, but the project was shelved - due to budget restrictions and simply through the fact that the JAS 39 Gripen offered anything the Swedish Air Force had called for in just one, single weapon system, so that the Sk 90 remained in its advanced trainer and tactical recce role. The technology package was offered to foreign customers, though.

 

Despite its qualities and development potential, the Sk 90 did not attain much foreign interest. It suffered from bad timing and from the focus on domestic demands. It came effectively 10 years too late to be serious export success, and the Sk 90 was very similar to the Dassault/Dornier Alpha Jet (even though it was cheaper to operate) - at a time when the German Luftwaffe started to prematurely phaze out its attack variant and flooded the market with cheap second hand aircraft in excellent condition. Besides, the Saab Sk 90 had, with the BAe Hawk, another proven competitor with a long operational track record all over the world.

 

Modest foreign sales could be secured, though: Austria procured 36 Sk 90 Ö in 2002 (basically comparable with the updated Sk 90 B), replacing its Saab 105 fleet and keeping up its close connection with Saab since the Seventies. Malaysia showed interest, too, as well as Singapore, Myanmar, Finland, Poland and Hungary.

 

The latest interest came from the Republic of Scotland in late 2017 – after the country’s separation from the United Kingdom and building an independent air force with a supplier from a neutral country.

The Republic of Scotland’s Air Corps (RoScAC) started negotiations with Saab and the Swedish government over either eight newly built or refurbished, older Sk 90 As that were updated to C standard with the PS-05/A radar.

Scotland additionally showed interest in a small fleet of 1st generation Saab 39 interceptors that would replace the RAF fighters based on Scottish ground.

  

General characteristics:

Crew: two pilots in tandem

Length incl. pitot: 13.0 m (42 ft 8 in) for the A trainer, 13.68 m (44 ft 10 in) for the S variant

Wingspan: 9.94 m (32 ft 7 in)

Height: 4.6 m (15 ft 1 in)

Empty weight: 3,790 kg (8,360 lb)

Max. takeoff weight: 7,500 kg (16,530 lb)

 

Powerplant:

2× Williams International FJ44-4M turbofans without reheat, rated at 16.89 kN (3,790 lbst) each

 

Performance:

Maximum speed: 1,038 km/h (645 mph)

Range: 1,670 km (900 nm)

 

Armament:

No internal gun; five hardpoints for 2,500 kg (5,500 lb) of payload and a variety of ordnance

  

The kit and its assembly:

A simple kit travesty! This is basically the 1:72 Kawasaki T-4 from Hasegawa, with little modifications.

Originally, I wondered what an overdue Saab 105 replacement could or would look like? The interesting Saab 38 never saw the light, as mentioned above, there was also an A-10-style light attack aircraft (maybe to be built as a kitbashing some day...) and I assume that neutral Sweden would rather develop its own aircraft than procure a foreign product.

 

Consideration of the BAe Hawk, Alpha Jet and the L-39 Albatros as inspirations for this project, I eventually came across the modern but rather overlooked Japanese Kawasaki T-4 trainer – and found that it had a certain Swedish look about it? Hmm... And coupled with a very characteristic paint scheme, like “Fields & Meadows”, maybe…?

 

I wanted to keep things simple, though, so the T-4 was mostly built OOB. A pleasant experience. The kit is relatively simple and fit is very good, with only minimal PSR necessary.

 

The only changes are the underwings hardpoints, which come from a Heller SEPECAT Jaguar, the pair of drop tanks (from an Academy F-5E, IIRC), a scratched recce pod for the ventral hardpoint and a modified bow section. This camera nose is a transplant from a Marivox Saab 105, assuming that the new trainer would be employed in similar roles as the Sk 60. The respective Swedish kit comes with a lot of optional parts, including the extended Sk 60 C’s camera nose - and it fits very well onto the T-4's rounded nose.

  

Painting and markings:

Well, when building a kit is not a true challenge, maybe the paint job is? The T-4 in a "Fields & Meadows" livery was the initial inspiration for this build, so I tried to stick with the concept as far as possible, even though I'd assume that Swedish aircraft in the kit's time frame would rather be grey with subdued markings. But there's hardly anything as Swedish and spectacular as "Fields & Meadows", and this scheme would also be perfect for the tactical recce role of this build.

 

The pattern was loosely inspired by the Saab Viggens’ scheme (I found pictures of Sk 60 in Fields & Meadows, but could not puzzle together a complete view) as benchmark.

 

Painting was done with a fine brush (size 2), free-handedly. Even the waterline was created without masking tape - a clean, bigger brush (size 6) was enough to create the sharp edge. This sounds bizarre and maybe suggest a masochistic touch, but it actually worked better than expected - and I was in the lucky situation that I did not have to slavishly copy and recreate the splinter pattern on a real-world model. ;-)

 

Finding proper tones for the famous and very characteristic Swedish paint scheme was not easy, though. Pictures of real aircraft vary largely, light conditions and weathering make a proper identification difficult, to say the least. Since I wanted a simple solution (a lot of corrections during the painting process was expected), I settled upon the following enamel tones:

• Modelmaster 2060, RAF Dark Green

• Humbrol 150, Forest Green FS 34127

• Humbrol 72, Khaki Drill, for the earth tone

• A 1:1 mix of Humbrol 33 (Flat Black) + Modelmaster 2094 (RAL 7021) for a very dark grey

• Humbrol 247 (RLM 76) for the undersides

 

Painting was done from black (starting here because it was the only mixed tone), then the earth tone, light green and finally the dark green - a slow (2 full days) but rather uncomplicated process. But I think that the effort paid out, and helps selling the fictional Sk 90 idea.

 

The cockpit was painted in neutral grey, while the landing gear and the air intakes became white. A very Swedish touch are the bright green headrests - seen on Saab 37.

 

The markings were kept simple, puzzled together from various sources. Tactical codes come from a Heller Saab 37 Viggen sheet, while the roundels come from an RBD Models sheet (great stuff!) from Sweden - they actually belong to a Saab 32, but since the roundel sizes are normed the transplant onto the smaller aircraft here was easy and even plausible.

 

Some stencils were taken from the T-4 OOB sheet or gathered together from the scrap box, e .g. the "FARA" warnings.

The silver trim at the flaps and the fin rudder were made with generic 0.5mm decal stripes in silver. Similar strips in black were used to create the de-icers on the wings' leading edges.

 

Finally, the kit was sealed with matt acrylic varnish (Italeri).

  

Not tough to build, but still a challenge to paint. But the result is spectacular, and the T-4 under foreign flag looks disturbingly plausible. How could Sweden hide this aircraft from the public for so long...?

And it's certainly not the last T-4 I will build. A Scottish aircraft, as mentioned in the background, is a hot candidate - but the aircraft has a lot of OOB whiffing potential...