Winnipeg Electric Company. Transit Map of Greater Winnipeg (Verso) [map]. Scale not given. Winnipeg: Winnipeg Electric Company, 1949.

The bottom of the verso (City of Parks, Where to go, Lost articles) was originally upside down when the page was laid out and has been cropped, rotated and re-attached for ease of viewing

Image Courtesy of University of Manitoba : Archives & Special Collections

My farmhouse is a standard Pola kit, but my barn and garrage are scratchbuilt from Evergreen Scale Models scribed sheet styrene. The stacked bales of hay inside and next to the barn are thin pieces of styrofoam from meat packaging that I cut into shape, painted and earth color, and covered with Woodland Scenics yellow grass Fine Turf. I plan to build a corral out of styrene strips next to the barn to hold horses and cattle. The barn is based on traditional central Texas barns that I have seen over the years. The wheatfield mat is made by Busch. The trees around the farmhouse are from a kit by Woodland Scenics and need some work to re-attach foliage lost during my move. I am NOT a fan of WS Hobby-Tack that came with the kit, and I utterly despise Walthers Goo.

In the distance Extra 244 West, a Santa Fe freight rolls past on the High Plains.

47812 with it's new paint job stands in Goole station (20/03/15) after working the Doncaster - Goole leg of 6E88 Middleton Towers - Goole Glass Works. The wagons are in Goole Up Goods Loop where the 47 will run round, re-attach and then haul them the short distance to the glass works.

If a leaf fell from a tree, I'd stop juggling and play with the leaf. I went to my prop bag and got a little bandage and stuck the leaf back on the tree.

—Phillippe Petit

To catch a leaf falling among the stars would be, truly, a great feat. Perhaps Phillippe Petit could do it, and then re-attach the leaf to its tree with a bandage fetched from his prop bag. He, you may remember, is the artist who, in 1974, walked a high wire stretched between the tops of the twin towers in New York City, 1350 feet above ground. There was no safety net below him. He did no juggling that day on the wire, as he crossed it to and fro eight times with only his balancing pole.

In 2008, seven years after the towers fell in a horrible terrorist attack and thirty-four years after Petit's daring feat, a documentary by James Marsh called Man on Wire showed us something of Petit's life and his famous walk. While viewing the film, one cannot help but think of the disaster, even though the film never directly mentions it. Our minds contemplate the falling human beings and those crushed in the collapse. But we also learn that Petit's courage, his spirit, honors the towers at the same time his walk vanquishes them. However temporarily, he defeats death, a far, far different thing from the villainy of terrorists and what they did and continue to do in places like Ankara, Istanbul, Nigeria, Libya, Paris, San Bernardino, Brussels, Lahore. Petit shows us the courage it takes to continue and what we must vanquish—our fear.

(for Poetography, Theme 169—Bag; Literary Reference in Pictures)

Constructors number P50/46 was built as a Percival P.50 Prince 3E (short nose version) at Luton, and was the third from last civil Prince to be built. The last of an order for 5 placed by Shell Refining and Marketing Ltd (G-AMKK & G-AMLW to 'LZ). Although registered G-AMLZ on 23.11.51, the first Certificate of Airworthiness was not issued until 14th November 1952, with delivery the same month. At this time Douglas Bader was one of Shell's corporate pilots, so it is almost certain that he flew G-AMLZ during the year and half of Shell's ownership.

In July 1954 it was sold to Winston F. Martin (of the Martin family, as in Martin Baker Ltd) and based at Tollerton and Leicester East. After just under two years the aircraft was sold again in May 1956. Also during 1956 the aircraft's engines were modified, the aircraft becoming a Prince 4E and at some stage the aircraft was allocated the registration VR-TBN in Tanganyika, East Africa - but was never taken up. (VR-TBN was actually used on another Prince 3E, C/no P.48 ex G-AMPR of Standard Motors, cancelled from the UK register 11.55), so it is possible that the allocation of the serial to P.46 G-AMLZ was a bureaucratic mix-up in the paper work.

In May 1956 G-AMLZ was sold and purchased by Stewart, Smith & Co. Ltd. (alternatively Stewart Smith & Co Ltd) and initially based at Blackbushe, later moving to Heathrow. In December 1958 the engines were uprated again, the aircraft becoming a Prince 6E in the process. Engineering maintenance was contracted to British Eagle and undertaken initially at Heathrow and later at Liverpool in No.1 hangar.

Traced visits to Liverpool during this period include:

2nd March 1957 from & to Blackbushe

2nd March 1964 from Heathrow, at Liverpool until 26th March '64

27th March 1965 from & to Heathrow

11th April 1967 from Heathrow for a C of A Check, returned to Heathrow 1st August 1967

24th May 1968 again from & to Heathrow

and a visit into Hawarden for Chester Races 8th May 1962.

After 12 years with Stewart, Smith & Co, she was sold in September 1968 to Timothy M. Clutterbuck and based at Leavesden. His use of the aircraft ended March 1971 and it was flown to Coventry, presumably awaiting sale. The C of A expired 18.6.71 and the registration subsequently cancelled by the CAA 18.1.73. With many second-hand, modern twins available, the future looked bleak for a dated twenty year old radial old lady, at a time before 'heritage' types could earn their keep on the air show circuit.

However, G-AMLZ was purchased by Coventry based John F. Coggins who operated a number of aviation concerns. The initial plan was to return 'LZ to the air as part of his City Airways pleasure flying operation, joining his Percival Prentice. G-AMLZ was restored to the Register on 23.10.73. However this plan never came to fruition, so G-AMLZ became an external exhibit with the Aircraft Radio Museum - another John Coggins Coventry operation. As an aside to this tale, MSAE members may recall the large box radio (from Proctor G-AIAA) that did sterling service in the Hangar 50 clubroom in the days before transistor sets - this also became an exhibit with the Radio Museum. On 9.10.84 the registration was cancelled by the CAA as 'permanently withdrawn from use'. The aircraft sat at Coventry throughout the '80s.

After over 20 years of standing out in the open at Coventry, during 1994 the aircraft was purchased by the Coventry based Air Atlantique Group and surveyed with an eye to restoration to airworthy condition. Perhaps not too suprisingly the rebuild was not proceeded with, and with the help of 29(F) Sqdn ATC, she was dismantled early in 1995 to save space.

In February 1997 fortunes apparently changed as 'LZ was transported to Caernarfon Airfield and re-assembled soon after for display with Caernarfon Air World Museum. A 1998 repaint replaced the Stewart, Smith & Co dark blue and white scheme with a simplified scheme in a lighter shade of blue. However, for the next 10 years she was effectively abandoned in a compound beside the Museum, as the Prince did not fit any of the themes inside. Salt laden seaside air and winter Irish Sea storms began to take their toll. The wheels were filled with concrete in an attempt to prevent further storm damage.

Although offered for sale, the price was high considering the deteriorating condition she was in. In September 2007, with the compound she was in designated for new hangars, a process of cutting her up for a move indoors began. Horrified that the last remaining civil Prince was being cut-up (as against dismantled), in an eleventh hour rescue the Jetstream Club stepped in and dismantled her properly and transported her by road for indoor storage with the RAF Millom Museum in Cumbria on 5th October 2007. After initial work at Millom, G-AMLZ was on the move again a year later, being transported to Liverpool by road on 23rd November 2008 and delivered onto the former airport apron behind the Crowne Plaza Hotel. Work has progressed during the winter with anti-corrosion paint applied, cockpit window replaced and much surface preparation, until in mid March the wings and engines were re-attached and she once again stands on her own undercarriage.

References:

Air Britain Historians information service website for full Prince/Sea Prince/Pembroke/President production lists compiled by Derek King and Bernard Martin.

www.forum.keypublishing.co.uk/showthread.php?p=1326867

Back issue of MSAE/MAS Flypast mags and Phil Butler's airport logs.

4464 has run around and re-attached to the train and is waiting departure to begin the return run of the Naradhan or Bust tour.

In December 2014 the small railway enthusiast and modeller group "SMUT" (Strange Modellers of Universal Trains), organised a weekend tour from Cootamundra to Naradhan, the terminus of a grain branchline in southern NSW.

This kind of scenery is one of my worst fears! LOL..kid you not! Seems like when the roads are freshly plowed they are shiny slick!! I hate driving on icey roads!! Fortunately they got better the further we went!! You don't know what torture Sam goes through driving in the winter with me! lol...kid you not! :P

Hope everyone is doing well. My brother's surgery by what information I can get went ok. He lost half of his stomach and the intestines had to be re-attached. I feel so bad for him...by what I can gather the doctor said it didn't look cancerous...so my hopes are up! Thank you everyone who prayed for him....and I'm sure he could use more...will be in the hospital another week! Yuck! :P

The kit (and its revival):

This is another model of an 1:72 Soltic H8 "Roundfacer" (there’s already one in my mecha collection), but it's not an original Takara kit, but rather comes from the Revell re-boxing in the mid Eighties among their Robotech line. It was there part of a kit set, called "Armored Combat Team", and came together with a wheeled vehicle set.

However, this model was originally not built and painted by me. It's rather a generous donation from a good friend who made an attempt into mecha when these kits were distributed. It was built roundabout 30 years(!!!) ago and, AFAIK, never 100% finished; for instance, the hoses around the neck were never mounted, and the handgun had never been never painted.

As the only one of its kind it never found a true place in my friend’s model kit collection, and after some years of disregard it even got damaged: the delicate hip joint got broken, the Roundfacer lost one of its legs. In this sorry status the model rested in a dark corner, collected dust...

...until it was given to me many years ago, unfortunately after I had already gone through my hot mecha phase in the Nineties, in which I resurrected many of my own builds for a second life. So the Roundfacer lay (again) around in my spare parts deposit for some more years, until I finally decided to tackle and revamp it in early 2018. Inspiration strikes in unexpected occasions.

At first I thought that I could just repair the leg and add some parts in order to finish the model, but this plan was soon foiled. However, the biggest issue remained the broken attachment point for the left leg - and it turned out to be more severe than first expected. Initially I tried to mend the problem with a metal pin reinforcement, so that the original pintle could be re-attached again. But then the right leg came off, too, and the whole joint turned out to have become so brittle (it literally fell apart) that it had to be replaced completely!

So I scratched a completely new hip joint and a sturdy attachment construction from styrene profiles and plastic-coated steel wire, which would allow a similar range of movement as the original construction, even though not as flexible - but the Roundfacer would be displayed anyway.

The rest of the kit was otherwise in good shape, and the joints free from paint for high movability. I made some changes and improvements, though. This included the cleaning of the seams on both legs (PSR) and the addition of some surface details with IP profile material. This meant that the original paintwork would have at least party to be renewed, but fortunalety I knew the paints and respective tones my friend had used when he had built the kit.

Another challenge were the characteristic hoses that lay around the Roundfacer's neck like a scarf. I was lucky to find leftover parts from a 1:144 Gundam Zaku in my stash, the fit almost perfectly. Otherwise they had had to be scratched.

The original missile launcher was refitted, even though it had to be fixed since the original attachment construction had also fallen victim to the styrene's brittleness over the ages. The handgun - while complete and available - was replaced by the weapon from a H-102 Bushman, which looks a bit more beefy, like a grenade launcher instead of the OOB assult rifle.

Painting and markings:

I was not certain whether I would re-paint the Roundfacer, which would have meant stripping it off of of its original enamels - but I eventually rejected this for two reasons: First of all I thought and still think that the brittle material of the finished kit made any surgery or chemical intervention hazardous. Esp. the joints were delicate, the loss of the hip joint was already trouble enough. And then I liked the fictional scheme the Roundfacer had been given, a kind of winter camouflage in black and light grey, separated by thin white lines. I simply wanted to keep the original concept, since it looks pretty unusual - and also in order to honor my friend's original approach.

So, instead of a new or additional layer of paint I limited my work to the areas with PSR and added details, and the original (and highly translucent!) decals had to go, too.

The original colors are Humbrol 64 (Light Sea Grey), 33 (Flatblack) and 34 (Flat White). For the repairs the same tones were used, just the pure black (which had suffered in the meantime) was replaced by Revell 6 (Tar Black). The result is pretty good, you hardly recognize the touch-ups.

In order to take the model a step further I also did some thorough weathering, at first with a dark grey acrylic wash, which was also texturized with vertical brush streaks along the flanks, and some later dry-brushing on the edges, emphasizing the robot's shape and details.

The new markings were puzzled together from various sheets, including some Dougram models.

For an even more unique look, and in order to hide some flaws, I decided to add a thin coat of snow – also in line with the small base I created for display (an somewhat in order to justify/explain the paint scheme).

“A young man of Padua, called Leonardo, went to St Anthony to make his confession. Among his other sins, he confessed that he had once kicked his mother so hard that she had suffered a nasty fall. Anthony muttered under his breath, “The foot that strikes father or mother deserved to be cut off.” Of course he did not intend his words to be taken literally. The young man, not understanding the meaning of his words, returned home, took a hatchet and chopped off his foot. The news soon reached the ears of the poor Anthony. He followed the youth’s grieving parents to their house and made his way to the young man’s bedroom. He prayed, holding the severed foot close to the leg, made the sign of the cross, and instantly the foot became attached to the leg. The young man jumped up, giving praise to the Lord and thanksgiving to Anthony, who had healed his leg in this truly miraculous way.”

Source: www.santantonio.org/en/content/saint-anthonys-miracles-re...

Building of the basilica started in 1232 and it was completed in 1310, although there are some later additions and changes. It has the tomb of Saint Anthony of Padua and several other shrines.

47640 alongside 150236 at Exeter St Davids is re-attached to the stock having run round whilst working the 0923 Plymouth - Waterloo service

20 February 1993

She is finally finished (besides re-attaching her scalp). I just love her. Thank you again, Monika!

I will get a better picture when the weather clears up. I'll make sure her dress is on straight next time too :P

Sherborne School, UK, Book of Remembrance for former pupils who died in the First World War, 1914-1918.

If you have any additional information about this individual, or if you use one of our images, we would love to hear from you. Please leave a comment below or contact us via the Sherborne School Archives website: <http://oldshirburnian.org.uk/school-archives/contact-the-school-archives/

Credit: Sherborne School Archives, Abbey Road, Sherborne, Dorset, UK, DT9 3AP.

Details: Harold Gostwyck May (1887-1915), born 16 May 1887, son of Richard Cooke May and Emma Jane May, of "Sherborne," 77, Woodside Green, Croydon, London, formerly of The Cottage, 23 Rosendale Road, West Dulwich. Native of Croydon, Surrey.

Attended Dulwich Preparatory School.

Attended Sherborne School (Harper House) January 1902-July 1907; 6th form; Prefect; Head of House; 1st XI cricket team 1904, 1905, 1906, 1907 (captain); 1st XV rugby football team 1905, 1906; Public School Boxing competition 1907.

Assistant Master at Kelly College, Tavistock, 1907-1911.

Attended Trinity College, Dublin.

Assistant Master at Llandovery College, 1911-1912.

Assistant Master at Clifton College, 1912-1913.

Assistant Master at Sherborne School, 1914.

WW1, Lieutenant in the Dorsetshire Regiment, 3rd Bn. (Res.), attached 1st Bn. Died on 27 March 1915 of wounds received at St Eloi on 14 March 1915.

Commemorated at:

Boulogne Eastern Cemetery, II. B. 21.

Sherborne School: War Memorial Staircase; Book of Remembrance; memorial plaque in the School Chapel; Harper House roll of honour.

Sherborne School, Head Master's Report to the Governors for 1915 (October 1915): 'Harold May was a Master, whose death does indeed honour the School, but also deprives it of services which in the ordinary course of affairs might have extended for many years. In my last report I said 'I had been very fortunate in being able to recall Mr H.G. May to hsi old School.' Within a very short time from that of my writing those words he had joined the Army, impelled not in the slightest degree by a spirit of adventure, but soley by a sense of duty. In that short time my previous opinion of his qualities, based mainly on hearsay, had ripened with an unusually rapid assurance into the conviction that he was an absolutely first-rate schoolmaster. He combined the strongest sense of duty and rectitude with sympathy and a keen sense of humour, vigorous activity with an equable temperament and a sense of proportion. He joined the Dorsets in November, where these qualities speedily gained him an unusual degree of influence among his men and his brother officers. He went to the front in January, and died of wounds in March. Humanly speaking, the loss to the School is irreparable: to me as Headmaster [Nowell Charles Smith] it is the heaviest burden I have yet had to bear.'

'Pulman's Weekly' [April 1915]: 'From School to Battlefield. Sherborne Schoolmaster's Noble and Patriotic Example. Second-Lieutenant May's Fatal Wound. The townspeople of Sherborne, and more especially the masters and boys of King's School, where, in years past, he was a scholar and latterly an assistant master, received with a melancholy interest on Monday the news that Second Lieutenant Harold Gostwyck May had died in a French hospital from a fractured thigh, caused by a wound received whilst fighting with the 3rd Battalion of the Dorset Regiment in France. He was unmarried and 28 years of age, being a son of Mr R.C. May of the Stock Exchange, who resides at Woodside Green, S.E. Second Lieutenant May first entered the King's School in 1902, in Mr T.A. Bell's house. During the succeeding five years spent as a schoolboy he grew extremely popular alike with his fellow scholars and the teaching staff by reason of his cheerful disposition, upright character, and application to every branch of school life. On the school playing grounds he was particularly successful, being one of the finest wicket keepers the school has ever produced, and a valuable member of the football fifteen. He was also an interested and enthusiastic member of the Officers' Training Corps. In 1907 he closed an honourable, and in every respect successful, career as a schoolboy by entering Trinity College, Dublin, where he took the degree of B.A. Subsequently he secured posts as assistant master, firstly at Kelly's College, Tavistock, and later at Llandovery, returning to his old school at Sherborne as assistant master last September. A short time afterwards he was gazetted as second lieutenant in the 3rd Battalion, Dorset Regiment, and in January left for France. After many experiences he took part in the terrible fighting at Neuve Chapelle, in the course of which he received what afterwards proved to be a fatal wound. Being hors-de-combat, he was transferred to the base hospital at Boulogne. From there frequent letters passed between him and his friends in Sherborne, which gave rise to the hope that he would speedily recover. Hence the painful surprise occasioned by a telegram on Monday announcing his death. An operation had been found necessary, but the poor fellow failed to survive. With the parents, relatives, and friends sincere sympathy is felt. Major G.W.G. May, of the 3rd Cheshires, who is at present in England, is an elder brother, and an old Sherborne School boy also.'

In November 2006, as part of the reconstruction of the Riverview Park Chapel Shelter, the signature steeple was re-attached to the building. Along with its historic dormers, the steeple had been removed in the 1950s. The Pittsburgh Parks Conservancy's restoration plans called for restoring both the steeple and the dormers to return the building to its original character.

David Wahl has designed this ‘exploding’ pendant lamp for the upcoming IKEA PS Collection 2014 and it already appears to be the highlight piece – not that I’m belittling the other great pieces pieces from the collection, but its easy to see why this transforming pendant lamp will likely go on to become an IKEA bestseller. Its unique design is not only functional, it’s also very playful, and will prove to be popular amongst adults and children alike.

The Exploding Pendant Lamp is transformed from a glowing fissured sphere to a complex mass of suspended panels by pulling on a simple drawstring. This might at first glance seem like a bit of a gimmick but it’s actually a highly functional aspect to the design and meets the brief of the 2014 IKEA PS Collection very well. Being able to close up what is a pretty fragile looking structure into a compact ball will prove to be really handy when it comes to moving house, which city dwellers and students often have to do without cars.

Dimmer switches are a luxury not often afforded to basic city apartments, student accommodation included, but the transformative nature of the pendant lamp in itself serves to dim it. This gives the user a choice between having a bright light when its fully opened, or a glowing ambient lamp when closed – and of course a multitude of different light levels in between.

As with all the lights from the IKEA PS Collection 2014, this pendant lamp will make use of LED lights, which use 85% less energy than incandescent bulbs while also lasting a lot longer. The outer panels of the Exploding Pendant Lamp are composed of white polypropylene plastic but the rods on which they’re attached will be available in two different colours: turquoise or orange. Given that LED lights tend to give out a whiter (some would say colder) light than traditional bulbs, I’d probably opt for the orange colour option to make the light appear warmer.

more: homeli.co.uk/exploding-pendant-lamp-by-david-wahl-for-the...

So yeah, recently freetre approached me about a broken Sweethearts Michael since I was bemoaning about the fact he’s been impossible to find. This particular one though had a broken knee, but I figured that sure, part of a Michael is better than none.

His jointing and mold is very similar to the older style Arti-Ken body since it’s just a less jointed/more cost effective version of Michael’s body. I decided though in the end to just swap the two bodies’ legs as I am not sure I could have fixed a high stress joint area, plus I really dislike Michael’s jointed ankles since they’re attached wonky to the leg and aren’t actually flat.

So yeah, Michael may not do nude modelling but I think it’s a passable mash up so he can walk again lol. I still need to fix and style his hair but yeah.

Thanks to Shelley and the crew at Mannequin Gallery, she has her arm re-attached!

When I was refining the design, I tried to think of some accessories for the robot. Here's 3 (well, actually 2,5) jetpack designs. They're attached to W.A.L.T.'s back, instead of the battery compartment's lid. Do you have a favourite ?

Instructions will be released on rebrickable in the coming months, and I will show more accessories in the next few weeks.

W.A.L.T. will be available for preorder on bricklink starting February 16th. :)

Size 4, length of 5

Rifle Paper Co. watercolor quilting cotton, fully lined with a pale pink cotton

Standard sleeveless bodice, lined.

Bodice is topped with a second bodice, slightly A-line with a cutaway back. They're attached at the neckline.

Tulip sleeves

Invisible zipper

Gathered skirt

With the two windows carefully cut out of the paper that covers the frisket and removed, the frisket is ready to be re-attached onto the tympan frame.

Detaching and re-attaching the social module

Sherborne School, UK, Book of Remembrance for former pupils who died in the First World War, 1914-1918.

If you have any additional information about this individual, or if you use one of our images, we would love to hear from you. Please leave a comment below or contact us via the Sherborne School Archives website: oldshirburnian.org.uk/school-archives/contact-the-school-...

Credit: Sherborne School Archives, Abbey Road, Sherborne, Dorset, UK, DT9 3AP.

Details: Robert Vaughan Kestell-Cornish (1895-1918), born 30 July 1895 at Bisley, Gloucestershire, eldest son of Vaughan Kestell-Cornish (1865-1955) (HM Consul at Brest) and Lucy Caroline (née Keble) (1869-1954), of Keble House, Fairford, Gloucestershire. Grandson of Robert Kestell Kestell-Cornish (1824-1909), first Bishop of Madagascar 1874-1896. Second cousin of Alfred John Evans (1889-1960), cricketer and author of The Escaping Club (1921).

Siblings:

Geoffrey Kestell-Cornish (1903-1996), attended Sherborne School (School House) 1917-1921. Farm work in Manitoba 1922-23; Assistant Inspector Church of England Children’s Society, Canada; Bishop’s College University, Lennoxville, Quebec; ordained 1932; Commissary, Quebec 1932-1935; WW2, Royal Army Chaplain’s Department, captured June 1941 (POW no.23905), interned at Stalag 8B, Cieszyn (Teschen), Poland & in 1944 was transferred to POW working camp E538 at Sosnowitz; Vicar of Bishop’s Tawton, Barnstaple, Devon, 1948-1953; Curate of Ilfracombe 1957-1968.

Cuthbert George Kestell Cornish (1905-1998), attended Sherborne School (School House) 1919-1920. Schoolmaster and tutor. Studied for the Roman Catholic ministry at St Edmund’s College, Ware. Roman Catholic Priest 1964.

Arthur Keble Kestell-Cornish (1909-1993)

Cecilia Mary Kestell-Cornish (1910-1996)

Attended Walton Lodge preparatory school, Cheltenham.

Attended Sherborne School (School House) September 1908-July 1914; 6th form; Prefect; Fletcher Prize 1914; 1st XV rugby football team 1913; Colour Sergeant in OTC.

Was to have entered Keble College, Oxford, as an undergraduate in October 1914, but entered it as a cadet in August 1914 at the outbreak of war.

WW1, Captain in the Dorsetshire Regiment, 1st Bn. Gazetted to the Dorsetshire Regiment, 1st Battalion in August 1914; Adjutant, November 1916; joined Staff as G.S.O.3 on 3 September 1917. Awarded the Military Cross 'for conspicuous gallantry and devotion to duty on the night of May 1st, 1915, on Hill 60. When most of the officers and men had been asphyxiated and he himself was suffering from the effects of gas, he rallied the men who remained and held the hill till reinforcements arrived.' He won a Bar to the M.C. in November 1916, for 'marked courage and ability when in charge of a working party under heavy fire. Later he commanded two companies, and maintained his position under most difficult circumstances.' He was gazetted adjutant to a Dorset battalion in November 1916, and joined the Staff in September 1917. He was three times mentioned in despatches, and twice wounded, the second time, which proved fatal, on 8 March 1918. He died at 8 Stationary Hospital, Wimeraux, France, of wounds on 17 June 1918, three months after being wounded at Houthulst Forest.

Lieutenant Harold Gostwyck May (1887-1915) (Harper House 1902-1907), Dorsetshire Regiment, 3rd Bn. (Res.), attached 1st Bn. wrote in a letter published in The Shirburnian, March 1915:

‘But before I leave the Base behind, a word about Shirburnians. We had an O.S. dinner (of a sort) just before breaking up our party. E.M. Mansell-Pleydell (King’s and 3rd Dorset), A.R.N. MacGillycuddy (Wildman’s and R.A.M.C.), H.G. May (Bell’s [Harper House] and 1st Dorsets), R.V. Kestell-Cornish (School House and 1st Dorsets), and G.D. Coleman (School House and Norfolks). It was a merry party and the gathering increased as the evening wore on – Repton, Clifton, Marlborough, had their representatives, and we talked things of yore and wondered who was going to win the Three Cock. We all had our own views of course.’

H.R. King, a master at Sherborne School, wrote in his diary on 4 July 1915: ‘Baker ma & Kestell Cornish (military cross) from front here.’

Commemorated at:

Boulogne Eastern Cemetery, VII. B. 49 www.cwgc.org/find-war-dead/casualty/47524/KESTELL-CORNISH...

Fairford, Gloucestershire www.fairfordhistory.org.uk/remembrance/warmemorial/wwone....

Bisley, Gloucestershire: www.flickr.com/photos/13706945@N00/33125646111/

Sherborne School: War Memorial Staircase; Book of Remembrance; no.85 Memorial Pew in the School Chapel. Miss Mary Keble donated £1 towards the Sherborne School War Memorial in memory of Captain R.V. Kestell-Cornish.

V. Kestell-Cornish donated £2 towards the Sherborne School War Memorial in memory of his son, Captain R.V. Kestell-Cornish, M.C.).

Military Cross and bar awarded to R.V. Kestell-Cornish www.flickr.com/photos/sherborneschoolarchives/27982314680...

'The Shirburnian', July 1918, reported the sermon given by the Headmaster of Sherborne School on Commemoration Sunday in 1918: 'Many here will understand why at this moment the picture which fills my eye is that of Robert Kestell-Cornish, who died of wounds only last Monday after a struggle of many weeks - our first winner or at any rate one of our first two winners of the M.C. As a boy here the very image of light-hearted boyishness, and boyish at heart to the end, yet within a few months of leaving School playing the part of a man, a leader of men, a hero, in the very first onset and bewilderment of the newly invented devilry of a gas attack; and therefore undertaking duties of leadership, decisions on which hung the issues of life and death for many others; and all at an age when in other times no more would have been expected of him than an intelligent pursuit of his studies, together with the innocent but irresponsible gaiety of an undergraduate.'

The first end-point I reached putting the jigsaw together. The image wraps so a large number of arrangements with different outlines are possible from the tessellating adjacent square twosie pieces. I'll investigate a few and post photos. The most compact solution will be the rectangle - and any of the 294 pieces could be in the lower left corner.

The path I took through the problem led initially to a much more diagonal solution - I had two growing lumps and when the first chance of joining them together emerged the 'hole' and 'knob' were on very different 'levels'. As this is my largest board I needed to bring several lumps from the top of the left lump down and re-attach them to the lower edge so that the 'joining point' moved to the centre of the board.

Laying out all the pieces for a photo gave me a good idea of the kind of colours and details involved but I wouldn't do it the next time for this puzzle. Laying out twenty then stacking similar pieces on top of each, then 'dealing' twenty more to get sorted upright piles feels much more useful to me than throwing them in a container.

The first grouping I took out was the purple sea-urchin/jellyfish, then I worked on the pink threadlike coral and the green plant-like coral. It was soon clear that I had to check every detail across the junction as partial image matches were common. The corals were a good choice allowing me to put reasonably large areas together, but also highlighted that I needed to clear the working board to make any further progress. I started stacking pieces of similar colours on top of each, picking groups out and working on them on separate boards. The stacks are then consolidated to free a growing area of the main board for new lumps of puzzle.

I was working on top of the 1500pc Portapuzzle cover which was soon shown to be a mistake as it is far too slippy. Things might slide easily but they come apart instantly because the pieces have no 'necks' and so there is no cohesion between groups of pieces. When they came apart rebuilding often took several attempts because the pieces would also spin!

The nature of the image makes it impossible that all the creatures can be kept together. This is a good compromise but the big blue fish on the left is missing a corner of its mouth to keep the coral-orange shoal together and parts of the brown tree like creature appears in 4 places!

Another one finished...! This Dominator has had the cab interior fitted and grabrails installed around the staircase, front upper windows, lower deck luggage pen and door step. Unfortunately in my haste to glue in the upper deck I failed to notice that the blind box hadn't been filled in, nor the upper deck grabrails fitted to the front windows - all done before the upper deck front window fitted, but would have been easier had I looked first and addressed all these things before the upper deck was glued in; oh yes, and I managed to knock a few seats out in the process which have now been re-attached. The first five deckers operated on deregulated services (all loaned from Blackburn's surplus stock) simply had the green bits of their Blackburn livery overpainted in red. Blackburn fleetnumbers were, for a short while, still carried on the cream parts.

Rennies service numbers were prefixed with an 'R' which was just the 'B' with the bottom part coloured in with a black pen. The numbertdracks are a more faded colour as the bus was 7 years old when it came to Rennies, whereas the blinds were all screen printed onto plastic sheet for use on services just after deregulation hence the destination is a more intense colour.

14th Apr 1984

F & W Railtours

Locos Used - 25042, 25083, 37038, 37089, 50007 & 50040

Locos & Route

50007 Plymouth – Exeter St Davids – Taunton – Bristol Temple Meads – Bristol Parkway – Cheltenham Spa – Worcester Shrub Hill – Droitwich Spa – Kidderminster – Stourbridge Junction – Aston – Stechford – Coventry where I joined the tour, and where the pair of Rats took over

25042 + 25083 Coventry – Rugby – Bletchley – Claydon LNE Jn – Aylesbury – Amersham – London Marylebone a storming run reaching 97mph at one point (with 90mph max Mk. 1 stock :)

50040 London Marylebone – Neasden South – West Ruislip where the loco ran round, returning into London -

West Ruislip – Greenford West Jn – Ealing Broadway – Acton Wells Jn – Willesden Junction HL – Kensal Rise – Gospel Oak – Junction Road Jn – South Tottenham East Jn – Channelsea Jn – Stratford Low Level – North Woolwich At North Woolwich, the train was taken over by a pair of 37s

37038 + 37089 North Woolwich – Stratford Low Level – Channelsea Jn – Temple Mills East – Lea Bridge At Lea Bridge, 50040 was re-attached at the rear of the train and picked up the tour again...

50040 Lea Bridge – Channelsea Jn – Stratford – Forest Gate Jn – Barking East Jn – Rainham – West Thurrock Jn where the 50 ran round the train and for the return leg

50040 West Thurrock Jn – Ockendon – Upminster - Barking East Jn – Forest Gate Jn – Stratford – Dalston Western Jn – Camden Road – Gospel Oak – Willesden Junction HL – Acton Wells Jn – Ealing Broadway – Reading (where I left the tour) – Didcot Parkway – Swindon – Westerleigh Jn – Bristol Parkway – Filton Jn – Stapleton Road – Bristol Temple Meads – Weston-super-Mare – Taunton – Exeter St Davids – Plymouth

The railtour, organised by F & W Railtours, covered some interesting track, the highlight for me being a Class 50 '50040 Leviathan' to North Woolwich! More on the railtour here: www.sixbellsjunction.co.uk/80s/840414fw.htm

I had to re-attach an unmodified wifi dongle, antenna, and cameras. The cameras I stuck on with foam tape in a mostly out-of-the-way spot that wouldn't bend the cable in bad ways.

This photo also shows the modified SD/MMC reader attached to the DSi's NAND flash.

Oh, and the DSi still (again?) works. Here it is running the web browser. Yay.

Microphones often are powered by the device they're attached to. Sometimes when recording with mics on smaller devices, you need to add an external power supply between the mics and the device.

Additional power is typically used to extend microphones' dynamic range (so they can record louder sounds without distortion), or to compensate for the recording device's lack of "inline power" to the mics themselves.

For making recordings using in-ear mics with a new 3V-powered device, I needed moar power. For some reason, the newer TASCAM recorder I bought wouldn't turn off its own built-in mics when I had external mics plugged in - presumably because the 3V wasn't enough to fully power the externals.

Thanks to this guide (charter.net, old-skool!) and a local Radio Shack, I was able to find a few 1μF poly-film capacitors, 10K resistors and a housing for the circuit. I'm not sure if I got precisely the right kind of caps, but they seem to sound just fine.

This circuit does introduce some noise into recordings if placed right near or on top of the recorder, so I keep it at a distance. I wonder if a shield or RF choke would fix it. Also, I'm now reminded of why I went the Computer Sciences route instead of Electrical Engineering.

1. Thread a thin wire or string through the loop of the spring, before closing the head.

2. Thread the wire/string through the square hole on the back-plate.

3. Put the two halves of the head together, but don't snap them shut yet.

4. Pull the wire/string until the hook of the spring meets the plastic at the center of the hole.

5. Using tweezers, grab the loop. While holding the loop with tweezers, pull out the wire/string. Then, lift the loop over the plastic bar, into its original position.

6. Snap the head shut and re-screw the screws.

Constructors number P50/46 was built as a Percival P.50 Prince 3E (short nose version) at Luton, and was the third from last civil Prince to be built. The last of an order for 5 placed by Shell Refining and Marketing Ltd (G-AMKK & G-AMLW to 'LZ). Although registered G-AMLZ on 23.11.51, the first Certificate of Airworthiness was not issued until 14th November 1952, with delivery the same month. At this time Douglas Bader was one of Shell's corporate pilots, so it is almost certain that he flew G-AMLZ during the year and half of Shell's ownership.

In July 1954 it was sold to Winston F. Martin (of the Martin family, as in Martin Baker Ltd) and based at Tollerton and Leicester East. After just under two years the aircraft was sold again in May 1956. Also during 1956 the aircraft's engines were modified, the aircraft becoming a Prince 4E and at some stage the aircraft was allocated the registration VR-TBN in Tanganyika, East Africa - but was never taken up. (VR-TBN was actually used on another Prince 3E, C/no P.48 ex G-AMPR of Standard Motors, cancelled from the UK register 11.55), so it is possible that the allocation of the serial to P.46 G-AMLZ was a bureaucratic mix-up in the paper work.

In May 1956 G-AMLZ was sold and purchased by Stewart, Smith & Co. Ltd. (alternatively Stewart Smith & Co Ltd) and initially based at Blackbushe, later moving to Heathrow. In December 1958 the engines were uprated again, the aircraft becoming a Prince 6E in the process. Engineering maintenance was contracted to British Eagle and undertaken initially at Heathrow and later at Liverpool in No.1 hangar.

Traced visits to Liverpool during this period include:

2nd March 1957 from & to Blackbushe

2nd March 1964 from Heathrow, at Liverpool until 26th March '64

27th March 1965 from & to Heathrow

11th April 1967 from Heathrow for a C of A Check, returned to Heathrow 1st August 1967

24th May 1968 again from & to Heathrow

and a visit into Hawarden for Chester Races 8th May 1962.

After 12 years with Stewart, Smith & Co, she was sold in September 1968 to Timothy M. Clutterbuck and based at Leavesden. His use of the aircraft ended March 1971 and it was flown to Coventry, presumably awaiting sale. The C of A expired 18.6.71 and the registration subsequently cancelled by the CAA 18.1.73. With many second-hand, modern twins available, the future looked bleak for a dated twenty year old radial old lady, at a time before 'heritage' types could earn their keep on the air show circuit.

However, G-AMLZ was purchased by Coventry based John F. Coggins who operated a number of aviation concerns. The initial plan was to return 'LZ to the air as part of his City Airways pleasure flying operation, joining his Percival Prentice. G-AMLZ was restored to the Register on 23.10.73. However this plan never came to fruition, so G-AMLZ became an external exhibit with the Aircraft Radio Museum - another John Coggins Coventry operation. As an aside to this tale, MSAE members may recall the large box radio (from Proctor G-AIAA) that did sterling service in the Hangar 50 clubroom in the days before transistor sets - this also became an exhibit with the Radio Museum. On 9.10.84 the registration was cancelled by the CAA as 'permanently withdrawn from use'. The aircraft sat at Coventry throughout the '80s.

After over 20 years of standing out in the open at Coventry, during 1994 the aircraft was purchased by the Coventry based Air Atlantique Group and surveyed with an eye to restoration to airworthy condition. Perhaps not too suprisingly the rebuild was not proceeded with, and with the help of 29(F) Sqdn ATC, she was dismantled early in 1995 to save space.

In February 1997 fortunes apparently changed as 'LZ was transported to Caernarfon Airfield and re-assembled soon after for display with Caernarfon Air World Museum. A 1998 repaint replaced the Stewart, Smith & Co dark blue and white scheme with a simplified scheme in a lighter shade of blue. However, for the next 10 years she was effectively abandoned in a compound beside the Museum, as the Prince did not fit any of the themes inside. Salt laden seaside air and winter Irish Sea storms began to take their toll. The wheels were filled with concrete in an attempt to prevent further storm damage.

Although offered for sale, the price was high considering the deteriorating condition she was in. In September 2007, with the compound she was in designated for new hangars, a process of cutting her up for a move indoors began. Horrified that the last remaining civil Prince was being cut-up (as against dismantled), in an eleventh hour rescue the Jetstream Club stepped in and dismantled her properly and transported her by road for indoor storage with the RAF Millom Museum in Cumbria on 5th October 2007. After initial work at Millom, G-AMLZ was on the move again a year later, being transported to Liverpool by road on 23rd November 2008 and delivered onto the former airport apron behind the Crowne Plaza Hotel. Work has progressed during the winter with anti-corrosion paint applied, cockpit window replaced and much surface preparation, until in mid March the wings and engines were re-attached and she once again stands on her own undercarriage.

References:

Air Britain Historians information service website for full Prince/Sea Prince/Pembroke/President production lists compiled by Derek King and Bernard Martin.

www.forum.keypublishing.co.uk/showthread.php?p=1326867

Back issue of MSAE/MAS Flypast mags and Phil Butler's airport logs.

A new toy - an old blood-pressure testing cuff, with a really nice pressure gauge on it. The cuff itself doesn't work, as the tubing from the pump and gauge into the cuff has a hole in it where it joins the metal. This looks like it would be fairly simple to fix - cut off the damaged part, and re-attach the undamaged tube, but I don't see any point.

On the feast of the Finding of the True Cross on May 3rd, the cross on top of the facade of St. John Cantius Church was solemnly blessed and re-attached to the top of the church pediment.

After years of standing against the elements, the cross was in need of restoration. Days earlier, the cross was taken down and re-gilded in time to be blessed and re-attached on May 3rd.

From the solemn blessing of the Cross: "Here on the cross may the splendor of your only-begotten Son, our Lord, sparkle in the gold of your glance; may our redemption from death, the purification of our life, be reflected in the effulgent crystal of the cross."

I ordered a great and simple iPad case off of etsy, but it needed a bit of modification since the button was up against the glass, so I rotated and re-attached the leather strap so it closes at the top, and now it's extra easy access in my bag. Original case here: www.etsy.com/shop/portel

Use new copper washers (one either side of the banjo bolt) when re-attaching the brake hose to the caliper.

The banjo bolt mouting torque is 23 Nm.

Achilles tendon detached, spur removed, Achilles tendon re-attached.

SAN JACINTO BATTLE FLAG, the centerpiece of the podium

The flag is believed to have been painted by artist James Henry Beard in late 1835 as a gift for the Newport Rifles, a 52-man company of Kentucky volunteers led by Captain Sidney Sherman. The rifle company was formed to help Texans battle the Mexican Army. This banner is thought to be the only Texas battle flag at the April 21, 1836, confrontation where the Republic of Texas army surprised Mexico's General Santa Anna and won the War of Independence. The tattered silk flag was given to the State of Texas by Sherman descendants in 1896. Representative Anderson secured funds in 1931 to have it restored in 1932-33 by flag conservator Katherine F. Richey. In 1933, the flag was hung in the Texas House of Representatives Chamber. The off-white flag with yellow silk fringe on three sides was conserved again in 1989-1990 by renowned flag conservator Fonda Thomsen of Maryland. Ms. Thomsen's analysis of the previous restoration treatment found that the flag was backed with a linen fabric and the silk fly attached to the linen with a four-sided stitch, forming a series of squares that resembled a netting. The painted silk fragments were arranged then attached first to a thick silk gauze, then to a heavier linen fabric with shellac. It appears that when the figure was being assembled, an attempt was made to fill in the missing areas of the skirt by painting a similar image on another piece of fabric with an oil-based medium, then cutting up the image and inserting pieces in the missing area. This must not have been considered to be successful because it appears to have been abandoned and the entire background and parts of the skirt over-painted with the oil based paints. The completed painting was placed in the center of the linen and attached with horizontal, parallel rows of couching stitch using a silk embroidery thread. This was either carried out before the paint underneath was dry or affected by the exhibit environment because the stitching threads were stuck to the fragments. The silk thread used for couching had been dyed to match but had faded and no longer matched the color of the painting underneath. The gauze holding the painting fragments was brittle and broke when touched. The stress produced by the sewing threads badly fractured the painting into smaller fragments. About 10% of the silk fly remained in 1989 before treatment, but it was in fragments. The silk was so degraded the fibers crumbled when touched. They were dark from having been coated with shellac. The remnants of seams in the flag fabric were not aligned in their original positions. There was a section of vertical seam under the painting and sections of horizontal seam in the painting. Mrs. Richey had removed the fringe from the silk fly and re-attached it to the perimeter of the linen. During the 1989-1990 conservation, it was discovered that the same image is painted on both sides of the flag. Prior to this most recent conservation treatment, the center female image faced to the right. During this conservation treatment, the stitching through the remaining painted silk fragments, shellac, new pieces of fabric painted to look like old fragments and non-archival framing were removed (all done in the 1930s) and the flag was turned over to the other identical side (figure facing left) for display because that side had not been over-painted. An elaborate and time-consuming method was designed to hold each flag fragment within a stabiltex netting by sewing the netting around each fragment. This made it possible to secure the pieces without putting holes in the fragments. In order to present a "complete" image, the conservator filled in the missing gaps with matching colored fabrics that meet archival standards. The flag was then archivally framed to the strictest possible standards.

* A 91Mby MP4 phone Video, taken in 3 sections and 9 parts, it is 5min 40secs long.

* NB: As this is longer than the fixed 3 minute viewing in the Flickr interface, the Video must be downloaded to the desktop to see the full length.

* Right-click on the down-arrow option, the last of the three options to the lower right of the video frame. Select 'Save-As' and view..

** It has just come to my notice (10/12/23) that the Download option below and to the right of the media _does not_ allow you to download the full version, only the 3 minutes available here. So, I am going to try and 'fix' this for all videos lasting more than 3 minutes, this is the link to obtain the full version shown here-

www.flickr.tightfitz.com/Video/North_Norfolk_Railway-conv...

This first of two videos, taken during last week's visit to the North Norfolk Coast in the Sheringham area, see the 'Then & Now' piece, uploaded late last week here-

www.flickr.com/photos/vinc2020/52010559885/

This first one shows-

* Section 1. One of their steam locos, this one, G.E.R. Y14, class 0-6-0, #564 is seen heading across the fine scenery, en-route from Sheringham back to Holt, and seen here approaching Weybourne for a 5 minute station stop. The muted sounds in the background are various comments made by the assembled spectators! Could this be more idyllic, the traction and line are very well maintained, the station 'furniture' looks great as do the very helpful staff. At around 55secs in, the viewpoint changes to Weybourne Station with Metro-Cammell DMU 51188, sat at the station waiting to continue on to Holt from Sheringham; there's a perfect old country-station feel about the place and the weather wasn't too bad either, away from the wind on the coast that is. In the last part of this 1st section, taken late in the afternoon after the earlier walk along the coast, G.E.R. Y14, class 0-6-0, #564, is seen coming back from Holt, tender first and preparing for a station stop. The front of the loco is carrying a white disk, the headcode for the train type, a single whit disk below the chimney indicating 'ordinary passenger train, mixed train or breakdown train _not_ going to clear the line or loaded rail motor train'. All this from the 'Signal Box Standard Bell codes', from Adrian Vaughan's book, 'Signalman's MOrning'. Adrian, noted Railway Historian & Brunel biographer, has worked for the North Norfolk Railway a good many years after retiring from the G.W.R. and is currently quite unwell, I was informed after asking after him.

Section 2. At 2m 40s in, we are now on-board one of the regular hourly services between Holt and Sheringham, stem hauled here with B.R. class 9F, 2-10-0. 92203, 'Black Prince' in charge at the front, tender first once more. Holt, Weybourne and Sheringham stations are sights to behold, full of memorabilia in the form of coaches, wagons traction and all the other paraphernalia expected of this king of Heritage Railway; it certainly looks like its been a labour of love over the many years, 60 in fact, it has been in operation, see-

www.nnrailway.co.uk/

The end of the line is at Sheringham, next to the level crossing over the A1082 road into the town, fortunately the metals have been left in place across the road, and the line is therefor connected as it used to be, to the main line station at the other side of the crossing. This must prove very useful indeed when moving traction in and out of the N.N.R. system; particularly for visiting steam charter tours etc. The last part of this section shows 92202, 'Black Prince' see-

preservedbritishsteamlocomotives.com/92203-black-prince/

for more details.

Section 3. In Sheringham, the 9F now detaches from the carriages we have just ridden in on and then backs up towards the level crossing, where the red 'STOP' board can be seen, there is also a timber baulk across the rail head for added safety, to perform its reversal and run-around movement. After this, the engine reverses once again at the other end of the coaches, re-attaches and then heads off to Holt. The last bit of this section taken at Holt station, having just arrived back on the 14:05 service from Sheringham, shows the 9F performing another reversal. This time the loco comes off the front of the train, chimney first of course and now moves forward to the buffer stop, where it changes over line and comes back tender first and this will entail another reversal once more onto the front of the coaches at the other end. This will then form the next service back to Sheringham, leaving in around a half hour, at 15:05. Some great 'connecting-rod clanking' can be heard as the 9F passes the phone camera reversing along the other line to re-couple onto its coaches...

Some more details about the locomotives featured in this video and the accompanying still video shots -

* G.E.R. Y14, class 0-6-0, #564. Designer: T.W. Worsdell. Builder: G.E.R., Stratford Works. Built: 1912. Withdrawn: 1963.

* B.R. class 9F, 2-10-0. 92203, 'Black Prince'. Designer: Robert Riddles. Builder: B.R., Swindon Works. Built: April 1959. Withdrawn: November 1967.

* B.R. class 101 DMU. 51188/56352, 'Heritage Railcar'. Builder: Metro-Cammell, Birmingham. Built: 1960. Withdrawn: 2003. Owned by: National Railway Museum.

* B.R. class 08, D3935. Power Type: Diesel Electric. Builder: B.R., Horwich. Built: 1961.

* D3940. Builder: B.R. Derby Works. Built: 1960.

* London Underground. Class 20, 20227, 'Sherlock Holmes. Builder: Robert Stephenson & Hawthorns Ltd. Built: 1968. Total Produced: 228. Owned By: Class 20 Association.

* B.R. Standard 4MT. Class: 2-6-0, 76084. Designer: Robert Riddles. Builder: B.R. Horwich Works. Built: 28th March 1957. Withdrawn: December 1967.

+++ DISCLAIMER +++

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

Some Background:

While this Ke-Go 110 bomb is fictional, the project itself and the Ke-Go series of heat-seeking guided bombs by the IJN was real.

The idea behind the concept is simple, and resulted in one of the first (tested) fire-and-forget weapons: a bomb with a heat.sensitive seeker head, which would, when locked on its target, steadily correct the bomb's flight path from deviations - without external guidance.

The guidance concept was build around the idea that a steam-powered (battle) ship would produce a rather clear target - esp. at night, in good contrast to the colder sea and with no sun interferrences which could jam the sensor.

The Ke-Go series of bombs comprised a whole development line of such bombs. The bomb's body would be mainly built from wood, except for the seeker head. In a metal housing, the Ke-Go bomb would use a bolometer to home in on its target. Deviations from the ideal flight path would cause tail rudders to correct the flight path, so that the bomb would follow a zig-zag path during its braked dive from about 2.000m.

AFAIK, tests were actually made with a target float on which a huge fire burned, with apallingly poor results at first. But the Ke-Go's design was constantly improved and the bomb was expected to be ready for service in late 1945 - but in reality, it never came that far.

The 'model' and its assembly:

The bomb has no real world paradigm, even though sketches of the much larger Ke-Go 109 (the final, actually tested type in the series) were utilised. But as main armament for my (fictional, too) J10F1 maritime night strike fighter, I thought that a "110" should be a smaller, more refined stand-off weapon for precision strikes. Therefore, my Ke-Go 110 would be rather compact, much like a German Bv 246 or Hs 293.

The 'model's' main fuselage is a modern 1.000 lbs. NATO bomb, but the tail has been cut away and a narrow extension fitted. The original fins were re-attached in cruciform, but the widened tail now contains a "bulb" which would house a retracted brake parachute. This would stablize the bomb and prevent it from falling too fast for the rudders to steer it. The wings are pieces from a helicopter rotor.

In the bomb's front, another slender extension was added - the seeker head, holding the bolometer sensor as well as a contact fuse. All in all this little bomb consists of 16 parts…

The whole thing was painted in medium grey (Humbrol 27), with no markings, and a glossy black „eye“ was painted onto the bomb's front.

The bomb cart was scratch-built from polystyrene profiles – not exclusively for this bomb, but it found good use as picture prop. ;)

D3 639 makes its way clear of Southern Cross Station so its carriages can be returned into the station and then the D3 re-attached for the short journey back to the Steamrail Depot in Newport.

D3 639 at Southern Cross Station - 02-07-2009.

This was after about 10 minutes of work spent returning the stock rear body kit on my car (which I basically never drive) to its original, proper-looking position after I did something dumb.

Returning home from the airport with my parents and 100 lbs of luggage in the back, my 2005 Toyota Celica hung low enough to barely scrape part of the (deceptively-powerful-looking) exhaust cowling on a concrete barrier while backing into my parking spot. (Cue bad noise #1.)

Of course I then moved the car a bit forward because I'm an idiot, breaking a few plastic snap-in pieces and shearing the top off a plastic joint holding the skirt on the back (cue bad noises #2, #3, #4 and maybe #5.) This left the lower right half of the rear bumper "skirt" (including the cowling, grill and plastic frame) looking like a hangnail, slightly disconnected from the bumper.

I put in a replacement nylon screw, nut and washer to re-attach the exhaust cowling and skirt to the car (with Michele's helpful advice), and the whole assembly is holding together pretty well despite the small broken snap-in plastic connectors along the middle-right area.

I know embarrassingly little about cars and mechanical stuff, so this was a little frustrating and humbling, but kind of fun. (If you've fixed broken bumper connectors before, on a side note, I'd love to hear any tips/suggestions.)

So I removed the M42 adapter from my 300mm Orestegor (it's a medium format lens in disguise) and when I re-attached it, I didn't mount it correctly. This meant the 300 couldn't hit infinity focus. After fixing my mistake, I dragged the 5D, 300 and a tripod out to the end of my driveway. Fun fact, that bush is across the street and many meters back from the road. It's STILL inside the infinity focus distance of the 300mm Orestegor. It's such a silly lens. I love it. I took this shot wide open, which is to say F/4.

Pepsi NEX is having a campaign where they're attaching these little Bearbricks to the bottles. I really only wanted the Imperial Logo bear, but the stormtrooper and Bear Maul just called out to me.... I'll get Vader if I can find him.

Just a quick note--check your neck stem before re-attaching the head. They didn't trim the seams on these knobs because it would be inside the head. It's sharp and jagged and probably contributes to splits along the head.

I'll trim this down with an X-acto knife and give it a quick file with the nail file.

DISCLAIMER

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

Some Background:

While this Ke-Go 110 bomb is fictional, the project itself and the Ke-Go series of heat-seeking guided bombs by the IJN was real.

The idea behind the concept is simple, and resulted in one of the first (tested) fire-and-forget weapons: a bomb with a heat.sensitive seeker head, which would, when locked on its target, steadily correct the bomb's flight path from deviations - without external guidance.

The guidance concept was build around the idea that a steam-powered (battle) ship would produce a rather clear target - esp. at night, in good contrast to the colder sea and with no sun interferrences which could jam the sensor.

The Ke-Go series of bombs comprised a whole development line of such bombs. The bomb's body would be mainly built from wood, except for the seeker head. In a metal housing, the Ke-Go bomb would use a bolometer to home in on its target. Deviations from the ideal flight path would cause tail rudders to correct the flight path, so that the bomb would follow a zig-zag path during its braked dive from about 2.000m.

AFAIK, tests were actually made with a target float on which a huge fire burned, with apallingly poor results at first. But the Ke-Go's design was constantly improved and the bomb was expected to be ready for service in late 1945 - but in reality, it never came that far.

The 'model' and its assembly:

The bomb has no real world paradigm, even though sketches of the much larger Ke-Go 109 (the final, actually tested type in the series) were utilised. But as main armament for my (fictional, too) J10F1 maritime night strike fighter, I thought that a "110" should be a smaller, more refined stand-off weapon for precision strikes. Therefore, my Ke-Go 110 would be rather compact, much like a German Bv 246 or Hs 293.

The 'model's' main fuselage is a modern 1.000 lbs. NATO bomb, but the tail has been cut away and a narrow extension fitted. The original fins were re-attached in cruciform, but the widened tail now contains a "bulb" which would house a retracted brake parachute. This would stablize the bomb and prevent it from falling too fast for the rudders to steer it. The wings are pieces from a helicopter rotor.

In the bomb's front, another slender extension was added - the seeker head, holding the bolometer sensor as well as a contact fuse. All in all this little bomb consists of 16 parts…

The whole thing was painted in medium grey (Humbrol 27), with no markings, and a glossy black „eye“ was painted onto the bomb's front.

The bomb cart was scratch-built from polystyrene profiles – not exclusively for this bomb, but it found good use as picture prop. ;)

Another shot showing the imprinted frisket and the piece border on the press. The frisket frame has to be removed for the next step, but one has to be careful to not alter the position of it when re-attaching, or it could smash the type (or border) if not in the right position.

Flamingoes are so much fun to draw, although their beaks always confuse me: the beaks look like they're attached upside down. And just when I get the hang of that, I have to draw ne with it's head turned upside down, which is very, very confusing.

One of 3 angles on this lounge.

5dII - Cramed into the corner as far back as I could go, couldn't see the back of the camera so had to make adjustments then remove camera, check then re-attach and so on.

580exII - CR half way between camera and that white arm chair.

580exII - in Dining room STU around left corner

Additional flash frame used to layer in some detail shadows.

Lots of ambient here as there is a large window CL

This one arrived a while ago for a couple of quid and in somewhat battered condition, so ideal conversion material to Tilling Group spec. I thought.

Front and rear destination indicator boxes have been built up to full profile using plastic formers and Milliput filler. The front nearside mudguard has been built up to correct profile using Milliput, and the radiator has been taken off and re-attached with its top dead level with the top of the bonnet. The windscreen has been filed out on its lower edge to match. The original tyres have been replaced with EFE ones which are closer to correct scale size. Already looking better, despite the slightly off-focus picture, and still much to do, but getting there.

27 February 2011. Point Richmond, CA.

For the first 84 years of the 20th century, the Santa Fe Railroad moved freight across the San Francisco Bay by barge. Railroad cars were decoupled from trains and loaded onto "carfloat" barges, which were pulled across the bay by a small fleet of tug boats, to be re-attached to trains at the other end. The service ended in 1984 when a fire destroyed the Point Richmond pier (the East Bay terminal for the operation).

The Richmond carfloat terminal and the surrounding waterfront area have since been converted into parkland, but the ruins of the ferry slip remain, with the lift mechanism for the track apron largely intact.

Some of the residual signage clearly dates back quite a while:

NOTICE

This Is Private Property

Trespassers Are Warened To

KEEP OFF

The AT & SF Ry. Co.

Leica 50mm/1.4 Summilux Lens (@ f/5.6), Leica M9 camera (@ ISO 160)

No emulsions were harmed in the making of this image.

L1000810

Châtelet branch - Running round the trailer between Centenaire and Pensée.

The Châtelet branch was built as far as Centenaire in 1985 as part of an expansion programme of the Charleroi network, however it never opened. The track, stations and signalling are all in place (although mostly vandalised) and it's possible to run a tram up to just beyond the station at Centenaire.

In order to run round the trailer, it was necessary to stop just past a crossover, shunt the motor coach to the other line and then let gravity move the trailer back past the crossover so the motor coach could be re attached on the other end