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Wind Point Lighthouse (or Windpoint Light Station) is a lighthouse located at the north end of Racine Harbor in the U.S. state of Wisconsin. It is in the village of Wind Point, Wisconsin, on Lighthouse Road, next to the Shoop Park golf course. The lighthouse stands 108 feet (33 m) tall. One of the oldest and tallest active lighthouses on the Great Lakes, it was listed on the National Register of Historic Places in 1984.
Racine harbor had its first lighthouse in 1837, but that light was not visible to ships approaching from the north, blocked by Racine Point, three a half miles to the north. As a result, the Lighthouse Board recommended in 1870 the building of a lighthouse on Wind Point itself. Congress appropriated the money in 1877 and the lighthouse entered service in 1880.
Wind Point Lighthouse was designed by Orlando Metcalfe Poe, a former Brigadier General in the Civil War. The lighthouse was constructed in 1880. It was lit for the first time on November 15, 1880. The beacon was originally powered by a three-wicked kerosene lamp, magnified by a third-order Fresnel lens. The light was electrified in 1924, and replaced a DCB-24R airport beacon in 1964. The DCB-24R failed in 2007, and was replaced by a VRB-25 lens. A signal house (horns removed, resonators still in place) remains on the grounds as well as a garage, two storage buildings, and an oil house. The Village of Wind Point has maintained the lighthouse and grounds since 1964, and uses the old keepers' quarters as a village hall and police headquarters. The park and lighthouse were transferred from the U.S. coast guard to the Village of Wind Point in 1997, with the requirement that it be maintained as an historical landmark. The lighthouse is open to tour on certain dates.
In the summer of 2007, the lighthouse tower underwent a US$210,000 restoration, during which windows and doors were replaced, brickwork repointed, and the tower repainted.
Replacing an earlier scanned photo with a better version, plus Topaz DeNoise AI 23-May-26.
British Airways Express operated by franchise partner CityFlyer Express.
First flown in Oct-92 with the ATR test registration F-WWLO, this aircraft was due for delivery to TAT Transport Aerien Transregional, France as F-GKNE but the order was cancelled. It was stored at Toulouse, France after it's first flight.
The aircraft was eventually delivered to ATRiam Capital and leased to Airlink, South Africa as ZA-NKY in Apr-94. It was repossessed in Sep-94 and stored at Dinard, France.
In Apr-95 it was sold to Prop Leasing & Trading as G-BXEG in Apr-95, leased to CityFlyer Express and operated on behalf of British Airways Express the following day. It was returned to the lessor in Dec-00 and again stored at Dinard.
It was leased to Pantanal Linhas Aereas Sul Matogrossenses, Brasil as PT-MFX in Jun-01 and returned to the lessor in Jul-03. It was leased to Air Wales, UK as G-WLSH a few days later. Air Wales ceased operations on 23-Apr-06. It was returned to the lessor and stored at Cardiff, Wales, UK.
The aircraft was sold to Avanti Air, Germany as D-BCRN in Aug-06 and wet-leased to Meridiana, Italy a few days later, It returned to Avanti Air in early 2010 and was wet-leased to Intersky, Austria in May-10 and returned to Avanti Air at the end of Oct-10.
It was sold to Calm Air, Canada as C-GDSS in Dec-12 and entered service in Feb-13. It's shown in most databases as 'active' although, according to Flightradar24, it appears to have been stored at The Pas (Le Pas), Manitoba, Canada for at least a year. Updated 23-May-26.
Replacing an earlier scanned photo with a better version 15-Jun-17.
'Continental Micronesia'.
Fleet No: "019".
This aircraft was originally delivered to Lufthansa as D-ABYG in Feb-72. It was sold to GATX Leasing in May-79 and leased to Braniff International as N611BN.
It was returned to the lessor in Mar-82 and leased to British Caledonian Airways as G-BJXN the following month. British Caledonian was merged into British Airways in Apr-88.
The aircraft was wet-leased to MEA Middle East Airlines in Jul-88 and immediately sub-leased (operated by BA) to Nigeria Airways and returned to MEA and BA in Oct-88. British Airways returned it to the lessor in May-90
It was sold to Potomac Capital Investment as N78019 and leased to Continental Airlines the same day. The aircraft was transferred to Continental Micronesia in Nov-95 and returned to Continental Airlines and the lessor in Feb-99. It was stored at Mojave, CA, USA.
In Aug-99 the aircraft was leased to Air Atlanta Icelandic as TF-ABA and immediately wet-leased to Tunis Air for a Haj Pilgrimage operation, returning to Air Atlanta in Oct-99. It was wet-leased to Saudia, Saudi Arabian Airlines between Nov-99 / Apr-00.
The aircraft was returned to the lessor as N745LA in Aug-02 and stored at Marana, AZ, USA. It was sold to Logistic Air Inc in Jun-03 and remained stored at Marana until it was ferried to Sharjah, UAE in Mar-05. It was moved to Ras-al-Khaimah, UAE in May-05 for further storage.
It was re-registered 5U-ACE (Niger, Africa!) in Sep-05 and remained stored at Ras-al-Khaimah. It was noted in Jeddah, Saudi Arabia, operating a Haj Pilgrimage flight from Nigeria in Jan-06 and again in Dec-06 with periods in storage at Ras in between.
The aircraft was due to be leased to Gambia International Airlines in Jun-07, but that didn't happen. It was ferried to Roswell, NM, USA in Jul-07 and was permanently retired. It was last noted still at Roswell in Nov-15. Updated 28-Sep-22.
I also have a photo of this aircraft with British Caledonian Airways as G-BJXN at ...
Replacing an earlier scanned photo with a better version 04-Dec-21, plus DeNoise AI 10-Dec-22.
Swissair Express, op by Flightline
This aircraft was delivered to Pacific Southwest Airlines (USA) as N365PS in Dec-85. It was sold to lessor on delivery and leased back to Pacific Southwest.
It was re-registered N189US in Dec-87 prior to being merged into US Air in Apr-88. The aircraft was withdrawn from use and stored at Mojave, CA, USA in May-91. US Air was renamed US Airways in Feb-97.
The aircraft was leased to Flightline (UK) as G-FLTA in Feb-98. It was wet-leased to Jersey European Airways between Oct-98/Mar-99, to Swissair Express between Mar-99/Apr-00, to Croatia Airlines between Apr/Jun-00 and to IAC Integrated Aviation Consortium between Apr-02/2008.
Flightline ceased operations in Dec-08, the aircraft was stored at Southend (UK) and returned to Westall Aviation in Apr-09.
It was sold to the Aircraft Holding Network (USA) as N174FF in Jul-12. It was due to be sold to Neptune Aviation Services for water-bomber conversion but the sale was cancelled.
The aircraft was sold to TAM Bolivia (the airline of the Bolivian Air Force) as FAB-106 in Nov-13. It was permanently retired at La Paz, Bolivia in 2017. Updated 10-Dec-12.
While having fun riding of road yesterday I hearda dull "twunk" from the rear wheel. A spoke had had enough. It was a quick job today before tea to repalce it.
Replacing an earlier scanned photo with a better version, plus Topaz DeNoise AI 10-May-24.
Note: This is not the original Caledonian Airways which later became British Caledonian. This is the British Airways subsidiary which replaced their earlier charter division, British Airtours.
Named: "Loch Rannoch".
This aircraft was built as a Tristar 1 and delivered to British Airways as G-BBAJ in Mar-75. It was leased to BA's charter subsidiary British Airtours in Mar-82 and returned to British Airways in Nov-86.
It was leased to British Airtours again in May-87. British Airtours was renamed Caledonian Airways in Apr-88 after BA had taken over B.Cal. The aircraft was returned to British Airways in Nov-89 and was converted to Tristar 100 standard the following month.
It was leased to Caledonian Airways again in Apr-92 and wet leased to Air Margarita (Venezuela) between May/Oct-92. The aircraft was sold to Caledonian Airways in at the end of Mar-95. It was withdrawn from use and stored at Abu Dhabi, UAE in Nov-99. Caledonian Airways was merged with Flying Colours Airlines in Mar-00 to form 'jmc AIR'.
The aircraft was sold to 'Ducor World Airlines' (Ecuatorial Guinea) in Nov-01 and remained stored at Abu Dhabi. It was broken up for spares at Abu Dhabi in Sep-02.
Replacing an earlier scanned photo with a better version 23-Jan-22 (DeNoise AI).
This aircraft was delivered to ILFC International Lease Finance Corporation and leased to Solomon Airways as H4-SOL in Apr-92. It was transferred to QANTAS Airways as VH-TJV in Jun-94 and returned to ILFC in Feb-04.
In Mar-04 it was leased to Sky Airlines (Turkey) as TC-SKE. It was wet-leased to SAMA Airways (Afghanistan) in Nov-08 returning to Sky Airlines the following month. It was stored at Antalya, Turkey in Oct-12 and returned to ILFC in Apr-13 when it ferried to Goodyear, AZ, USA for further storage.
The aircraft was sold to Aergo Cargo Conversions Ltd in Jun-13 as N350AT, it remained in storage at Goodyear awaiting freighter conversion. The aircraft was converted into a freighter with a main deck cargo door at Tampa, FL, USA in Sep-13.
In Oct-13 it was due to be leased to Rio Linhas Aereas (Brasil) as PP-WSB but the lease was cancelled. In Feb-14 it was due to be leased to Swiftair Cargo (Spain) but that didn't happen either.
It was leased to Air Ghana as 9G-AGL in Apr-14 and is operated on behalf of DHL. Now 30 years old it continues in service. Current, updated 23-Jan-22.
Replacing an earlier digital photo with a better version, plus Topaz DeNoise AI 18-Oct-23.
Once the 'bmi' brand had become well known, the 'british midland' titles were removed. If you expand the photo you can see where its been painted out.
First flown with the Airbus test registration F-WWKL, this aircraft was leased to bmi british midland as G-WWBM in Apr-01.
As a result of a heavy landing the aircraft was withdrawn from service at Manchester in mid Sep-06, It had a cracked wing/main landing gear rib bearing lug, repairs took three months and it returned to service in Dec-06.
It was wet-leased to THY Turkish Airlines in Jun-10, returning to bmi in Mar-11. On it's return it was repainted in 'Star Alliance' livery and continued in operation.
Lufthansa sold it's major stake in bmi to the International Airlines Group (British Airways/Iberia etc) in Apr-12 and bmi had been integrated into British Airways by the end of the summer season in Oct-12.
bmi's A330's were not required by British Airways and G-WWBM was stored at London-Heathrow in Sep-12 as a 'standby' aircraft. It returned to service briefly in Oct-12 and was ferried to Victorville, CA, USA in Nov-12 for further storage before being returned to the lessor in Jun-13.
The aircraft was leased to Thomas Cook Airlines UK as G-CHTZ at the end of Oct-13. It was sub-leased to Condor Flugdienst for 9 days during Mar-17.
The Thomas Cook Group (UK) ceased operations on 23-Sep-19 taking Thomas Cook Airlines UK with it. The aircraft was impounded at Manchester (UK).
It was returned to the lessor, Aviation Capital Group, in Oct-19 and was stored at Newquay, UK in Nov-19. The aircraft was re-registered N839AG in May-20 and remained stored at Newquay. It was broken up there in Jan-22. Updated 16-Feb-22.
The Memorial service and dedication of the war memorial cross at St Matthew's Church Thorpe Hamlet, took place on the September 25th 1921, including roll of honour. I assume this was at the old St Matthews, down off Riverside Road, and that the Cross has subsequently been re-located.
The new church was built in 1982 to replace the old Victorian church (built 1851 and now converted to offices) on St Matthew's Rd and St Leonards 'Chapel of Ease' on Ketts Hill (built 1907, demolished in 1981)
www.thorpehamlet.free-online.co.uk/page_st_matthews.htm
*****Panel 3*****
H H Rose
Name: ROSE, HENRY HAMMOND
Rank: Private
Regiment: Norfolk Regiment
Unit Text: 10th Bn.
Age: 21
Date of Death: 09/03/1915
Service No: 16353
Additional information: Son of Henry Hammond Rose and Rosa Ann Rose, of 26, Kerrison Rd., Thorpe, Norwich.
Cemetery: FELIXSTOWE (WALTON) CEMETERY
CWGC www.cwgc.org/search/casualty_details.aspx?casualty=397225
The 7 year old Henry, born Trowse, is recorded on the 1901 census at 13 School Terrace, Trowse,
Norfolk. This is the household of his parents, Henry, (aged 40 and a Fitter in Electrical Works from Trowse) and Rosa, (aged 43 and from Eyke, Suffolk). Their other children are:-
Agnes……………aged 12.…………..born Yarmouth, Norfolk
Edward…………..aged 2.……………born Trowse
Ellen……………..aged 12.…………..born Yarmouth
Ethel……………..aged 9.……………born Trowse
Gladys……………aged 5.……………born Trowse
10th (Reserve) Battalion
Formed in Walton on the Naze in October 1914 as Service battalion, part of K4.
November 1914 : attached to 94th Brigade, original 31st Division.
10 April 1915 : became a Reserve battalion.
www.1914-1918.net/norfolks.htm
The death of Henry H., aged 21, was recorded in the Woodbridge, Suffolk District in the January to March 1915 quarter.
(see April 2017 comment below for update)
M Rowe
No obvious match on CWGC, Norlink or Military Genealogy.
Military Genealogy has two James Rowe’s who were born Norwich.
No obvious match on the 1901 or 1911 censuses.
A W Ryder
Military Genealogy has an Archibald Walter, born St Thomas’s Norwich.
Name: RYDER, ARCHIBALD WALTER
Rank: Private
Regiment: Norfolk Regiment
Unit Text: 9th Bn.
Date of Death: 26/09/1915
Service No: 3/10213
Grave/Memorial Reference: Panel 30 and 31. Memorial: LOOS MEMORIAL
CWGC www.cwgc.org/search/casualty_details.aspx?casualty=1768339
Archibald can be seen here
norlink.norfolk.gov.uk/02_Catalogue/02_013_PictureTitleIn...
Additional Norlink notes
Private Ryder was born in Norwich on 15th January 1893. He enlisted on 14th December 1914, and was killed on 26th September 1915
Archibald is recorded as aged 11 on the 1901 census, which doesn’t tie in with the Date of Birth given on Norlink, however he is the only Archibald shown with a Norwich connection. He was born Norwich, and recorded at 7 Cardiff Road, in the Parish of St Thomas’s. This is the household of his parents, Thomas (aged 63 and a Pensioner from Cambridge, noted as paralysed) and Ellen, aged 39 and a Laundress from Shemley Green, Surrey. Their other children are:-
Ernest C…………..aged 7.………….born Norwich
Frederick………….aged 17.………..born Norwich……Grocers Errand Boy
Mabel……………..aged 14.………..born Norwich
Rosa M……………aged 2.…………born Norwich
The 9th (Service) Battalion was formed at Norwich in September 1914 as part of K3, Kitcheners Third Army. In September 1914 it was attached to the 71st Brigade, 24th Division. The Battalion was assembled around Shoreham during September 1914 and it then spent 11 months in training after formation. Uniforms, equipment and blankets were slow in arriving and they initially wore emergency blue uniforms and carried dummy weapons. The battalion crossed to France between 28th August and 4th September 1915 where they joined X1 Corps and were sent up the line for the developing Battle of Loos. They disembarked at Boulogne almost 1000 strong, but 8 days later were reduced to 16 officers and 555 other ranks. The battalion lost a total of 1,019 men killed during the First World War. It marched from Montcarrel on the 21st September reaching Bethune on the 25th, before moving up to Lonely Tree Hill south of the La Basée Canal. They formed up for an attack in support of 11th Essex but were not engaged. At 03:30 on 26th September orders were received to assist 2nd Brigade on an attack on quarries west of Hulluch. At 05:30 the Battalion were in what had, the day before, been the German front trenches. The attack was launched at 06:45 under heavy fire, especially from snipers, after a full night of marching on empty stomachs and little or no progress was made before the Norfolks sought cover in the trenches. At 16:00 2nd Battalion of the Worcestershire Regiment passed through to attack. At 19:00 the Germans opened fire and the Norfolks were forced to fall back to trenches in the rear to take cover before being relieved by the Grenadier Guards whereupon they returned to Lonely Tree Hill. They had lost 5 officers killed and 9 wounded, with 39 other ranks killed, 122 wounded and 34 missing, a total of 209 casualties sustained in their first action
forum.planetalk.net/viewtopic.php?t=4844&sid=b3e7614b...
C E Ryder
Norlink has a picture of Charles Ernest Ryder, stated to be of the 1st/4th Northumberland Fusiliers.
norlink.norfolk.gov.uk/02_Catalogue/02_013_PictureTitleIn...
His cap badge in the picture however appears to be that of the Norfolk Regiment.
The accompanying notes are that the picture was taken in 1916 and that Private Ryder was born in Norwich on 13th September 1895. He enlisted on 22nd August 1915, and was killed on 26th October 1917
The relevant individual on the CWGC database appears to be this one
Name: RYDER, CHARLES
Rank: Private
Regiment: Northumberland Fusiliers
Unit Text: 1st/4th Bn.
Date of Death: 26/10/1917
Service No: 202125
Grave/Memorial Reference: Panel 19 to 23 and 162. Memorial: TYNE COT MEMORIAL
CWGC www.cwgc.org/search/casualty_details.aspx?casualty=828511
Looking at the Census details, in the 1901 census there is no Charles recorded with a Norwich connection, but there is an Ernest - the brother of Archibald, born Norwich circa 1894. On the 1911 census there is a Charles, born circa 1894, but no Ernest. I only have access to a high-level search for the 1911 census, but that Charles is recorded as living in the same household as an “Archibold” Ryder and an Ellen Ryder.
26th Oct 1917
At 3am heavy rain began to fall again and at 4.05am the 4th Bn reported it was in position for the attack.
At zero hour, 5.40am, the barrage opened up and began to creep forward at a rate of one hundred yards every eight minutes. The fusiliers of the149th Bde rose to their feet to advance behind it, with the 4th & 5th Bn Loyal North Lancashires (57th Divn) on the right flank and the 35th Divn on the left. Had the 'going' been good, the troops who lay close up under the barrage (so close indeed that several casualties were suffered) waiting for the first "lift", would not have had a problem advancing at the rate of the creeping barrage.
'The rain had, however, done its deadly work, for all the gallant fellows could do was to drag themselves along through the thick clinging mud and water at a much slower pace than the barrage, which soon got ahead'. Then form "pill box" and shell hole murderous fire was poured upon them. Many fell dead; some of the wounded fell into the gaping holes of water and were drowned; fortunate were those who escaped, but on went the survivors' (Wyrell. p.244).
The allied barrage consisted entirely of shrapnel and was therefore quite useless against the first objective, which consisted of concrete huts. To make matters worse the rain continued to fall heavily and the condition of mud and water were perfectly appalling.
Bn HQ received a wire from the Bde Major at 8.50am stating that a wounded Forward Observation Officer had reported that the first objective had been taken and the men were advancing well to the second objective. This information proved incorrect because 2nd Lt Wood subsequently returned wounded and reported that casualties were heavy and the attack was held up in front of the Huts. The attack had actually ground to a halt about eighty yards west of the line of huts. The machine gun fire and sniping was so severe that any further advance was quite impossible and reporting the situation back to HQ extremely difficult. Two runners were sent to the front line to try and gather information but they both failed to return.
At 11am, 2nd Lt Burton was sent forward to reconnoitre and he confirmed that the attack was held up about one hundred yards short of the Huts. At 1pm Sgt Thompson returned from the front line and confirmed 2nd Lt Burtons’ report stating that casualties were very heavy. Similar news was brought down later by Capt J.V. Gregory. This information was relayed to Bde HQ by pigeon and signalled by Lucas Lamp. Several messages were sent during the afternoon. Two platoons from the Reserve Company, under the command of 2nd Lts Peddie and Scott, were sent forward at 6pm to consolidate the original line held before the attack.
The Bn was relieved about midnight by the 4th Bn East Yorks and proceeded, via the duckboard track known as Railway Street, to Rose Crossroads camp. The 6th Bn DLI organised straggler posts in likely places to round up men returning from the front line and to guide them to camp.
Roll call revealed the appalling casualties suffered by the 4th Bn. 2nd Lts D.A.Smith, and W.Ruddy had been killed in action with 2nd Lt R.A.A Simpson later dying of wounds. 2nd Lts G.R.Charlewood, A.W.P.Leary, H.B.Bell, J.R.Ruddock and R.Wood were wounded, and 2nd Lt R.G.Rayner and H Stobbs were missing. Thirty-six fusiliers had been killed, one hundred and fifty-six wounded and sixty four were still missing. A total of two hundred and fifty six, more than fifty percent of those that had gone into action.
Casualties
Records show that at least 100 fusiliers from the 4th Bn were actually killed in action or died of wounds between the 25th and 27th of Oct 1917.
© Neil Storey 2004.
www.4thbnnf.com/45_171024_171026_ 2nd_passchendaele.html
A C Savage
Name: SAVAGE, ALFRED CHARLES
Rank: Second Lieutenant
Regiment: Suffolk Regiment
Unit Text: 8th Bn.
Age: 24
Date of Death: 31/07/1917
Additional information: Son of William W. and Annie Savage, of 13, Chalk Hill Rd., Norwich.
Grave/Memorial Reference: Panel 21. Memorial: YPRES (MENIN GATE) MEMORIAL
CWGC www.cwgc.org/search/casualty_details.aspx?casualty=921423
Alfred Charles can be seen here
norlink.norfolk.gov.uk/02_Catalogue/02_013_PictureTitleIn...
The picture was taken in 1917, so presumably shortly after he was commissioned in May, (it was taken at Coe’s Studios in Norwich) as he then travelled to France and was dead by July. Sobering thought.
Additional notes from Norlink
Second Lieutenant Savage was the son of William W. Savage of Norwich. On release from business he joined the 10th Norfolks in February 1916, held an Aldershot certificate as instructor and received his commission on May 1917. He was educated at Norwich Secondary School. Killed in action 31st July 1917 at Hooge.
The 8 year old Alfred C, born Norwich, is recorded on the 1901 census at 16 Ella Road, in the Parish of St Matthews. This is the household of his parents, William W, (aged 38 and a Shoe Manufacturer from Norwich) and Annie, (aged 33 and from Aldershot in Hampshire). Their other children are:-
Bertram J…………….aged 10.……………born Norwich
Donald J……………..aged 6.……………..born Norwich (see below)
Dorothy………………aged 1.……………..born Norwich
Wallace……………..aged 5.………………born Norwich
William H…………..aged 11.……………..born Norwich..(see below)
There is a likely Medal Index Card for a Alfred Savage which shows him as a Lance Sergeant (TR/A/263) in a Training Battalion before becoming a Lieutenant in the Suffolk Regiment .
The Battle of Passchendaele
18th Division
53 Bde
53 Bde’s task was to leapfrog 30th Div once Glencorse Wood had been taken.
8th Bn, Suffolk Regt arrived in Jackdaw Trench at 8.10am to find Glencorse Wood stille in enemy hands despite reports to the contrary. They dug in near Clapham Junction. Meanwhile 6th Bn, Berkshire Regt bogged down on the Menin Road also under fire from Glencorse Wood. With the help of 79 Coy, RE they destroyed some pill boxes between road and wood. Five tanks sent to assist bogged down in mud and were destroyed by shell-fire. By 10am they had dug in at the cross roads north west of Glencorse Wood.
forum.irishmilitaryonline.com/showthread.php?t=11535
The Suffolks lost 59 dead on this day according to the entries on the CWGC database.
D J Savage
Name: SAVAGE Initials: D J
Rank: Private
Regiment: Norfolk Regiment
Unit Text: 1st/4th Bn.
Date of Death: 19/04/1917
Service No: 200425
Grave/Memorial Reference: XXIII. F. 2. Cemetery: GAZA WAR CEMETERY
CWGC www.cwgc.org/search/casualty_details.aspx?casualty=651255
There is a picture of Donald John Savage of the 1st/4th Norfolks who was posted missing after the Battle of Gaza on the 19th April 1917, on Norlink.
norlink.norfolk.gov.uk/02_Catalogue/02_013_PictureTitleIn...
Norlink notes Private Savage lived at 13, Chalk Hill Road, Norwich. He enlisted in September 1914, and was reported missing at Gaza on 19th April 1917
This would make him the brother of Alfred Charles listed above and William Harry below.
19th April 1917 During the 2nd Battle of Gaza,
Facing the Tank Redoubt was the 161st Brigade of the 54th Division. To their right were the two Australian battalions (1st and 3rd) of the Imperial Camel Corps Brigade who had dismounted about 4,000 yards from their objective. As the infantry went in to attack at 7.30am they were joined by a single tank called "The Nutty" which attracted a lot of shell fire. The tank followed a wayward path towards the redoubt on the summit of a knoll where it was fired on point blank by four field guns until it was stopped and set alight in the middle of the position.
The infantry and the 1st Camel Battalion, having suffered heavy casualties on their approach, now made a bayonet charge against the trenches. About 30 "Camels" and 20 of the British infantry (soldiers of the 5th (territorial Battalion of the Norfolk Regiment) reached the redoubt, then occupied by around 600 Turks who immediately broke and fled towards their second line of defences to the rear.
The British and Australians held on unsupported for about two hours by which time most had been wounded. With no reinforcements at hand and a Turkish counter-attack imminent, the survivors endeavoured to escape back to their own lines.
To the right (west) of Tank Redoubt, the 3rd Camel Battalion, advancing in the gap between two redoubts, actually made the furthest advance of the battle, crossing the Gaza-Beersheba Road and occupying a pair of low hills (dubbed "Jack" and "Jill"). As the advances on their flanks faltered, the "Camels" were forced to retreat to avoid being isolated.
en.wikipedia.org/wiki/Second_Battle_of_Gaza
More than a thousand one hundred of the men of the 54th posted killed wounded or missing were from the two Norfolk regiment battalions, equating to 75% of their strength. Eastern Daily Press "Sunday" section May 5, 2007
en.wikipedia.org/wiki/Second_Battle_of_Gaza
On 19th April the Norfolks took part in a disastrous attempt to take Gaza. In this action casualties for the battalion were 478 (55 killed, 323 wounded and 100 missing).
www.oldbuckenham-pri.norfolk.procms.co.uk/pages/viewpage....
W H Savage
Name: SAVAGE, WILLIAM HARRY
Rank: Serjeant
Regiment: South Staffordshire Regiment
Unit Text: 1st Bn.
Age: 28
Date of Death: 26/10/1917
Service No: 41669
Additional information: Son of William W. and Annie Savage, of 13, Chalk Hill Rd., Norwich.
Memorial Reference: Panel 90 to 92 and 162 to 162A. Memorial: TYNE COT MEMORIAL
CWGC www.cwgc.org/search/casualty_details.aspx?casualty=828742
There is a picture of William Harry here
norlink.norfolk.gov.uk/02_Catalogue/02_013_PictureTitleIn...
The picture title includes the information that he was 10th “Royal” Norfolks before transferring to the 1st South Staffs.
Additional Norlink notes: Sergeant Savage lived at 13, Chalk Hill Road, Norwich. He enlisted in September 1914, and was killed in action or died of wounds on 26th October 1917
William was a brother of Alfred Charles and Donald John - see above.
Friday 26th October 1917 - Day 82
Rainfall 8 mm
Today marks the start of the Second Battle of Passchendaele. Zero Hour was 5.40 am.
91 Bde
91 Bde attacked with 1st Bn, South Staffordshire Regt, 21st Bn, Manchester Regt and 2nd Bn, Queen’s Regt with 20th Manchesters in Support.
The Queen’s attempted to take Lewis House but were driven bck to the Start Line by MG fire as were the Manchesters. The South Staffs started well as they were in dead ground and they took a mound southwest of Hamp Farm. From here D Coy attempted to take the farm itself and C Coy attacked Berry Cottage. Both attacks were unsuccessful with the two companies suffering heavily from MG fire.
forum.irishmilitaryonline.com/showthread.php?t=11535&...
A Semmence
Name: SEMMENCE, ALBERT DAVEY
Rank: Regimental Serjeant Major
Regiment: Norfolk Regiment
Unit Text: 2nd Bn.
Age: 40
Date of Death: 14/04/1915
Service No: 3326
Additional information: Son of Mr. and Mrs. George Semmence, of Wymondham, Norfolk; husband of Daisy Gillies Semmence, of 6, Belsize Rd., Norwich.
Grave/Memorial Reference: III. E. 7. Cemetery: BASRA WAR CEMETERY
CWGC www.cwgc.org/search/casualty_details.aspx?casualty=631465
Albert can be seen here
norlink.norfolk.gov.uk/02_Catalogue/02_013_PictureTitleIn...
The additional Norlink notes are:
Regimental Sergeant Major Semmence was born in Wymondham on 29th November 1874, and educated at Wymondham Grammar School. He enlisted as a Private on 3rd October 1892, and was killed in action at Shaiba, Mesopotamia, on 14th April 1915
Albert is also remembered on the Wymondham Town War Memorial.
In due course the Turks initiated their offensive with simultaneous preliminary bombardments of Shaiba and Qurna on 11 April 1915. In the latter case the bombardment of the British 6th (Poona) Division progressed for three days while periodic attempts at piercing the town's defences were unsuccessfully attempted; eventually a counter-attack by the 2nd Dorsets and 24th Punjabis routed the Turks with heavy losses.
However the Turks' main effort was launched at Shaiba.
On 13 April, two days after the bombardment of the town started, Turkish troops attempted to outflank the British across the floods that separated Shaiba from Basra, while Turk cavalry prepared for a frontal assault.
However the timely intervention of two British Infantry battalions served to rapidly disperse the Turk cavalry, resulting in a full withdrawal by the latter into woods nearby. Possession of these were in turn secured by the British following an infantry battle throughout 14 April.
Casualties during the woodland battle were heavy: the Turks incurred around 2,400 casualties, and the British around half that number. Some 5,000 troops on each side were involved in the fighting in all.
www.firstworldwar.com/battles/shaiba.htm
On April 12th 1915 after some days of probing assaults a force of some 12,000 Turks and 10,000 Arabs attacked Shaiba where the Norfolks were located. They did not take the town but retired to dig in about 1500 yards from our lines to continue their assaults. Reinforcements were sent for from Basra but the floods hindered them. The following is from the Hunts Post dated 28th May 1915 and it tells a little of the action at Shaiba during those few days in April.
"Sgt and Mrs Dighton of Spaldwick have received several interesting letters from their eldest son Pte Whit Dighton of the 2nd Norfolks who has been on active service in the Persian Gulf since last November and is possibly the only representative from the Huntingdon district out there, .......... Pte Dighton says the country in which he is now located is a desert, miles away from any town, with blinding sandstorms which are far worse than rain. After four days terrific fighting against a superior body of Turks, "suddenly we received the order to charge. We fixed bayonets and put all the strength into it we could. The Turks were completely taken by surprise, and we were upon them in a flash. Their confusion was indescribable. They ran for their lives, thousands of them, and we quickly occupied their trenches, and simply potted them over like ninepins. As they ran some threw away their arms and surrendered. Our artillery completed their rout. Their losses totalled some thousands ....... I cannot speak too highly of our officers; they are bricks - every one of them. One gave me his last drop of water from his bottle, or I don't think I should have been left to tell the tale."
On the 13th April the Norfolks had broken out to rush the Turkish front line trenches and took them at bayonet point. They did not immediately pursue the enemy to the second line but rested up. They had been under harassment for some days and directly under arms for 36 hours continuously. On the 14th April an attack on the Turkish second line entrenchments began at noon with White 18th Brigade on the right of the line and the 16th Brigade on the left. This developed into a stationary firefight, in the heat of the midday sun. At 4 pm a last British effort was made and the Turkish rear lines fell.
www.roll-of-honour.com/Huntingdonshire/SpaldwickDighton.html
E M Sendall
Name: SENDALL, EDMUND MATHIAS
Rank: Private
Regiment: Norfolk Regiment
Unit Text: 1st/4th Bn.
Age: 28
Date of Death: 19/08/1915
Service No: 4368
Additional information: Husband of the late Ellen E. Sendall.
Memorial Reference: Panel 42 to 44. Memorial: HELLES MEMORIAL
CWGC www.cwgc.org/search/casualty_details.aspx?casualty=682013
No match on Norlink
The 11 year Edmund, born Norwich, is recorded on the 1901 census at 40 Carrow Road, in the Parish of St Matthews. This is the household of his parents, Alfred, (aged 53 and a Boot Maker from Norwich) and Mary A. (aged 48 and from Norwich). Their other children are:-
Alfred………..aged 18.………born Norwich….General Labourer
Charles……….aged 16.………born Norwich…..Houseboy Domestic
Ethel………….aged 7.………..born Norwich
Mary A……….aged 9.………..born Norwich
Sarah A……….aged 17.………born Norwich…..Bootmaker
An Edmund M Sendall married an Eleanor R Palmer in the April to June 1915 quarter in the Wayland District of Norfolk.
1/4th Battalion
August 1914 : in Norwich. Part of Norfolk and Suffolk Brigade, East Anglian Division.
May 1915 : the formation was retitled as 163rd Brigade, 54th (East Anglian) Division.
29 July 1915 : embarked at Liverpool and moved to Gallipoli via Mudros. Landed at Suvla Bay on 10 August 1915.
www.1914-1918.net/norfolks.htm
Between the 10th and the 19th, the 1st/4ths were continuously losing men, including a number on the 12th when the 1st/5th advanced into the scrub and pretty much “disappeared”, leaving the 1st/4ths covering the line and providing covering fire for the few stragglers that returned. Many of the wounded and sick were treated offshore on Hospital Ships. Unable to leave position and overwhelmed by the numbers, many of the dead were simply “buried at sea” and subsequently commemorated on the Helles Memorial.
Captain Montgomerie's diary of events in the 1/4th Battalion whilst in the neighbourhood of Jephson's Post on this day is as follows
19th. - All. quiet during day. Worked hard all night fetching food, water, etc., and improving the trenches.
user.online.be/~snelders/sand.htm
A Senior
Military Genealogy has an Alfred born Thorpe Hamlet, but there is no obvious match from the 12 possibles on the CWGC database and there is no match on Norlink. CWGC does have an Lance Corporal A Senior from the 7th Battalion, Norfolk Regiment, but there is no age of any other additional information that might connect him.
www.cwgc.org/search/casualty_details.aspx?casualty=250638
However the Great War Roll of Honour does confirm he was an Alfred.
The 1901 census has a 9 year old Alfred R, born Norwich, who is recorded at 87 Quebec Road East, in the Parish of St Matthews. This is the household of his parents, Alfred N. (aged 48 and a Wheelwright from Gloucester) and Kate G, (aged 47 and from Norwich). Their other children are:-
Arthur E…………..aged 18.………………..born Norwich………….Gardener (Domestic) - see below
Ernest M………….aged 6.…………………born Norwich - see below
Eva A……………..aged 23.………………..born Norwich…………Tailoress
Frank W…………..aged 14.……………….born Norwich………Blacksmith (Beer Making)
Horace W…………aged 16.……………….born Norwich………Wheelwright
Nellie M…………..aged 21.……………….born Norwich…….Drapers Shop Assistant
Richard P………….aged 20.……………….born Norwich……Engine Fitter
Stanley G………….aged 11.……………….born Norwich
Like his brother Arthur, Alfred was awarded the Military Medal.
A E Senior
Military Genealogy has an Arthur Ernest born and resident Norwich. The most likely possible is
Name: SENIOR, ARTHUR ERNEST
Rank: Serjeant
Regiment: Rifle Brigade
Unit Text: 1st Bn.
Date of Death: 23/10/1916
Service No: 750
Awards: M M
Memorial Reference: Pier and Face 16 B and 16 C. Memorial: THIEPVAL MEMORIAL
CWGC www.cwgc.org/search/casualty_details.aspx?casualty=812024
No match on Norlink
The only Arthur listed on the 1901 census with a Norwich connection is the brother of Alfred above and Ernest below. (See Alfred for family details).
26th October 1916
Lesboeufs
4th Div attacked here with two brigades, 12 Bde on the left and 11 Bde on the right.
In 11 Bde, 1st Hampshires were halted by fire from Boritska Trench, as were the French on their right flank. 1st Rifle Brigade came up in support but were only able to establish posts short of the objective.
forum.irishmilitaryonline.com/showthread.php?t=9058&p...
E M Senior
Name: SENIOR, ERNEST MONTAGUE
Rank: Lance Corporal
Regiment: The Queen's (Royal West Surrey Regiment)
Unit Text: 6th Bn.
Age: 22
Date of Death: 10/04/1917
Service No: 40097 Additional information: Son of Alfred Henry and Kate Gertrude Senior; husband of Hannah Maria Senior, of 63, Cohens Rd., Thorpe, Norwich.
Grave/Memorial Reference: I. P. 8. Cemetery: DUISANS BRITISH CEMETERY, ETRUN
CWGC www.cwgc.org/search/casualty_details.aspx?casualty=41199
I suspect that should be Cozens Road.
No match on Norlink.
See brother Alfred above for family details.
The 12th Division, of which the 6th The Queens were part, (as was the 7th Norfolks) were heavily engaged in the opening two days of the Battle of Arras, and were part of the initial Allied success.
J Sexton
Name: SEXTON, JAMES HORACE
Rank: Private
Regiment: The Queen's (Royal West Surrey Regiment)
Unit Text: 6th Bn.
Age: 19
Date of Death: 04/07/1918
Service No: 63691
Additional information: Son of Herbert and Jane Sexton, of 7, St. Matthew's Rd., Thorpe Hamlet, Norwich.
Grave/Memorial Reference: I. N. 22. Cemetery: GEZAINCOURT COMMUNAL CEMETERY EXTENSION
CWGC www.cwgc.org/search/casualty_details.aspx?casualty=35619
No match on Norlink
The 2 year old James, born Norwich, was recorded on the 1901 census at 7 St Matthews Road, in the Parish of St Matthews. This was the household of his parents, Herbert J. (aged 34 and a Wheelwright from Norwich) and Jane, (aged 31 and from Thornham, Norfolk). Their other children are:-
Gladys J………….aged 3.…………..born Norwich
Herbert…………..aged 11.………….born Norwich
Montague………..aged 8.…………..born Norwich
The Battalion had been engaged in a successful attack on the 30th June, but they and fellow Brigade unit’s the Bedfords and the Royal West Kents, were subject to repeated counter-attacks on the 1st. Contact was lost with the Bedfords and the West Surreys were forced back to what had been the old German Front line trench. They were relieved about 5 am on the 2nd and moved back to the Reserve line. The 3rd was reported as very quiet, and on the 4th they were pulled out of the line altogether.
J R Shingles
Name: SHINGLES, JOHN
Rank: Private
Regiment: Essex Regiment
Unit Text: 1st Bn.
Secondary Regiment: Norfolk Regiment
Secondary Unit Text: formerly (16864),
Age: 28
Date of Death: 12/10/1916
Service No: 20977
Additional information: Son of George and Sarah Anne Shingles, of 167 Albert Rd., Quebec Rd., Norwich.
Memorial Reference: Pier and Face 10 D. Memorial: THIEPVAL MEMORIAL
CWGC www.cwgc.org/search/casualty_details.aspx?casualty=1552573
No match on Norlink
The Great War Roll of Honour has John down as serving in the Essex Regiment at his time of death., Private 20977. Strangely his Medal Index Card, (which only lists him as J.Shingles) appears to have no reference to him being in the Norfolks.
The 11 year old John, born Norwich, is recorded on the 1901 census at 12 Albert Place, Gas Hill in the Parish of St Matthews. This is the household of his parents, George, (aged 49 and a Carter from Burlingham, Norfolk) and Sarah A, (aged 45 and from Burlingham) Their other children are:-
Alice…………..aged 16.………..born Thorpe St.Andrews…………General Domestic Servant
George…………aged 19.……….born Great Plumstead
Gerty………….aged 10.…………born Norwich
Kate …………..aged 14.………..born Thorpe St Andrews………….General Domestic Servant
Mabel…………aged 3.………….born Norwich
May……………aged 7.…………born Norwich
Samuel………..aged 22.…………born Great Plumstead……………Road Labourer
Stephen……….aged 6.…………..born Norwich
After having spent 10 weeks in the Ypres Salient the 88th Brigade, the brigade in which the Royal Newfoundland Regiment was serving, was temporarily attached to the British 12th Division, which was holding Gueudecourt. By nightfall on October 10, the regiment was manning a 450-metre section of the trench on the northern outskirts of the village.
The attack began at 2:05 pm on 12 October 1916. The regiment advanced in line with the 1st Essex Battalion on their left. The men kept so close to the supporting artillery barrage that several became casualties from the shrapnel of their own supporting guns. Likewise, the Germans were compelled by the shelling to remain under cover and as a result were quickly engaged in hand-to-hand fighting. By 2:30 p.m. both assaulting battalions of the 88th Brigade had secured their initial objective, Hilt Trench in the German front line.
As the Newfoundlanders advanced to their final objective, Grease Trench some 750 metres from their starting line, heavy machine-gun fire coming from the front and the right flank forced the regiment back to Hilt Trench. On their left flank, a German counter-attack drove the 1st Essex Battalion back to the outskirts of Gueudecourt, leaving the Newfoundlanders with an open flank. Newfoundland bombing parties cleared and secured the vacated portion of Hilt Trench and as a result doubled the length of the regiment's front line. All ranks began digging in the hard chalk to construct a new firing step and parapet and reverse the former German position.
en.wikipedia.org/wiki/Gueudecourt_(Newfoundland)_Memorial
A R Shreeve
Name: SHREEVE, ALAN ROBERT
Rank: Lance Serjeant
Regiment: Gloucestershire Regiment
Unit Text: 2nd/6th Bn.
Age: 23
Date of Death: 19/07/1916
Service No: 367208
Additional information: Son of Charles Robert and Alice Shreeve, of 36, Plumstead Rd., Norwich.
Memorial Reference: Panel 60 to 64. Memorial: LOOS MEMORIAL
CWGC www.cwgc.org/search/casualty_details.aspx?casualty=1768924
Alan can be seen here
norlink.norfolk.gov.uk/02_Catalogue/02_013_PictureTitleIn...
Norlink notes include that he was formerly of the 1st/6th Norfolks.
19 July 1916
Whilst the Battle of the Somme was raging, the British Commander in Chief General Sir Douglas Haig decided to open a more modest battle in the area of Armentières near the Belgian border.
Part of his reasoning was that the German Army was moving men south away from this area in an effort to shore up their defences on the Somme. An attack here towards Lille would put them in a dilemma as to whether or not they could thin out this sector any further.
Fromelles is a small village on the Aubers Ridge to the south of Armentières. Most of the area that was held by the Allies is very flat with a number of water features and streams.
Behind Fromelles and Aubers lies the ridge which easily overlooks the battlefield.
The Battle
The objectives of the Australian 5th Division and the British 61st Division on their right were to capture the village and the ridge.
The attack was centred around a point known as the Sugarloaf and at 1100 hours on 19 July 1916 the British artillery put down a bombardment on the German front line as the infantry made their way up to their jumping off points.
From their vantage point and on a bright summers day the Germans could see the attack preparing and launched a counter bombardment onto the communication trenches as the men were making their way to the front.
The German bombardment wreaked havoc on the Australian's lines. As men were trying to get forward, wounded were trying to push their way back to the Aid Posts adding to the chaos.
The two bombardments continued until at 1800 hours the infantry finally launched their assault.
On the left of the Australian line, the 8th and 14th Brigades swiftly took the German front line and started to consolidate their positions. The 15th Brigade next to the British in the centre however was struggling across wide open ground in the teeth of fierce machine gun fire.
On the right of Sugar Loaf the 61st Division had also been halted by uncut wire. In a scene familiar to those on the Somme not three weeks earlier, the Allied bombardment had failed in its objective of cutting the wire and destroying the German positions.
An attempt to organise a truce with the Germans to bring in the wounded was refused by the Allied Commanders, despite having been agreed to by the German Commander.
The battle had been a complete disaster.
www.webmatters.net/france/ww1_fromelles.htm
Alan is also remembered on the Roll of Honour at The United Reform Church at Princes Street in the City
AAA came to my house last Monday to see if my battery needed to be replace. My car wouldn't start. My battery was three years and 3 months old. It did need replacing. The life expectancy is about two years, so my old one did well.
I was impressed with this Midtronics test unit which evaluated the entire electrical system in my 1996 Toyota Carola.. Everything checked out fine. Only the battery needed to be replaced. The service guy replaced it on the spot. It should last another three years, plus or minus.
I am also entitled to a free servicing at a specific auto service center nearby. I love Triple A!!
_____________________________________
A similar tester online:
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This platform combines one of the largest, easiest-to-read displays in the industry with the full functions of an advanced analyzer, digital multimeter, and data management tool... all in the palm of your hand.
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Enhanced starter testing - Fully diagnoses all parts of the starting system including current draw, starting time and circuit resistance
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Housing Material: ABS plastic with Santoprene overmolds
Dimensions: 23 cm x 10.2 cm x 6.5 cm (9.5 in x 4 in x 2.5 in)
Carrying Case: Heavy–duty molded plastic
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Display: 128 x 64 pixel graphics, backlit display
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1891
Blower’s Green Pumphouse was built to house the steam powered recirculating pump that replaced the earlier one on the Grazebrook Arm. The new pump raised water from the Level Pond to the Birmingham Level or Wolverhampton Level, or between the Birmingham and Wolverhampton levels.
www.dudleycanaltrust.org.uk/history-of-the-tunnels
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
Blowers Green U-turn by C&RT?
1/2/2018 6 Comments
After finding it faced a united front of opposition from boating and canal organisations in Birmingham, Canal and River Trust may be about to make a U-turn on its plans to sell the freehold of the historic Blowers Green Pumphouse, as Peter Underwood reports.
C&RT's bid to sell the freehold was first spotted in early January when a tiny laminated notice- posted just as the Christmas break began - was seen near Blowers Green Pumphouse, in Dudley.
The notice was a formal announcement that C&RT, as a Trustee of the Waterways Infrastructure Trust, was proposing to sell the freehold of the historic pumphouse and anyone with objections has just one month to put them in writing. Now it has withdrawn the building from sale and is considering giving up the idea of selling the freehold.
www.thefloater.org/the-floater-february-2018/blowers-gree...
Replacing an earlier scanned photo with a better version, plus Topaz DeNoise AI 13-Oct-23.
This aircraft was delivered to Cathay Pacific Airways as VR-HOU in Jan-91. It became B-HOU in Sep-97 when Hong Kong became an autonomous region of China.
It was converted to freighter configuration with a main deck side cargo door (SCD) at Xiamen, China in Sep-05 and was transferred to Cathay Pacific Cargo in Dec-05.
In Jun-11 the aircraft was transferred to Cathay Pacific subsidiary Air Hong Kong. It was returned to Cathay Pacific in May-17 and ferried to Marana, AZ, USA where it was permanently retired. Updated 13-Oct-23.
The Palladium Theatre was built in 1920. It replaced Llandudno’s first market hall, which was built on the site by the Llandudno Market Company in 1864.
The Palladium was initially built “to carry on the business of kinematograph hall, theatre, music hall, opera house, circus and entertainment proprietors etc”. Kinematograph was an early name for film.
The building was designed by Arthur Hewitt, whose other works in Llandudno include Clare’s Department Store and the Washington Hotel (which also features a dome). He was a Llandudno councillor and, in the Second World War, a Home Guard commanding officer.
The theatre had 1,500 seats in the stalls and two balconies. It had its own orchestra, offering a blend of drama, variety, musical comedy and ballet. One the stars who performed here was Gracie Fields (1898-1979), who grew up in Rochdale. She was a famous singer and actress, making the transition from music hall to cinema films and television.
For many years after the Second World War the Palladium functioned principally as a cinema. In 1972 it was split, with a bingo hall occupying the stalls area and a 600-seat cinema above.
In 2001 the building was converted by Wetherspoons into a cavernous pub which still retains many of the original features of the theatre.
Now replaced with new iPhone 8 copy from the iPad 21/08/25
Original shot taken from my stretcher in the tent with my new Pentax SV, probably using Adox KB21 film and processed by Georges camera store in Elizabeth St Sydney where I mailed all my #GSWANullarbor B&W film. They were the best for B&W processing at the time.
Still going.. www.georges.com.au/collections/cameras
Home page.. www.georges.com.au/#
And they still process film.. georgescameras.zendesk.com/hc/en-au
Replacing an earlier digital photo with a better version 09-Nov-24.
This aircraft was delivered to Guinness Peat Aviation (later to become GECAS) and leased to Air 2000 as G-OOOU in Aug-91. It was wet-leased to Kiwi Travel International (New Zealand) in Nov-95 and returned to Air 2000 in Apr-96.
In Mar-99 it was operated for TCS Expeditions in an all First Class configuration for exclusive 'Round-the-World' charter flights, returning to Air 2000 the following month. Similar flights were operated for TCS Expeditions between Jan/Mar-00, Jan/Mar-01 and Nov-01/Feb-02.
The aircraft was returned to the lessor in Sep-02 and stored. In Apr-03 it was leased to Air Atlanta Icelandic as TF-ARI and operated on behalf of Excel Airways in May-03. It returned to Air Atlanta Icelandic in Nov-04 and was placed in winter storage at Marana, AZ, USA until Mar-05 when it was again operated for Excel Airways.
In Nov-05 the lease was transferred to Excel Airways and the aircraft was re-registered G-VKNA. Excel Airways was renamed XL Airways in Nov-06. The aircraft was returned to the lessor in Sep-07 and immediately leased to Aladia.com (Mexico) as XA-MTY.
Aladia ceased operations in Oct-08 and the aircraft was returned to the lessor and re-registered N240MQ in Nov-08. It was initially stored at Lake City, FL, USA and later at Victorville, CA, USA.
It was sold to FedEx Federal Express in Aug-09 and remained stored at Victorville. The aircraft was re-registered N930FD in May-10 and was ferried to Mobile-BFM, AL, USA for freighter conversion with a main deck cargo door. It entered service with FedEx in Oct-10. Now 35 years old it continues in service. Updated 28-Aug-26.
The yellow spandrels replaced, trees planted and the garage gone, the site looks quite different today goo.gl/maps/bCHe6jPneeeHs6wS8
CYMA Petroleum, founded in 1981 by Andreas Michaelides, supplied petrol stations across south-east England, particularly in north London, with some owned directly by the company. The business is now mainly an aviation fuel supplier www.cymapetroleum.co.uk/ —and at one point also supplied Lochshell Filling Station, very near Wick-John O'Groats airport in the far north of Scotland goo.gl/maps/FiQ4UKMmxZLmPDUj7
German postcard by Ross Verlag, Foreign, no. 1522/2, 1927-1928. Photo: Paramount / Parufamet. Publicity still for The Freshman (Fred C. Newmeyer, Sam Taylor, 1925).
American actor, comedian, director, producer, screenwriter, and stunt performer Harold Lloyd (1893-1971) is best known for his silent comedies. He ranks alongside Charlie Chaplin and Buster Keaton as one of the three most popular and influential comedians of silent film. Between 1914 and 1947, Lloyd made nearly 200 comedies, often as a bespectacled 'Glass' character, a resourceful, success-seeking go-getter who was perfectly in tune with the 1920s-era United States. His films frequently contained 'thrill sequences' of extended chase scenes and daredevil physical feats. A classic is Lloyd hanging from the hands of a clock high above the street in Safety Last! (1923).
Harold Clayton Lloyd was born in 1893 in Burchard, Nebraska, the son of James Darsie Lloyd and Sarah Elisabeth Fraser. In 1910, after his father had several business ventures fail, Lloyd's parents divorced and his father moved with his son to San Diego, California. Lloyd had acted in theatre since a child, and in San Diego, he received his stage training at the School of Dramatic Art and began acting in one-reel film comedies around 1912. Lloyd worked with Thomas Edison's motion picture company, and his first role was a bit part as a Yaqui Indian in The Old Monk's Tale (J. Searle Dawley, 1913). At the age of 20, Lloyd moved to Los Angeles and took up roles in several Keystone comedies. He was also hired by Universal Studios as an extra . Lloyd began collaborating with his friend Hal Roach who had formed his own studio in 1913. They created Will E. Work and then Lonesome Luke, variations of Charles Chaplin's Little Tramp character. In 1914, Lloyd hired Bebe Daniels as a supporting actress. The two were involved romantically and were known as The Boy and The Girl. In 1919, she left him after it became apparent he was unable to make a commitment, and she pursued her dramatic aspirations. Later that year, Lloyd replaced Daniels with Mildred Davis, whom he would marry in 1923. By 1918, Lloyd and Roach had begun to develop a new character beyond an imitation of his contemporaries. Harold Lloyd would move away from tragicomic personas, and portray an everyman with unwavering confidence and optimism. The persona Lloyd referred to as his 'Glass' character was a much more mature comedy character with greater potential for sympathy and emotional depth and was easy for audiences of the time to identify with. To create his new character Lloyd donned a pair of lensless horn-rimmed eyeglasses but wore normal clothing. Previously, he had worn a fake moustache and ill-fitting clothes as the Chaplinesque Lonesome Luke. In August 1919, while posing for some promotional still photographs in the Los Angeles Witzel Photography Studio, he was seriously injured holding a prop bomb thought merely to be a smoke pot. It exploded and mangled his right hand, causing him to lose a thumb and forefinger. The blast was severe enough that the cameraman and prop director nearby were also seriously injured. Lloyd was in the act of lighting a cigarette from the fuse of the bomb when it exploded, also badly burning his face and chest and injuring his eye. Despite the proximity of the blast to his face, he retained his sight.
Beginning in 1921, Harold Lloyd and Hal Roach moved from shorts to feature-length comedies. These included the acclaimed Grandma's Boy, which pioneered the combination of complex character development and film comedy, and the highly popular Safety Last! (Fred C. Newmeyer, Sam Taylor, 1923), which cemented Lloyd's stardom, and Why Worry? (Fred C. Newmeyer, Sam Taylor, 1923). Lloyd and Roach parted ways in 1924, and Lloyd became the independent producer of his own films. These included his most accomplished mature features Girl Shy (Fred C. Newmeyer, Sam Taylor, 1924), The Freshman (Fred C. Newmeyer, Sam Taylor, 1925) - his highest-grossing silent feature, The Kid Brother (Ted Wilde, J.A. Howe, 1927), and Speedy (Ted Wilde, 1928), his final silent film. Welcome Danger (Clyde Bruckman, 1929) was originally a silent film but Lloyd decided late in the production to remake it with dialogue. All of these films were enormously successful and profitable, and Lloyd would eventually become the highest-paid film performer of the 1920s. Although Lloyd's individual films were not as commercially successful as Chaplin's on average, he was far more prolific (releasing 12 feature films in the 1920s while Chaplin released just four) and made more money overall ($15.7 million than Chaplin's $10.5 million). The huge financial success of Welcome Danger proved that audiences were eager to hear Lloyd's voice on film. Lloyd's rate of film releases, which had been one or two a year in the 1920s, slowed to about one every two years until 1938. The films released during this period were: Feet First (Clyde Bruckman, 1930), with a similar scenario to Safety Last which found him clinging to a skyscraper at the climax; Movie Crazy (Clyde Bruckman, 1932) with Constance Cummings; The Cat's-Paw (Sam Taylor, 1934), which was a dark political comedy and a big departure for Lloyd; and The Milky Way (Leo McCarey, 1936), which was Lloyd's only attempt at the fashionable genre of the screwball comedy film. However, his go-getting screen character was out of touch with the Great Depression movie audiences of the 1930s. As the length of time between his film releases increased, his popularity declined, as did the fortunes of his production company. His final film of the decade, Professor Beware (Elliott Nugent, 1938), was made by the Paramount staff, with Lloyd functioning only as actor and partial financier.
In 1937, Harold Lloyd sold the land of his studio, Harold Lloyd Motion Picture Company, to The Church of Jesus Christ of Latter-day Saints. The location is now the site of the Los Angeles California Temple. Lloyd produced two comedies for RKO, A Girl, a Guy, and a Gob (Richard Wallace, 1941) with Lucille Ball, and a Kay Kyser vehicle, My Favorite Spy (Tay Garnett, 1942) which must have looked good on paper but went nowhere at the box office. He retired from the screen until an additional starring appearance in The Sin of Harold Diddlebock (Preston Sturges, 1947), an ill-fated homage to Lloyd's career, financed by Howard Hughes. This film had the inspired idea of following Harold's Jazz Age, the optimistic character from The Freshman into the Great Depression years. Diddlebock opened with footage from The Freshman (for which Lloyd was paid a royalty of $50,000, matching his actor's fee) and Lloyd was sufficiently youthful-looking to match the older scenes quite well. Lloyd and Sturges had different conceptions of the material and fought frequently during the shoot. The finished film was released briefly in 1947, then shelved by producer Hughes. Hughes issued a recut version of the film in 1951 through RKO under the title Mad Wednesday. Lloyd sued Howard Hughes, the California Corporation and RKO for damages to his reputation "as an outstanding motion picture star and personality", eventually accepting a $30,000 settlement. In October 1944, Lloyd emerged as the director and host of The Old Gold Comedy Theater, an NBC radio anthology series, after Preston Sturges, who had turned the job down, recommended him for it. The show presented half-hour radio adaptations of recently successful film comedies, beginning with Palm Beach Story with Claudette Colbert and Robert Young and ending in June 1945 with an adaptation of Tom, Dick and Harry, featuring June Allyson. The show was not renewed for the following season.
Harold Lloyd remained involved in a number of other interests, including civic and charity work. He appeared as himself on several television shows during his retirement, such as Ed Sullivan's variety show Toast of the Town (1949 and 1958). He appeared as the Mystery Guest on What's My Line? (1953), and twice on This Is Your Life: in 1954 for Mack Sennett, and again in 1955, on his own episode. In 1953, Lloyd received an Academy Honorary Award for being a "master comedian and good citizen". He studied colours and microscopy, and was very involved with photography, including 3D photography and colour film experiments. He became known for his nude photographs of models, such as Bettie Page and stripper Dixie Evans, for a number of men's magazines. He also took photos of Marilyn Monroe lounging at his pool in a bathing suit, which were published after her death. In 2004, his granddaughter Suzanne produced a book of selections from his photographs, Harold Lloyd's Hollywood Nudes in 3D! Lloyd also provided encouragement and support for a number of younger actors, such as Debbie Reynolds, Robert Wagner, and particularly Jack Lemmon, whom Harold declared as his own choice to play him in a movie of his life and work. In the early 1960s, Lloyd produced two compilation films, featuring scenes from his old comedies, Harold Lloyd's World of Comedy (Harold Lloyd, 1962) and The Funny Side of Life (Harry Kerwin, 1963). The first film was premiered at the 1962 Cannes Film Festival, where Lloyd was fêted as a major rediscovery. The renewed interest in Lloyd helped restore his status among film historians. Lloyd and Mildred Davis had two children together: Gloria Lloyd (1923–2012) and Harold Clayton Lloyd Jr. (1931–1971). They also adopted Gloria Freeman (1924–1986) in 1930, whom they renamed Marjorie Elizabeth Lloyd but was known as Peggy for most of her life. Lloyd discouraged Davis from continuing her acting career. He later relented but by that time her career momentum was lost. Davis died from a heart attack in 1969, two years before Lloyd died at age 77 from prostate cancer, at his Greenacres home in Beverly Hills, California. He was interred in a crypt in the Great Mausoleum at Forest Lawn Memorial Park Cemetery in Glendale, California. In 1990, Kevin Brownlow and David Gill produced the documentary, Harold Lloyd: The Third Genius. Composer Carl Davis wrote a new score for Safety Last! which he performed live during a showing of the film with the Royal Scottish National Orchestra to great acclaim in 1993. The Brownlow and Gill documentary created a renewed interest in Lloyd's work in the United States, but the films were largely unavailable. Criterion Collection has since acquired the home video rights to the Lloyd Library, and has released Safety Last!, The Freshman, and Speedy.
Sources: Wikipedia and IMDb.
Replacing an earlier digital photo with a better version 17-Sep-21.
Right side, English titles.
First flown with the McDonnell Douglas test registration N19B, this aircraft was re-registered N54652 the following week for further test flights. The aircraft was delivered to JAL Japan Air Lines (as a 'domestic' DC-10-40D - see note below) as JA8533 in May-76.
It served with JAL for 22 years before being sold to Ten Forty Inc in Apr-98 as N610TF. The aircraft was converted to freighter configuration as a DC-10-40(F) in Oct/Nov-98, with a main deck cargo door. On completion it was leased to CAC Challenge Air Cargo. It was re-registered N141WE in Apr-99. By late 2000 Challenge Air Cargo had financial problems and the aircraft was stored at Greenwood, MS, USA in Jan-01.
In Aug-01 it was transferred to a new company, Centurion Air Cargo. It was returned to the lessor in Aug-03. The aircraft was leased to Aeroflot Russian Airlines as VP-BDG the following month. In Mar-07 the aircraft was transferred to their new cargo division, Aeroflot Cargo. It was returned to the lessor in Apr-08 as N141WE and stored at Miami.
In Jul-08 the aircraft was leased to Arrow Air Cargo. At the age of 33 it was retired and stored at Orlando-Sanford, FL, USA in Aug-09. It was ferried to Marana, AZ, USA in Aug-12 for further storage and was last noted still stored there in Apr-16, complete and with everything 'taped up'. Permanently retired.
Note: Japan Air Lines operated two types of DC-10-40, the DC-10-40D used on Japanese domestic services and the DC-10-40I which was used mainly on international services. They were basically the same aircraft, however the DC-10-40D had the centre main undercarriage leg and the centre fuel tank locked out and could be operated at the lower maximum take-off and landing weights of the DC-10-10.
Aircraft landing charges are based on the maximum take-off weight of the aircraft (I know that sounds weird, having the landing charge based on the MTOW but that's how it works world-wide!) and using the aircraft as a DC-10-10 gave JAL a considerable saving on landing fees. Some of JAL's DC-10-40D's were converted to 'I' standard during their time with the company and all of the aircraft which were later converted to freighters became DC-10-40(F)'s.
This is where the gorgeous murciélago SV used to be. (look back in my gallery) Now there is this 458 Italia. Why? The SV needed to be checked due to a technical problem so it's now in Lamborghini Beirut.
But pending its return he just had to choose from one of his many cars in UAE and brought it here :)
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Replacing an earlier scanned photo with a better version.
Operated on behalf of Air France by TAT - Touraine Air Transport.
Replacing an earlier digital photo with a better version 27-Oct-19.
Named: "Ashkelon", later "Eilat Red Sea" (Feb-11).
First flown with the Boeing test registration N1786B, this aircraft was delivered to El Al Israel Airlines as 4X-EKD in Aug-99.
It was withdrawn from service in Jan-16, sold to Capstar Aviation as N259CS and permanently retired at Tucson, AZ, USA later the same month. It was subsequently broken up.
Replacing an earlier scanned photo with a better version 19-Mar-17, plus DeNoise AI 15-Nov-22.
Named: "Star Jet - Sirius".
This aircraft was delivered to Japan Airlines as JA8981 in Dec-95. It was transferred to Japan Airlines - International when JAL split their operations between 'Domestic' and 'International' fleets in Apr-04.
'International' was dropped from the titles in Apr-11 when it became Japan Airlines again. The aircraft continued in operation until it was retired in May-14. It was stored at Goodyear, AZ, USA and permanently retired the following month. It was broken up at Goodyear in Oct-14.
Westgate Watertower which was built in 1911 to replace a Westgate reservoir which was just north of the building. On Westgate, Lincoln, Lincolnshire.
Between November 1904 and April 1905, 1006 people in Lincoln contracted typhoid and of these 113 died. It was Lincoln's biggest peacetime tragedy. The outbreak of the disease was caused by a polluted supply of drinking water, which at the time was taken from a reservoir at Hartsholme (on the edge of the city) and from the River Witham.
Despite heavy chlorination of the water public faith in the supply dwindled and many resorted to drawing water from ancient wells. Faced with a crisis, city officials and the Water Board realised that the provision of clean water and proper sanitation would be the only way to curb the disease and restore the residents' faith in the public water supply.
The first step was to find a suitable source clean water, this was located over the county border at Elkesley in Nottinghamshire where bore holes were sunk through the limestone. (The cores from the boreholes can be seen in this shot taken in The Arboretum in Lincoln).
A 22-mile long main was laid from Elkesley to Lincoln, where the construction of the Westgate Water Tower was commissioned by the Lincoln Corporation. The architect, Sir Reginald Blomfield (1856-1942), designed the tower to resemble a medieval keep giving a sense of continuity with the city's castle and cathedral. On its completion the Westgate Water Tower had an immediate impact on the city.
The local paper, the Lincolnshire Echo, recorded an "air of excitement in the city in anticipation of a new supply of drinking water". This mammoth project was not completed until 1911. Still in use today and a principal source of water for uphill Lincoln the tower, holding some 330,000 gallons (1,356,000 ltrs), remains an imposing landmark visible from miles away.
Inofrmation Source:
www.heritageconnectlincoln.com/character-area/chapel-lane...
“Kintsugi is the art of repairing broken pottery with golden lacquer. Shattered pieces are put back together and become even more beautiful laced with gold than they were originally. Rather than being discarded or lamented for its flaws, an object becomes more treasured than ever, as its disfigurement or defect becomes its strength through the art of kintsugi, adding to its beauty. Kintsugi can often be found in the cups used for tea ceremony (or sado), where pieces with an interesting imperfection or defect are prized for their beauty and aesthetic quality. The concept of kintsugi is a compelling metaphor and doesn’t only have to apply to objects. It’s an important and even empowering one to think about, particularly at those times in your life that are challenging. It can even apply to something as trivial as a characteristic or “flaw” you perceive in yourself.”
— A Little Book of Japanese Contentments: Ikigai, Forest Bathing, Wabi-sabi, and More by Erin Niimi Longhurst
Replacing an earlier digital photo with a better version 21-Nov-19.
Fleet No: "3308".
First flown with the Airbus test registration F-WWKO, this aircraft was delivered to Northwest Airlines as N808NW in May-04. Northwest merged into Delta Air Lines in Oct-08. Current, updated (Nov-19).
Replacing an earlier scanned slide with a better version 28-Oct-15.
Delivered new to Kuwait Airways as 9K-ACA in Jan-63, the aircraft was wet-leased to MEA Middle East Airlines in Dec-68, returning to Kuwait Airways in Jun-69. It was sold to Dan-Air London in Mar-71 and became G-AYWX the following month. It was retired at Dan-Air's engineering base at Lasham, UK, in May-78 and was broken up there in Oct-79.
Replacing an earlier scanned photo with a better version 11-Mar-18, plus DeNoise AI 13-Jan-23.
Still in basic NWT Air livery with Air Bridge titles.
This aircraft was delivered to Western Airlines as N7143C, a L.188A, in May-61. It was converted to freighter configuration with a main deck cargo door in Mar-69.
The aircraft was sold to International Jetair Ltd as CF-IJV in Mar-71. It became C-FIJV at the end of May-74 when Canada introduced the C-Gxxx registration series. International Jetair was merged into Northwest Territorial Airways in 1976 and the company was later renamed NWT Air (North West Territories).
The aircraft was sold to Air Bridge Carriers in Mar-91 and re-registered G-FIJV in Aug-91. Air Bridge Carriers was renamed Hunting Cargo Airlines in Aug-92. It was re-registered EI-HCE in Apr-97. It was withdrawn from use and stored at East Midlands Airport (UK) in Jun-98.
The aircraft was sold to Atlantic Air Transport as G-FIJV in Sep-98. The aircraft was permanently retired at Coventry, UK in late 2006 and was finally broken up there in May-13.
Coachwork by Zagato
Zoute Sale - Bonhams
Estimated : € 500.000 - 700.000
Amended
Zoute Grand Prix 2021
Knokke - Zoute
België - Belgium
October 2021
Introduced at the Geneva Motor Show in 1957 as the replacement for the Aurelia, the Flaminia incorporated many features from the earlier car including the aluminium V6 engine and the rear mounted transaxle with inboard brakes, but the traditional sliding pillar front suspension, mounted in all Lancias since the Lambda, was replaced by double wishbones and coil springs and four wheel servo assisted disc brakes replaced the drum brakes fitted for the first year of production. In general, the Aurelia's specification was gone over in great detail and wherever possible strengthened for increased reliability and longevity.
In 1959, the Flaminia Saloon and Pininfarina Coupe were joined by sporting two door models from Touring of Milan and Zagato, both on a shorter 2520mm wheelbase. Reduced weight and the shorter wheelbase made these new models much more attractive to the keen driver than the saloon. The Zagato Coupe with its faired in covered headlights and trademark " double bubble " roof, designed by a youthful Ercole Spada (who designed the Aston Martin DB4 GT Zagato at about the same time) was one of the best looking and most striking Italian GT cars of the day.
On request, Zagato would supply the early cars in competition trim, with the newly developed 140 bhp triple Weber carburettor engine. Zagato Flaminias were built in three series with first 2.5, then 2.8 litre engines and detail changes to the front and rear of the car, including ,sadly, after the first ninety nine cars, modification of the covered headlights which became illegal in Italy. The final Zagato version, the Supersport, produced 150 bhp, running on three bigger 40mm Webers, and was capable of over 210 kph.
Chassis # 1011 is a very special car. Delivered new to Italy, it was one of the first Pre - Series ninety nine Zagatos but fitted at the customer's request with a competition tune 2500cc 3C engine with three special Webers, perspex side and rear windows and competition seats. On acquisition of the car in 2010, Anthony decided to make significant improvements to the performance using only period Flaminia parts and technology. He bought from his friends of many years at Omicron Engineering a complete 2.8 litre Flaminia Supersport engine with the large 40mm carburettors and a Supersport transaxle with the later close ratios and tall final drive. After running the car for a while in this configuration, Anthony had the engine further improved by highly respected Jim Stokes Engineering in England who had rebuilt the Lancia D50 Grand Prix cars for Anthony and Guido Rosani. The result was most impressive - 180bhp and 191 lbs/foot torque with an almost flat torque curve from 2,500 to 5,000 rpm - the dyno print outs are available. In his 1961 road test of a Lancia factory experimental 3C 2500cc Flaminia Zagato, Bernard Cahier found that its acceleration times were nearly equal with those of an Aston Martin DB4 and Ferrari 250 GT up to 100 mph and that "......the Lancia's outstanding road handling, plus terrific torque down low, would make these cars work very hard indeed to keep up with it. " And with the bigger and improved 2.8 litre engine and much more power and torque, the performance is even more impressive than it was on the factory experimental car which Bernard Cahier tested. The complete original 2500cc 3C engine and transaxle are included in the sale.
With long distance rallies in mind, an extra 15 litre fuel tank and twin Facit electric fuel pumps have been fitted. In the last 10 years, Anthony and his wife, Anna, have used and enjoyed the car on rallies in Chile and Argentina, Scotland, Italy, France and Switzerland. It has been completely reliable and docile and well mannered to drive. It is the ultimate Flaminia for ordinary road or competition use, capable of remarkable performances.
Stayton-Jordan covered Bridge - Built 1998 replacing Jordan Bridge after a fire in 1994, Scio, Oregon
Replacing an earlier scanned slide with a better version 01-Sep-15, plus Topaz DeNoise AI 22-Sep-22.
This is the livery that BEA (British European Airways) originally operated their One-Elevens in. This was because there were 2 Germany's, East & West. East Germany would not allow West German airlines to fly to West Berlin. Only British, French or American airlines were permitted to use the 3 corridors into West Berlin. Pan-Am and BEA used the downtown airport at Tempelhof. Air France operated Caravelle's, however they didn't have the performance to operate on Tempelhof's short runways and had to operate into the more distant airport at Tegel. In Spring 1969 Air France formed a joint venture with BEA using BEA's aircraft. BEA's One-Elevens had their tails repainted, removing the BEA logo and replacing it with 'Super one-eleven' titles. The joint venture lasted until Autumn 1972.
Politics.....
G-AVMY was delivered to BEA British European Airways in Aug-69. BEA was merged with BOAC British Overseas Airways Corporation to form British Airways in Jul-74. G-AVMY continued in service until BA retired it at Bournemouth in Jan-92.
It was due to be sold to Okada Air, Nigeria, as 5N-OSA but the sale was cancelled. It was sold to European Aviation in May-93 and later leased to a subsidiary company, European Air Charter, in Jun-95.
It was wet-leased to SABENA Belgian World Airlines over the Christmas/New Year peak in Dec-95/Jan-96 and again to cover the Easter peak period in Mar-96.
It was leased to AB Airlines (formerly Air Belfast & Air Bristol), in Oct-97, returning to European Air Charter 2 months later in Dec-97. It was finally retired at Bournemouth in Aug-00 and eventually broken up there in 2003.
replaced my asics nimbus with saucony progrid ride. can't quite believe the colour scheme. effing mint green laces!
to good times though, my ugly new friends. oh, the place we'll run.
Following Governor Nathan Deal’s appointment of State Sen. Jim Butterworth as the new Adjutant General of Georgia to replace retiring Maj. Gen. William T. Nesbitt, Gen. Butterworth is meeting with current senior leaders of the organization to receive briefs on ongoing operations, missions, challenges and goals.
Pictured here, Maj. Gen. Jim Butterworth (Center), Georgia's incoming Adjutant General, and Russell Carlson, the new Deputy Adjutant General (center right), receive a briefing from (left to right) Col. Peter VanAmburg, Georgia Army Guard chief of staff; Chief Warrant Officer 5 Paul Huber, Georgia Army Guard command chief warrant officer; Maj. Gen. Maria L. Britt, Georgia Army Guard Commander; retired Col. (Ret.) Don Venn, assistant adjutant general-operations; and Col. Tom Blackstock, Georgia Army Guard operations and training officer.
Butterworth has also assembled a Transition Team to facilitate the education, establishment of relationships, and policy review necessary to ensure a smooth transition of responsibility for the Georgia Department of Defense.
The Transition Team met for the first time Sept. 14 at Clay National Guard Center in Marietta to begin preparing the incoming Adjutant General for the Sept. 30 Change of Responsibility ceremony.
"I consider the opportunity to lead the Guard a deep honor and a privilege," said Gen. Butterworth. "I deeply respect each and every one of you, and I want you to know that I will work every day to serve you and the Georgia Guard."
General Butterworth gave his initial intent and direction to the assembled Air and Army Guard leaders, and received briefings from them on operations, budgetary, and personnel matters necessary to keep moving through the transition.
“Assembling this team of Air, Army and Joint leaders has provided an opportunity for a world-class orientation of our new TAG to the organization,” said Col. Peter VanAmburgh, the Georgia Army National Guard Chief of Staff.
The Transition Team will continue to meet in preparation for the the Change of Responsibility ceremony to be held at the Clay National Guard Center Sept. 30, 2011.
The Cathedral Church of Christ, Blessed Mary the Virgin and St Cuthbert of Durham, usually known as Durham Cathedral and home of the Shrine of St Cuthbert, is a cathedral in the city of Durham, England, the seat of the Anglican Bishop of Durham. The bishopric dates from 995, with the present cathedral being founded in AD 1093. The cathedral is regarded as one of the finest examples of Norman architecture and has been designated a UNESCO World Heritage Site along with nearby Durham Castle, which faces it across Palace Green.
The present cathedral replaced the 10th century "White Church", built as part of a monastic foundation to house the shrine of Saint Cuthbert of Lindisfarne. The treasures of Durham Cathedral include relics of St Cuthbert, the head of St Oswald of Northumbria and the remains of the Venerable Bede. In addition, its Library contains one of the most complete sets of early printed books in England, the pre-Dissolution monastic accounts, and three copies of the Magna Carta.
Durham Cathedral occupies a strategic position on a promontory high above the River Wear. From 1080 until the 19th century the bishopric enjoyed the powers of a Bishop Palatine, having military as well as religious leadership and power. Durham Castle was built as the residence for the Bishop of Durham. The seat of the Bishop of Durham is the fourth most significant in the Church of England hierarchy, and he stands at the right hand of the monarch at coronations. Signposts for the modern day County Durham are subtitled "Land of the Prince Bishops."
There are daily Church of England services at the cathedral, with the Durham Cathedral Choir singing daily except Mondays and when the choir is on holiday. The cathedral is a major tourist attraction within the region, the central tower of 217 feet (66 m) giving views of Durham and the surrounding area.
+++ 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 G.91Y was an increased-performance version of the Fiat G.91 funded by the Italian government. Based on the G.91T two-seat trainer variant, the single Bristol Orpheus turbojet engine of this aircraft was replaced by two afterburning General Electric J85 turbojets which increased thrust by 60% over the single-engine variant. Structural modifications to reduce airframe weight increased performance further and an additional fuel tank occupying the space of the G.91T's rear seat provided extra range. Combat manoeuvrability was improved with the addition of automatic leading edge slats. The avionics equipment of the G.91Y was considerably upgraded with many of the American, British and Canadian systems being license-manufactured in Italy.
Flight testing of three pre-production aircraft was successful, with one aircraft reaching a maximum speed of Mach 0.98. Airframe buffeting was noted and was rectified in production aircraft by raising the position of the tailplane slightly.
An initial order of 55 aircraft for the Italian Air Force was completed by Fiat in March 1971, by which time the company had changed its name to Aeritalia (from 1969, when Fiat aviazione joined the Aerfer). The order was increased to 75 aircraft with 67 eventually being delivered. In fact, the development of the new G.91Y was quite long, and the first order was for about 20 pre-series examples that followed the two prototypes. The first pre-series 'Yankee' (the nickname of the new aircraft) flew in July 1968.
AMI (Italian Air Force) placed orders for two batches, 35 fighters followed by another 20, later cut to ten. The last one was delivered around mid 1976, so the total was two prototypes, 20 pre-series and 45 series aircraft. No immediate export success followed, though, and the Italian G.91Ys’ service lasted until the early '90s as attack/recce machines, both over ground and sea, until the AMX replaced them until 1994.
However, upon retirement some G.91Ys were still in good condition and the airframes had still some considerable flight hours left, so that about thirty revamped aircraft were put up for sale from 1992 onwards. At the same time, Poland was undergoing a dramatic political change. After the dissolution of the Soviet Union the Eastern European country immediately turned its political attention westward, including the prospects of joining NATO. The withdrawal of Russian forces based in Poland and partly obsolete military equipment of the Polish forces themselves led to a procurement process from 1991 onwards, which, among others, included a replacement for the Polish MiG-17 (domestic Lim-5, Lim-6 and Lim-6bis types), which had been operated by both Polish air force and navy since the late Sixties, primarily as fighter bombers in their late career, but also for reconnaissance tasks.
The G.91Y appeared, even though a vintage design, to be a suitable replacement option, since its performance envelope and the equipment outfit with three cameras in the nose made it a perfect package – and the price tag was not big, either. Especially the Polish Navy showed much interest, and after 10 months of negotiations Poland eventually bought 22 G.91Y from Italy, plus five G.91T two-seaters for conversion training, which were delivered between June 1993 and April 1994.
For the new operator the machines only underwent minor modifications. The biggest change was the addition of wirings and avionics for typical Polish Air Force ordnance, like indigenous MARS-2 pods for 16 unguided 57mm S-5 missiles, iron bombs of Russian origin of up to 500 kg (1.100 lb) caliber, SUU-23-2 gun pods as well as R-3 and R-60 missiles (which were very similar to the Western AIM-9 Sidewinder and actually date back to re-engineered specimen obtained by the USSR during the Korea war!). All machines were concentrated at Gdynia-Babie Doły in a newly founded, dedicated fighter bomber of the 1 Naval Aviation Squadron, which also operated MiG-21 fighters and PZL Iskra trainers. The Polish G.91Ys, nicknamed “Polski Fiat” by their crews (due to their compact size and overall simplicity, in reminiscence of the very popular, locally license-built Fiat 126), not only replaced the vintage MiG-17 types and some Polish Navy MiG-21 fighters, but also the handful of MiG-15UTI trainer veterans which were still used by the Polish Navy for observation duties over the Baltic Sea.
When Poland joined NATO on 12 March 1999, the G.91Ys (18 were still in service, plus all five trainers) received another major overhaul, a new low-visibility paint scheme, and they were updated with avionics that ensured inter-operability with other NATO forces, e .g. a GPS positioning sensor in a small, dorsal hump fairing. In 2006, when deliveries of 48 F-16C/D fighters to Poland started, the G.91Ys were to be retired within 12 months. But problems with the F-16s’ operability kept the G.91Y fleet active until 2011, when all aircraft were grounded and quickly scrapped.
General characteristics:
Crew: one
Length: 11.67 m (38 ft 3.5 in)
Wingspan: 9.01 m (29 ft 6.5 in)
Height: 4.43 m (14 ft 6.3 in)
Wing area: 18.13 m² (195.149 ft²)
Empty weight: 3,900 kg (8,598 lb)
Loaded weight: 7,800 kg (17,196 lb)
Max. takeoff weight: 8,700 kg (19,180 lb)
Powerplant:
2× General Electric J85-GE-13A turbojets, 18.15 kN (4,080 lbf) each
Performance:
Maximum speed: 1,110 km/h (600 kn, 690 mph, Mach 0.95) at 10,000 m (33,000 ft)
Range: 1,150 km (621 nmi, 715 mi)
Max. ferry range with drop tanks: 3,400 km (2,110 mls)
Service ceiling: 12,500 m (41,000 ft)
Rate of climb: 86.36 m/s (17,000 ft/min)
Wing loading: 480 kg/m² (98.3 lb/ft² (maximum)
Thrust/weight: 0.47 at maximum loading
Armament:
2× 30 mm (1.18 in) DEFA cannons with 120 RPG
4× under-wing pylon stations with a capacity of 1,814 kg (4,000 lb)
The kit and its assembly:
This whiffy Yankee Gina was inspired by a profile that had popped up during WWW picture search a while ago. Tracking it back, I found it to be artwork created and posted at DeviantArt by user “Jeremak-J”, depicting a G.91Y in polish markings and sporting a two-tone grey camouflage with light blue undersides and a medium waterline. I found the idea bizarre, but attractive, and, after some research, I found a small historic slot that might have made this “combo” possible.
When I recently delved through my (growing…) kit pile I came across a Matchbox G.91Y in a squashed box and with a cracked canopy – and decided to use that kit for a personal Polish variant.
The Matchbox G.91Y bears light and shadow galore. While it is IIRC the only IP kit of this aircraft, it comes with some problem areas. The fit of any major kit component is mediocre and the cockpit tub with an integral seat-thing is …unique. But the overall shape is IMHO quite good – a typical, simple Matchbox kit with a mix of (very fine) raised and engraved panel lines.
The OOB canopy could not be saved, but I was lucky to find a replacement part in the spares box – probably left over from the first G.91Y I built in the early Eighties. While the donor part had to be stripped from paint and was quite yellowed from age, it saved the kit.
It was built almost OOB, since major changes would not make sense in the context of my background story of a cheap 2nd hand purchase for an air force on a lean budget. I just added some details to the cockpit and changed the ordnance, using missile pods and iron bombs of Soviet origin (from a Kangnam/Revell Yak-38).
The exhausts were drilled open, because OOB these are just blank covers, only 0.5 mm deep! Inside, some afterburners were simulated (actually main wheels from an Arii 1:100 VF-1).
The flaps were lowered and extended, which is easy to realize on this kit.
The clumsy, molded guns were cut away, to be later replaced with free-standing, hollow steel needles.
In order to add some more exterior detail I also scratched the thin protector frames around the nozzles with thin wire.
Since the replacement canopy looked quite old and brittle, I did not dare cutting the clear part in two, so that the cockpit remained closed, despite the effort put into the interior.
A personal extra is the pair of chaff/flare dispensers on the rear fuselage, reminiscent of Su-22 installations.
Painting and markings:
The inspiring profile was nice, but I found it to be a bit fishy. The depicted tactical code format would IMHO not be plausible for the aircraft’s intended era, and roundels on the fuselage flanks would also long have gone in the Nineties. Therefore, I rather looked at real world benchmarks from the appropriate time frame for my Polish Gina’s livery, even though I wanted to stay true to the artist’s original concept, too.
One direction to add more plausibility was the scheme that Polish Su-22 fighter bombers received during their MLU, changing the typical tactical camouflage in up to four hues of green and brown into a much more subdued two tone grey livery with lighter, bluish-grey undersides, combined with toned-down markings like tactical codes in white outlines only. Some late MiG-21s also received this type of livery, and at least one Polish Fishbed instructional airframe received white low-viz national insignia.
For the paint scheme itself I used the MiG-21 pattern as benchmark (found in the Planes & Pilots MiG-21 book) and adapted it to the G.91Y as good as possible. The tones were a little difficult to define – some painting instructions recommend FS 36118 (US Gunship Grey) for the dark upper grey tone, but this is IMHO much too murky. Esp. on the Su-22s, the two upper greys show only little contrast, and the lower grey does not stand out much against the upper tones, either. On the other side, I found a picture of a real-life MiG-21U trainer in the new grey scheme, and the contrast between the grey on the upper surfaces appeared much stronger, with the light grey even having a brownish hue. Hmpf.
As a compromise I settled for FS 36173 (F-15E Dark Grey) and 36414 (Flint Grey). For the undersides I went for FS 35414 (Blue Green), which comes close to the typical Soviet underside blue, but it is brighter.
After basic painting, the kit received a light black ink wash and subtle post-shading, mostly in order to emphasize single panels, less for a true weathering effect.
The cockpit was painted in Dark Gull Grey (Humbrol 140), with a light blue dashboard and a black ejection seat. The OOB pilot was used and received an olive drab suit with a light grey helmet, modern and toned down like the aircraft itself. The landing gear as well as the air intake interior were painted in different shades of aluminum.
The decals were, as so often, puzzled together from various sources. The interesting, white-only Polish roundels come from a Mistercraft MiG-21. I also added them to the upper wing surfaces – this is AFAIK not correct, but without them I found the model to look rather bleak. Under the wings, full color insignia were used, though. The English language “Navy” markings on the fuselage might appear odd, but late MiG-21s in Polish Navy service actually had this operator designation added to their spines!
The typical, tactical four-digit code consists of markings for Italian Tornados, taken from two different Italeri sheets. The squadron emblem on the fin came from a Mistercraft Su-22, IIRC.
Most stencils were taken from the OOB sheet, some of them were replaced with white alternatives, though, in order to keep a consistent overall low-viz look.
Finally the kit was sealed with matt acrylic varnish.
An interesting result. Even though this Polish Gina is purely fictional, the model looks surprisingly convincing, and the grey low-viz livery actually suits the G.91Y well.
Replacing an earlier scanned photo with a better version.
Delivered new to KLM Royal Dutch Airlines in Jul-68, it operated for 16 years until it was sold to a leasing company in Mar-84 and leased to Icelandair as TF-FLU. It returned to the lessor in Mar-89 as N820TC and was leased to Trans Continental Airlines two months later. It was returned to the lessor in Dec-90 and stored as N863E. It was converted to freight configuration in Apr-91 and leased to Southern World Airlines in Jul-91. They didn’t have it long and in Oct-91 it returned to the lessor and was leased to American International Airways (Kalitta!). It was re-registered N787AL in Aug-92 but returned to the lessor 2 months later and was immediately leased to ATI Air Transport International. It was re-registered N788AL in May-94 and continued in service with ATI. On return to the lessor in Feb-97 the aircraft was sold to Airborne Express and re-registered N828AX in Nov-97. Airborne Express were renamed ABX Air in Aug-03 and the aircraft continued in service until it was stored at Cincinnati (CVG), OH, USA in Dec-07 . It was sold in Jul-09 to Meridian Airways, Ghana, as 9G-AXC. Meridian Airways ceased operations in 2010.
Replacing an earlier scanned photo with a better version 03-Feb-21.
Operated on behalf of Air Alliance by Air Georgian, formerly operated for Canadian Regional and still in basic livery.
Fleet No: "957".
First flown with the Beechcraft/Raytheon test registration N23164, this aircraft was delivered to Air Georgian as C-GORA in Oct-98 and operated on behalf of Canadian Regional. It was returned to Air Georgian in early May-00 and operated on behalf of Air Alliance operating on behalf of Air Canada. Operations continued with Air Canada Regional, Air Canada Jazz and Air Canada Express. It was returned to Air Georgian in late 2018 and was stored in Jan-19. It returned to operation with Air Georgian at some point, in basic Air Canada 'toothpaste' livery without titles or logo. It was noted stored at Toronto in early 2020. Air Georgian ceased operations in May-20 and it's assets were sold to a new company, Pivot Airlines, which co-incidentally happens to have the same Management personnel as Air Georgian. It was stored at Sault Ste. Marie, Canada in Jul-20. Updated Feb-21.
Replacing an earlier scanned slide with a better version, plus Topaz DeNoise AI 05-Aug-23.
Taken on a dark, wet morning in May!
This aircraft was delivered to ANA Australian National Airways in Oct-56 as VH-INT. Australian National were merged with Ansett Airlines in Oct-57 to form Ansett ANA.
In Dec-66 the aircraft was sold to Trans-Union Airlines as F-BOEV. It was sold to Europe Aero Service in Sep-71 and sold again to Transportes Aeriens Reunis in Jun-73.
In 1975 it was sold Delta Air Transport, Belgium, as OO-VFG. They kept it until Mar-78 when it was sold to 'R. Korastinsky' as N9383A. In May-78 it became EC-DCK with Aerotransporte de Espana and was briefly wet-leased to Nigerian Trade Wings.
With Aerotransporte it became a freighter and although many windows were blanked it never received a main-deck cargo door. It was stored at Alverca, Portugal, in Sep-79.
A year later it was sold to Lukum Air Services as 9Q-CCM. Sold to Kinair Cargo in 1983, it was stored at Kinshasa, Zaire, in 1986. As far as I'm aware it never flew again. It was sold to Transair Cargo in 1995. They were renamed TAC Air Services in Jun-98. It was eventually broken up at Kinshasa.
Replacing an earlier scanned 6"x4" print with a better version 22-Mar-22 (DeNoise AI).
This aircraft was delivered to AWAS Ansett Worldwide Aviation Services and leased to Royal Brunei Airlines as V8-RBF in Feb-92. It was wet-leased to Vietnam Airlines in Apr-96 (although it's still in full Royal Brunei livery in this photo taken in Jun-96!) and returned to Royal Brunei in Jan-98.
It was returned to the lessor in Aug-11 and fitted with blended winglets before being sold to Aerosvit (Ukraine) as UR-AAI later the same month. Aerosvit ceased operations in Feb-13 and the aircraft was stored at Kiev-Borispil, Ukraine.
It was bought by Ukraine International Airways in Jul-13 and after maintenance and painting at Budapest (Hungary), it was re-registered UR-GEB before entering service in Oct-13. The aircraft was permanently retired at Kiev-Borispil, Ukraine in Oct-19. Updated 22-Mar-22.