Replacing an earlier scanned 6"x4" print with a slightly better version 08-Jun-19.

 

Named: "Snoopy".

 

This aircraft was delivered to Western Airlines as N909WA in May-78. Western was merged into Delta Air Lines in Apr-87. The aircraft was sold to UAS and leased to Scanair (charter subsidiary of SAS) in Jun-88. It was sub-leased to American Airlines the following day and returned to Scanair in Nov-88.

 

The aircraft was re-registered SE-DHY in Feb-89. It was wet-leased to Sun Country Airlines in Nov-94. While it was with Sun Country, Scanair was merged with Conair Scandinavia (registered in Denmark) to form Premair in Jan-94 and the aircraft returned to Premiair in Apr-94.

 

In late 1994 Premiair's Tour Operator owner was bought by the UK's Airtours Group. The aircraft was re-registered OY-CNY in May-95. In 1996 Premiair's aircraft were repainted in the Airtours Group livery although the Premiair name was retained.

 

In Oct-00 the aircraft was transferred to Airtours International Airways as G-TDTW (it was originally to have been registered G-PRMJ but that wasn't taken up). In May-02 Airtours International was renamed MyTravel Airways. The DC-10's were retired at the end of the 2003 summer season and this aircraft was initially stored at Exeter, UK in Oct-03.

 

It was moved to Kemble, UK in Jan-04 to be broken up. However, it was sold to Aircraft Investment Inc in Mar-04 and remained stored until it was sold (with two sister ships) to Executive Aerospace and registered in Swaziland as 3D-MRQ.

 

It was sold to Interlink Airlines in Jan-05 and ferried to Johannesburg, South Africa where it was stored again. In Jan-06 the aircraft was sold to Global Aviation Investments (Pty) Ltd as ZS-GAW. It remained stored at Johannesburg for another nine years, in faded basic Airtours livery, until it was broken up there in 2015. The registration was cancelled in Jun-15.

Replacing an earlier digital photo with a better version 26-Dec-19, plus Topaz DeNoise AI 01-Mar-25.

 

Now with the web address added.

 

This aircraft was delivered to Air-Berlin as D-ABAL in Jun-96. It was sold to a lessor on delivery and leased back to Air Berlin. The aircraft was returned to the lessor in Oct-06 and leased to Bluebird Cargo as TF-BBB in Nov-06.

 

It was stored at Keflavik, Iceland until the end of Dec-06 when it ferried to Xiamen, China for freighter conversion with a main-deck cargo door. The conversion was completed in Mar-07.

 

Bluebird returned the aircraft to the lessor as N212BF in Dec-08 and it was leased to China Postal Airlines as B-2891 a few days later. Current, updated 01-Mar-25.

Replacing an earlier scanned slide with a better version 16-Dec-15.

 

Taken on a very dark, wet & misty day at Manchester.

 

Delivered to SABENA Belgian World Airlines in Apr-74 as OO-SDA, the aircraft was leased to Luxair in Jan-88 as LX-LGN and returned to SABENA as OO-SDA in Jan-92. It was leased to SABENA subsidiary, Sobelair, in Mar-92. Sobelair briefly sub-leased it to TransMed Airlines Dec-93/Jan-94 and it was returned to SABENA in Oct-95. However, it was leased to Sobelair again from Jun/Aug-96. The aircraft was sold to European Aviation (UK) in May-98 and leased back to SABENA. It was returned to European Aviation in Mar-99. The following day it was leased to West Aero as F-GVAC and immediately sub-leased to Aigle Azur Airlines. It was returned to West Aero in Mar-02 and was stored at Perpignan, France in Apr-03 before being returned to European Aviation in Jul-03 as G-GPFI. The same day, it was sold to another European Aviation company, European Skybus, and leased to European Aviation Air Charter. It was returned to European Skybus in Jul-05 and on 01-Aug-05 it departed Bournemouth en-route to Australia where it was leased to another European Aviation start-up company, OzJet Airlines Pty Ltd. It was re-registered VH-OZQ in Sep-05. OzJet didn't do too well on Australian domestic services up against the might of QANTAS and Virgin Blue operating more modern equipment and in Mar-06 the aircraft was returned to European Skybus as G-GPFI and ferried back to Bournemouth the following month. In Jun-06 it returned to Australia and was again leased to OzJet, becoming VH-OZQ again in Jul-06. In Jan-07 it again returned to European Skybus as G-GPFI and returned to the UK. It was leased to European Aviation Air Charter in Apr-07 and operated still in basic OzJet livery. The company went into administration in Dec-08 and this aircraft was returned to European Skybus and stored at Bournemouth in Jan-09. It was subsequently broken up there in Jul-11.

The castle has been the seat of the Percy family since Norman times. By 1138 the original motte and bailey castle, with wooden buildings, was replaced with stone buildings and walls. In 1309 the keep and defences were made even stronger by Henry de Percy. The castle then stayed unchanged for 400 years. By the 18th century it had fallen into ruins. The keep however was then turned into a gothic style mansion by Robert Adam. In the 19th century the Duke of Northumberland carried out more restoration of the castle.

 

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ALNWICK CASTLE, THE CASTLE, STABLE COURT AND COVERED RIDING SCHOOL INCLUDING WEST WALL OF RIDING SCHOOL

  

Heritage Category: Listed Building

 

Grade: I

 

List Entry Number: 1371308

 

National Grid Reference: NU 18685 13574

  

Details

This list entry was subject to a Minor Amendment on 05/10/2011

 

NU 1813 NE 2/1 NU 1813 SE 1/1 20.2.52. 5330

 

Alnwick Castle The Castle, Stable Court and Covered Riding School including West Wall of Riding School

 

GV I

 

Alnwick Castle has work of every period on the line of the original motte and bailey plan. By 1138 a strong stone built border castle with a shell keep in place of the motte, formed the nucleus of the present castle with 2 baileys enclosing about 7 acres. The curtain walls and their square towers rest on early foundations and the inner gatehouse has round-headed arches with heavy chevron decoration. The Castle was greatly fortified after its purchase by Henry de Percy 1309 - the Barbican and Gatehouse, the semi-circular towers of the shell keep, the octagonal towers of the inner gateway and the strong towers of the curtain wall date from the early to mid C14. Ruinous by the C18, the 1st Duke had it rehabilitated and extended by James Prince and Robert Adam, the latter being mainly concerned with the interior decoration, very little of which remains except for fireplaces in the Housekeeper's and the Steward's Rooms and for inside the present Estates Office range. Capability Brown landscaped the grounds, filling in the former moat (formed by Bow Burn). The 4th Duke employed Anthony Salvin 1854-65 at the cost of £1/4 million to remove Adam's fanciful Gothic decoration, to restore a serious Gothic air to the exterior and to redesign the state rooms in an imposing grand Italian manner. The Castle is approached from Bailliff gate through the crenellated Barbican and Gatehouse (early C14): lion rampant (replica) over archway, projecting square side towers with corbelled upper parts, fortified passage over dry moat to vaulted gateway flanked by polygonal towers. Stone figures on crenellations here, on Aveners Tower, on Record Tower and on Inner Gateway were carved circa 1750-70 by Johnson of Stamfordham and probably reflect an earlier similar arrangement. In the Outer Bailey to the, north are the West Garrett (partly Norman), the Abbott's Tower (circa 1350) with a rib vaulted basement, and the Falconer's Tower (1856). To the south are the Aveners Tower [C18], the Clock Tower leading into the Stable Yard, the C18 office block, the Auditor's Tower (early Clk) and the Middle Gateway (circa 1309-15) leading to the Middle Bailey. The most prominent feature of the Castle on the west side is the very large Prudhoe Tower by Salvin and the polygonal apse of the chapel near to it. In the Middle Bailey, to the south are the Warders Tower (1856) with the lion gateway leading by a bridge to the grand stairs into the walled garden, the East Garrett and the Record Tower (C14, rebuilt 1885). In the curtain wall to the north are 2 blocked windows probably from an early C17 building now destroyed and the 'Bloody Gap', a piece of later walling possibly replacing a lost truer; next a small C14 watch tower (Hotspur's Seat); next the Constable's Tower, early C14 and unaltered with a gabled staircase turret; close by is the Postern Tower, early C14, also unaltered.'To the north-west of the Postern Tower is a large terrace made in the C18, rebuilt 1864-65, with some old cannon on it. The Keep is entered from the Octagon Towers (circa 1350) which have 13 heraldic shields below the parapet, besides the agotrop3ic figures, and a vaulted passage expanded from the Norman gateway (fragments of chevron on former outer arch are visible inside). The present arrangement of the inner ward is largely Salvin's work with a covered entrance with a projecting storey and lamp-bracket at the rear of the Prudhoe Tower and a corbelled corridor at 1st floor level on the east. Mediaeval draw well on the east wall, next to the original doorway to the keep, now a recess The keep, like the curtain walls, is largely mediaeval except for some C18 work on the interior on the west and for the Prudhoe Tower and the Chapel. The interior contrasts with the rugged mediaeval exterior with its sumptuous Renaissance decoration, largely by Italians - Montiroli, Nucci, Strazza, Mantavani and inspired from Italian sources. The chapel with its family gallery at the east end has 4 short rib vaulted bays and a shallow 3-light apse; side walls have mosaics, covered now with tapestry. The grand staircase With its groin vaulted ceiling leads to the Guard Chamber from which an ante-room leads west into the Library (in the Prudhoe Tower) and east into the Music Room (fireplace with Dacian captives by Nucci). Further on are the Red Drawing Room (caryatid fireplace by Nucci) and the Dining Room (ceiling design copied from St Lorenzo f.l.m. in Rome and fireplace with bacchante by Strazza and faun by Nucci). South of the Middle Gateway are Salvin's impressive Kitchen quarters where the oven was designed to burn a ton of coal per day. West of the Stable Courtyard, with C19 Guest Hall at the south end, is the C19 covered riding school, with stable to north of it, and with its west wall forming the east side of Narrowgate. The corner with Bailliffgate has an obtuse angled tower of 2 storeys, with a depressed ogee headed doorway from the street, and merlons.

 

Listing NGR: NU1863413479

  

historicengland.org.uk/listing/the-list/list-entry/137130...

 

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ALNWICK CASTLE

 

Heritage Category: Park and Garden

 

Grade: I

 

List Entry Number: 1001041

 

National Grid Reference: NU1739315366, NU2254414560

  

Details

 

Extensive landscape parks and pleasure grounds developed from a series of medieval deer parks, around Alnwick Castle, the seat of the Percy family since the C14.

 

Between 1750 and 1786, a picturesque landscape park was developed for Hugh, first Duke of Northumberland, involving work by James Paine, Robert Adam, and the supervision of work by Lancelot Brown (1716-83) and his foremen Cornelius Griffin, Robson, and Biesley in the 1760-80s, working alongside James and Thomas Call, the Duke's gardeners. During the C19 each successive Duke contributed and elaborated on the expansive, planned estate landscape, within which the landscape park was extended. This was accompanied by extensive C19 garden works, including a walled, formal flower garden designed in the early C19 by John Hay (1758-1836), and remodelled mid C19 by William Andrews Nesfield (1793-1881).

 

NOTE This entry is a summary. Because of the complexity of this site, the standard Register entry format would convey neither an adequate description nor a satisfactory account of the development of the landscape. The user is advised to consult the references given below for more detailed accounts. Many Listed Buildings exist within the site, not all of which have been here referred to. Descriptions of these are to be found in the List of Buildings of Special Architectural or Historic Interest produced by the Department of Culture, Media and Sport.

 

HISTORIC DEVELOPMENT

 

In the C13, Hulne Park, West Park, and Cawledge were imparked within the Forest of Alnwick. Hulne Park lay to the north-west of Alnwick Castle and Cawledge to the south and south-east. By the late Middle Ages, Hulne Park extended to 4000 acres (c 1620ha) enclosed by some 13 miles (c 21km) of wall. It was stocked with some 1000 fallow deer and a tower at Hulne Priory served as a hunting lodge. The parks formed the basis of Alnwick Park, landscaped by Sir Hugh Smithson (1714-86) who in 1750 became Earl of Northumberland, inheriting his father-in-law's northern estates. Prior to this, from 1748 he and his wife, Elizabeth Seymour (1716-76), had lived at Stanwick, Yorkshire (qv) and at Syon Park, London (qv), where they had already established a reputation for gardening, attested by Philip Miller's dedication, in 1751, of his Gardener's Dictionary to the Earl.

 

Together they embarked on an ambitious scheme to restore the Castle, develop the grounds and estate, and restore the Percy family traditions and identity at Alnwick. Those employed at Alnwick were also involved elsewhere on the Northumberland estates: James Paine, architect at Syon House, Daniel Garrett, architect at Northumberland House, the Strand (1750-3), Robert Adam, architect at Syon (1762-9), Lancelot Brown, landscape architect at Syon Park (1754-72).

 

In 1751, Thomas Call (1717-82), who had been the Earl's gardener at Stanwick, prepared a scheme for the parklands and pleasure grounds, including a plan for Brizlee Hill (the south part of Hulne Park). Call and his relation James, working at Alnwick by 1756, were responsible for the development of Hulne Park over twenty years. The date and extent of Lancelot Brown's involvement at Alnwick is uncertain, although his foremen Griffin, Robson, and Biesley worked at Alnwick with teams of men between 1771and 1781 and records shown that they also worked alongside Call and his men (in 1773 for example, Call had a team of sixty men and Biesley one of seventy-eight).

  

Hulne Park was developed as a picturesque pleasure ground with extensive rides, follies, and the enhancement of natural features. A characteristic of the Duke's scheme was his recognition of antiquarian sites within the landscape, which were embellished. Thus in 1755, Hulne Priory was purchased to become the focal point of Hulne Park. A garden was made within the cloister walls and, from c 1763, the priory became the gamekeeper's residence, with a menagerie of gold and silver pheasants. Statues of friars cut by the mason Matthew Mills were set in the landscape. In 1774, a medieval commemorative cross to Malcolm Canmore (listed grade II), situated at the northern entrance to the North Demesne, was restored.

 

Following the Duchess' death in 1776, the Duke decorated all her favourite locations with buildings, some being ideas she had noted in her memoranda. Work also included other notes and ideas the Duchess had had, including the ruin at Ratcheugh Crag and some ninety-eight drives and incidents.

 

Plans for the parklands at the North Demesne, Denwick, and Ratcheugh Crags were developed in the late 1760s, although in the case of the North Demesne some parkland planting had been undertaken by 1760, and the major work undertaken in the early 1770s is that attributed to Brown, mainly on stylistic grounds.

 

During the C19, under the second Duke (1742-1817) the parks were extended, this including the purchase of Alnwick Abbey and part of its estate. The complex of drives was also extended and this was accompanied by extensive plantations, including the large Bunker Hill plantation central to the north area of Hulne Park, named to commemorate the Duke's action in 1775 in the War of American Independence. Most significantly, between 1806 and 1811, building centred on construction of a perimeter wall, defining the boundary of Hulne Park, and lodges and gateways at entrances to the parks. The carriage drives were extended, necessitating the construction of bridges over the River Aln. These schemes were implemented by estate workers, local masons, and David Stephenson, the Duke's architect.

 

As the Castle had no formal flower gardens, John Hay was commissioned between 1808 and 1812 to design pleasure gardens to the south-east of the Castle, linking it with a new walled garden at Barneyside, furnished with a range of hothouses, glasshouses, and pine pits. These were extended in the 1860s when Anthony Salvin, employed in the restoration of the Castle, built a gateway between the inner bailey and the pleasure gardens. Nesfield designed a scheme for the walled gardens to be developed as an ornamental flower and fruit garden, with a large central pool, conservatory, and a series of broad terraces and parterres. The Alnwick scheme can be compared to Nesfield's in the precincts of Arundel Castle, West Sussex (qv), in 1845.

 

Alnwick Castle, parks and estate remain (2000) in private ownership, the latest significant developments being the replanting and restoration of the North Demesne (1990s) and plans to completely remodel the walled garden.

 

SUMMARY DESCRIPTION

 

Alnwick Castle parks cover a tract of countryside encircling Alnwick town on its west, north, north-east, and south sides. The land is a mixture of contrasting landscape types, with high heather moorland and the rough crags of the Northumbrian Sandstone Hills sweeping down to the improved pasture lands along the wooded Aln valley. The parks exploit the boundaries of these distinctive landforms where the rugged moorland gives way to the pastoral, rolling landscape of the Aln, on its route to the sea. In the west parklands the river is confined between hills, and in places has incised deep, narrow valleys while in the east the landscape is more open.

 

The registered area of 1300ha is bounded on its north-east side by the Hulne Park wall, west of the Bewick to Alnwick Road (B6346). The west side of the area here registered follows field boundaries to the west of Shipley Burn, starting at Shipley Bridge, and then turns south-west at a point c 1km south of the bridge. It then runs for south-west for c 2.3km, to the west of Hulne Park, before crossing the River Aln and running parallel to Moorlaw Dean for c 1.2km, on the west side of the burn. The southern area is defined by Hulne Park wall running around the south point of Brizlee Wood then in a line due east, south of Cloudy Crags drive, to cross the Stocking Burn and reach Forest Lodge. The boundary then defines the north-western extent of Alnwick town and, crossing the Canongate Bridge, the southernmost extent of the Dairy Grounds.

 

To the east of the Castle the registered area takes in the entire North Demesne bounded on its north by Long Plantation, a perimeter belt which lies on the south side of Smiley Lane and then extends eastwards to meet the junction of the B1340 and A1 trunk road. The A1 has effectively cut through the North Demesne from north to south and, although physically divorcing the two areas, they are still visually conjoined. Defined on its north side within the hamlet of Denwick by tree belts, the park extends eastwards for 1km before cutting across southwards to meet the River Aln at Lough House. This latter stretch is bounded by a perimeter belt. The south boundary of the North Demesne follows the river in part, before meeting the Alnwick to Denwick road (B1340). To the south, the Castle gardens are delimited from the town by property boundaries along Bondgate. An outlying area of designed landscape at Ratcheugh is also included.

 

A complex series of drives is laid throughout the parks, particularly in Hulne Park. A series of thirty standing stones stand at the beginning of the drives or where they converge. These are inscribed with the names of the drives and act as signposts.

 

Alnwick Castle (1134 onwards, c 1750-68 by James Paine and Robert Adam, 1854-6 by Anthony Salvin, listed grade I) lies on the high ground on the south side of the Aln valley, commanding views to the north, east, and west. To the south is Alnwick town but the landscape is designed so that the town is not in view of the Castle. The principal views from the Castle lie over the North Demesne.

 

The North Demesne originally included Denwick Park (they have now been divided by the A1 road), and together these 265ha form the core parkland designed by Brown. Perimeter tree belts define the park, and clumps and scatters of specimen trees ornament the ground plan. The Aln has been dammed to give the appearance of an extensive, natural serpentine lake, with bridges as focal points: the Lion Bridge (John Adam 1773, listed grade I) and Denwick Bridge (1766, probably also by Adam, listed grade I). A programme of replanting and restoration of the North Demesne is under way (late 1990s).

 

The medieval deer park of Hulne extended to the north of the Shipley Road (outside the area here registered). Hulne Park is now 1020ha and is in agricultural and forestry use. The principal entrance from Alnwick town is Forest Lodge, the only extant part of Alnwick Abbey. Hulne Park is completely enclosed by an early C19 perimeter wall, c 3m high with shaped stone coping and buttresses every 20m. Nearly 5km of wall lies alongside roads, 5km across fields, and 5km defines perimeter woodland and moorland from the enclosed park.

 

The park design consists of a series of oval-shaped enclosures, defined by tree belts vital for shelter. The highest point is in the west area of the park, from where there are long-distance views east to the sea. The River Aln winds its way through the park via a series of contrasting steep valleys and flatter lands. The valleys are emphasised by planting on the upper slopes, while the lower areas are encircled with designed plantations to emphasise the river's meanders and ox-bow lakes.

 

Picturesque incidents survive at Nine Year Aud Hole, where the statue of a hermit (late C18, listed grade II) stands at the entrance to a natural cave along Cave Drive, and at Long Stone, a monolith standing high on the west side of Brizlee Hill, with panoramic views over Hulne Park to the north-west. The picturesque highlight is Hulne Priory (original medieval buildings, C18 alterations and enhancements, all listed grade I), which includes a summerhouse designed by Robert Adam (1778-80, listed grade I) and statues of praying friars erected in the Chapter House (late C18). The Priory's picturesque qualities are well appreciated from Brizlee Tower (Robert Adam, listed grade I), built in 1781 to commemorate the creation of the Alnwick parks by the first Duke and Duchess, a Latin inscription stating:

 

Circumspice! Ego omnia ista sum dimensus; Mei sunt ordines, Mea descriptio Multae etiam istarum arborum Mea manu sunt satae. [Look about you. I have measured all these things; they are my orders; it is my planning; many of these trees have been planted by my own hand.]

 

Brizlee is sited on a high point which can be seen in views north-west from the Castle, mirroring views north-east to the 'Observatory' on Ratcheugh Crag, a sham ruined castle sited as an eyecatcher on high ground and built by John Bell of Durham in 1784 (plans to further elaborate it were designed by Robert Adam).

 

Another principal feature of Hulne Park is a series of regular, walled enclosures (the walls set in ditches with banks cast up inside the compounds) which line Farm Drive, the central road through the park, north-westwards from Moor Lodge. This functioned as the third Duke's menagerie, and is still pasture.

 

The 15ha Dairy Ground links Hulne Park and the North Demesne. It principally consists of the Aln valley north-west of the Castle, stretching between Canongate Bridge and Lion Bridge, laid out as pleasure gardens. Barbara's Bank and the Dark Walk are plantations laid out with walks on the steep slopes with a Curling Pond to the north of the Aln.

 

The walled garden of 3ha lies to the south-east of the Castle, reached by the remains of C19 pleasure gardens laid out on the slopes above Barneyside. After the Second World War use of the glasshouses ceased, and until recently (late 1990s) the Estate Forestry Department used it. The earthwork terraces and remnants of specimen planting of Nesfield's scheme survive.

 

REFERENCES

 

Note: There is a wealth of material about this site. The key references are cited below.

 

The Garden, 5 (1874), pp 100-1, 188; 20 (1881), pp 155-6 Gardeners' Chronicle, ii (1880), pp 523-4, 587; ii (1902), pp 273-4 J Horticulture and Cottage Gardener 15, (1887), pp 296-8 P Finch, History of Burley on the Hill (1901), p 330 Country Life, 65 (22 June 1929), pp 890-8; 66 (6 July 1929), pp 16-22; 174 (4 August 1983), p 275 D Stroud, Capability Brown (1975), pp 103-4 Garden History 9, (1981), pp 174-7 Capability Brown and the Northern Landscape, (Tyne & Wear County Council Museums 1983), pp 19, 22-3, 27, 42 Restoration Management Plan, Alnwick Castle, (Land Use Consultants 1996) C Shrimpton, Alnwick Castle, guidebook, (1999)

 

Description written: August 2000 Resgister Inspector: KC Edited: June 2003

  

historicengland.org.uk/listing/the-list/list-entry/100104...

 

See also:-

 

www.alnwickcastle.com/

 

en.m.wikipedia.org/wiki/Alnwick_Castle

 

Replacing an earlier scanned photo with a better version.

North chancel stained glass window designed by Glenn Carter, given by the Officers and Airmen of RAF Swanton Morley to celebrate the 50th anniversary of the Station in 1990.

This replaced stained glass recorded in 17c “On two of ye north Chancel windows are 2 persons kneeling in blue gowns but no arms or inscription.”

“On the south windows are some words in round pieces of glass. I believe J..hu Mcy and Lady Help.” . - Church of All Saints, Swanton Morley, Norfolk

 

Acrylic paint on papyrus mounted on canvas, 20x20cm.

.... Demolished 2019, replaced by townhouse condos

Replacing an earlier scanned photo with a better version 10-Apr-14.

 

Another weather diversion from the southern UK. What looks like a 'dent' in the upper fuselage just behind the flight deck is actually a shadow from one of the ramp lighting towers!

 

Originally delivered to QANTAS Australia as VH-ECA in Oct-77. Sold to a leasing company and leased to Air Canada in Jul-87, it was sub-leased back to QANTAS until Jan-88 when it joined Air Canada as C-GAGC. It was retired at Marana, AZ, USA, in Jan-99 and was still stored there awaiting the breakers axe in Mar-11.

Replacing an earlier digital photo with a better version 29-Jun-19.

 

Taken just a few months before the BKK airport code was transferred from Don Muang to the new Bangkok airport at Suvarnabhumi. Don Muang was re-coded DMK.

 

This aircraft was delivered to Condor Flugdienst as D-ABWE in Mar-88. It was leased to Lufthansa in Nov-90 and returned to Condor in Apr-91. It was converted to a 'Quick Change' (QC) aircraft with the addition of a main deck cargo door in Sep-93 and sold to Lufthansa Cargo Airlines the same month. The aircraft was withdrawn from service and stored at Berlin-Schoenfeld in Mar-02. It was returned to Lufthansa in Dec-02 and re-registered N837Y. It remained stored until Oct-03 when it was sold to Automatic Leasing. It was sold to Hainan Airlines (China) as B-5057 later that month and leased to Yangtze River Express the same day. The aircraft was sold to My Indo Airlines (Indonesia) as PK-MYZ in Mar-17 and sold to My Jet Xpress Airlines (Malaysia) as 9M-NEY in Aug-18. It's thought to be still operational. Updated (Jun-19).

Yesterday's dry bright day meant more trees could be planted in the Square in Goderich, Ontario to replace those damaged by the tornado on August 21, 2011. The link below is really interesting…people, some of whom cried with emotion, lined the streets to welcome the trees to their town.

 

huron.bulletnewscanada.ca/2012/11/10/trees-arrive-in-gode...

Replacing an earlier scanned photo with a better version, plus Topaz DeNoise AI 28-Nov-25.

 

Orange titles, left side, and additional Swiss Tour Operator logo's.

 

After Swissair ceased operations, Balair was bought out and renamed Belair (and it didn't cost much to repaint the aircraft, just a matter of changing the first 'a' to an 'e').

 

This aircraft was delivered to ILFC International Lease Finance Corporation and leased to Balair/CTA as HB-IHR in Apr-00. The aircraft was repossessed by ILFC at the end of Oct-01 and leased to new company Belair Airlines AG 2 days later.

 

In Nov-07 the airline was taken over by Air Berlin and the aircraft was repainted in full Air Berlin livery, operated by Belair. It was due to be re-registered D-ABPA but that wasn't taken up. The aircraft was returned to the lessor in Apr-10 and leased to Thomson Airways as G-OOBN the following month.

 

Blended winglets were added in Oct-10. Thomson Airways was renamed TUI Airways UK in Oct-17. The aircraft was withdrawn from service in Mar-20 and stored at Manchester (UK) due to the COVID-19 Pandemic.

 

It returned to service in late Jul-20 but was stored again in early Nov-20, this time at Birmingham, UK. It was returned to service in Jun-21 until early Oct-21 when it ferried to St. Athan, Wales, UK. All cabin equipment was removed prior to leased return and in preparation for freighter conversion.

 

The aircraft was ferried to Goodyear, AZ, USA and returned to AerCap in late Oct-21 for further storage. It was sold to Blackrock Leasing as N379BR in Dec-21 and was ferried to Xiamen, China in Feb-22 for freighter conversion.

 

Conversion was completed in Jul-22 and the aircraft was leased to CargoJet Airways, Canada as C-GCJS in Aug-22. Current, updated 28-Nov-25.

Replacing an an earlier digital photo (taken just 4 days earlier) 31-Oct-23.

 

Operated on behalf of Aer Lingus Regional by Emerald Airlines UK.

 

Named: "St. Murghal / Murghal".

 

History to follow

#304 is a museum car that operates over its original trackage. The AEFRE was an interurban line that operated between Aurora and Elgin. It's passenger rail service was replaced by buses in 1935 (today's PACE Bus routes #801 and #802 are descendants of that service). The segment between Coleman and South Elgin remained in use as diesel-powered freight railroad up until about 1971. Today's Fox River Trolley Museum operates over that line.

 

#304 made its way to the Trolleyville USA collection at Olmsted Township, OH. When that operation ceased, FRTM acquired the car.

Replacing an earlier digital photo with a better version 11-Dec-22.

 

Named: "Djerba" (in Arabic).

 

First flown in Sep-92 with the Airbus test registration F-WWIP, this aircraft was delivered to Tunisair as TS-IMF in Dec-92. The aircraft was withdrawn from use in Nov-22 and permanently retired at Tunis after 30 years in service. Updated 11-Dec-22.

As part of the current refurbishment, the windows have been replaced and photovoltaic panels placed on this the south-facing elevation.

 

Appleton Tower recladding: www.ed.ac.uk/projects-estates/current-projects/appleton-t...

 

Appleton Tower (1962-6) designed by Alan Reiach was the first of two projected phases of Science buildings (not realised as planned as some existing houses in George Square were retained). A slab block, it was the second of Basil Spence's University towers in his 1955 development plan for the area. The terrace on the north elevation was intended as the first stage of a podium intended to traverse Crichton Street, linking up with projected academic and amenity buildings. In addition to being a practising architect, Alan Reiach taught at Edinburgh College of Art.

 

The process of re-cladding the building was completed in 2017. Ths project also created a new rooftop enclosure, made alterations to the fenestration pattern, created a new east entrance and altered the boundary wall on Chapel Street. See Edinburgh City planning application 13/04874/FUL.

 

LDN Archtects' images: www.ldn.co.uk/projects/appleton_tower.php

 

Article by architectural historian Clive Fenton on the redevelopment of George Square: edit.ed.ac.uk/articles/issue/2/last-word/

 

CCG: c-c-g.co.uk/project/appleton-tower-edinburgh/

 

Appleton as originally constructed: flic.kr/p/a9yyAz

This replaced the R.G. Mitchell Mini Thomas the Tank Engine & Friends.

+++ DISCLAIMER +++

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

  

Some background:

The Gotha 146 was a fast reconnaissance aircraft that was used throughout WWII by the German Luftwaffe, and one of the results of a mutual technology exchange program with Japan. The Go 146 was actually a license-built, but modified variant of the excellent Mitsubishi Ki-46. The latter type's career started in late 1937, when the Imperial Japanese Army Air Force issued a specification to Mitsubishi for a long-range strategic reconnaissance aircraft to replace the Mitsubishi Ki-15. The specification demanded an endurance of six hours and sufficient speed to evade interception by any fighter in existence or development at that time, but otherwise did not constrain the design by a team led by Tomio Kubo.

 

The resulting design was a twin-engine, low-winged monoplane with a retractable tailwheel undercarriage. It had a small diameter oval fuselage with the pilot and observer situated in individual cockpits separated by a large fuel tank. The engines, two Mitsubishi Ha-26 radials, were housed in close-fitting cowlings to reduce drag and improve pilot view.

 

The first prototype aircraft, flew in November 1939 from the Mitsubishi factory at Kakamigahara, Gifu. Tests showed that the Ki-46 was underpowered and slower than required, only reaching 540 km/h (336 mph) rather than the specified 600 km/h (373 mph), but, otherwise, the aircraft tests were successful. As the type was still faster than the Army's latest fighter, the Nakajima Ki-43, as well as the Navy's new A6M2, an initial production batch was ordered. To solve the performance problems, Mitsubishi switched to Ha-102 engines, which were Ha-26s fitted with a two-stage supercharger, while increasing fuel capacity and reducing empty weight. This became the Ki-46-II, and this type was also demonstrated to German officials who immediately noticed its potential.

 

Knowing that the German Luftwaffe lacked this specialized, fast type of aircraft (German reconnaissance aircraft of that time were either slow artillery observation types, or variants of bombers or heavy fighters), the RLM immediately asked for a batch of airframe kits to adapt it to the European theatre and test its capabilities. Seven engine-less airframe kits were delivered to Germany in early 1940. In the meantime, with the help of blueprints and other documentations, an alternative engine installation had been devised: the “Germanized” aircraft was to be powered by liquid-cooled DB 601 engines, which delivered more power than the Ha-102 and offered improved aerodynamics, despite the necessity to add radiators under the outer wings. Many stock parts from the contemporary Messerschmitt Bf 110 heavy fighter were incorporated, so that the development time was very short, and the commonality of mechanical parts eased logistics and maintenance.

 

In May 1940 the first batch of the Gotha 146 A-0 pre-production aircraft (which had officially been described as a further development of a four seat, twin-engine transport aircraft from the 1930s to cloud its origins and mission) was ready. They were immediately transferred to the Western Front for field tests, and the specialized Go 146 became quickly popular among its crews. It was fast, agile and easy to fly – almost on par with state-of-the-art fighters like the Bf 109. During the test phase in summer 1940 the Go 146 proved to be slightly faster than its Japanese Ki-46 ancestor, and with a top speed of more than 375 mph (600 km/h) it was hard to intercept by any British or French fighter of the time. The results were so convincing that the type was ordered into serial production, and from October 1940 on the Go 146 A-1 was produced in limited numbers at the Gothaer Waggonfabrik in Thuringia. Even though production only ran at small scale, it was continuous, and the Go 146 was steadily developed further, including the change of the nose section that came with the Ki-46-III, stronger engines and an improved defensive armament.

 

This evolution led to the Go 146 B, which had the traditional stepped windshield replaced with a smooth, curved, glazed panel extended over the pilot's seat. It not only gave a more aerodynamic nose profile, the re-shaped nose also offered room for an extra fuel tank. The space between the two crewmen, connected with a crawl tunnel, held another fuel tank, the radio equipment (a Sprechfunkgerät FuG 16 ZY and a FuG 25a „Erstling“ IFF beacon), as well as a compartment for up to three cameras with several ventral windows, which could take Rb (“Reihenbildner” = serial picture device) 20/30, 50/30 and 75/30 devices that could be mounted in different combinations and angles as needed.

Power came now from a pair of new Daimler-Benz DB 603A liquid-cooled piston engines, which offered 1,290 kW (1,750 hp) each for take-off. Since the engine mounts had to be re-designed for the DB603s (the Go 146 A had used adapters to attach its shorter DB 601s to the original Ha-102 radials’ hardpoints), German engineers used the opportunity to redesign the complete engine nacelles. As a result, their diameter and “wet” surface was reduced, so much that the landing gear had to be modified, too. It now rotated 90° upon retraction, so that the main wheels were lying in shallow wells within the wing structure. Beyond better aerodynamics, structural measures saved almost 250 kg (550 lb).

 

Instead of the Go 146 A’s single 7.92 mm (.312 in) MG 17 machine gun in the observer's cabin, facing rearwards, the defensive armament was improved and consisted of a pair of 13 mm (0.51 in) MG 131 machine guns, firing rearward from FDSL 131/1B remotely-operated barbettes, one per side. This rather complex installation had become possible (and in part necessary) due to a center of gravity shift from the modified engines and their empennage. The weapons were aimed by the rear crewman through a periscope that covered both the upper and lower rear hemisphere. The control unit had a rotating transverse crossbar with a sideways-pivoting handgun-style grip and trigger at its center, "forked" at its forward pivoting end to fit around the crossbar, with the upper fork extended beyond the rotating crossbar to mount the gunsight. This unique aiming and control scheme rotated the crossbar axially, when the handgrip was elevated or depressed, to aim the guns vertically by rotating both turrets together, and a sideways movement of the handgrip would pivot either one of the guns outwards from the fuselage-mounted turrets for diagonal firing. The guns were electrically fired, and an electrical contact breaker prevented the gunner from shooting off the aircraft’s tailplane. When not in use, the guns would return to a neutral position that would allow to fire directly backwards with both guns.

Furthermore, plumbed hardpoints were added to the inner wings, just inside of the engines. These could carry a 300 l drop tank each for an extended range and loiter time. Single bombs of up to 250 kg or racks with four 50 kg bombs each were theoretically possible too, but the aircraft lacked any bomb aiming support. Crew protection was slightly improved, too, but the airframe was overall kept as light as possible. Despite these efforts, however, MTOW rose to 6,500 kg (14,317 lb), but this was still relatively light in comparison with the similar contemporary Me 410 multi-purpose aircraft, which weighed more than 9 tons and was powered by similar engines. Consequently, and thanks to its clean lines, the G 146 B had a top speed of almost 700 km/h (434 mph) at ideal altitude and the aircraft retained its excellent handling, even though its structure was rather fragile and could not take much stress and punishment.

 

Two versions of the Go 146 B were produced, steadily but only at a low rate because the aircraft received, due to its highly specialized role and limited offensive capabilities, only a low priority. The B-1 was the main variant and kept the A version’s standard wing, a total of 54 were produced between 1943 and 1945. Additionally, the B-2 was produced between late 1943 and early 1944 as a dedicated high altitude photo reconnaissance aircraft. This sub-variant had an extended wingspan of 16.00 m (52 ft 5 in) instead of the standard 14.70 m (48 ft 2¾ in) and an improved oxygen system, even though the cabin was not pressurized. Its maximum service ceiling was almost 12.000 m (39.305 ft), with a maximum speed of 415 mph (668 km/h), a cruise speed of 250 mph (400 km/h) and a range of 3,200 km (1,987 nmi). Only twelve of these machines were produced and put into service, primarily for flights over Southern Great Britain. When the Arado Ar 234 became available from September 1944 on, though, this new, jet-powered type immediately replaced the Go 146 B-2 because it offered even better performance. Therefore, the B-3, a planned version with a fully pressurized cabin and an even bigger wingspan of 19.00 m, never left the drawing board.

 

Furthermore, the RLM had idea to convert the fast Go 146 into a fighter amd even a night fighter in mid-1944 as the “C” series. But these plans were not executed because the light airframe could hardly be adapted to heavy weapons or equipment like a radar set, and it was unsuited for vigorous dogfighting. The type’s poor climbing rate made it ineffective as an interceptor, too. There were, nevertheless, tests with at least one Go 146 B-1 that carried four Werfer-Granate 21 rocket launchers under the outer wings, as a fast bomber interceptor esp. against the high-flying B-29, which was expected to appear over continental Europe soon. But this kind of weaponry never reached frontline units and the Go 146 was never operated as a fighter of any kind.

There were, however, other uses: in 1944 the Go 146 was enlisted as a fast liaison aircraft for the RLM (Ministry of Aviation) in Berlin. Stripped off of any armament and cameras and outfitted with two passenger seats in the rear cabin, at least one Go 146 B (with the confirmed registration “ST+ZA”, others in similar configuration may have existed, too) was operated by the RLM’s Zentralabteilung (central command) from Tempelhof airfield for top brass officials between Luftwaffe locations on German terrain. ST+ZA’s fate after January 1945 is uncertain, though.

  

Specifications:

Crew: two (pilot and observer)

Length: 11.00 m (36 ft 1 in)

Wingspan: 14.70 m (48 ft 2¾ in)

Height: 3.88 m (12 ft 8¾ in)

Wing area: 32.0 m² (344 ft²)

Empty weight: 3,830 kg (8,436 lb)

Loaded weight: 5,661 kg (12,480 lb)

Max. takeoff weight: 6,500 kg (14,317 lb)

 

Powerplant:

2× Daimler-Benz DB 603A V-12 inverted liquid-cooled piston engines, rated at:

- 1,290 kW (1,750 hp) each for take-off

- 1,360 kW (1,850 PS) at 2,100 m (6,890 ft)

- 1,195 kW (1,625 PS) at 5,700 m (18,700 ft)

- 1,162 kW (1580 PS) combat power at 2500 rpm at sea level

 

Performance:

Maximum speed: 695 km/h (377 knots, 430 mph) at 5,800 m (19,000 ft)

Cruise speed: 450 km/h (245 knots, 280 mph)

Range: 2,800 km (1,522 nmi, 1,740 mi) with internal fuel

Service ceiling: 11,250 m (36,850 ft)

Wing loading: 157.8 kg/m² (32.3 lb/ft²)

Climb rate: 14.7 m/sec (2,900 feet per minute)

Climb to 8,000 m (26,250 ft): 15 min 20 sec

 

Armament:

2× 13 mm (0.51 in) defensive MG 131 machine guns with 500 RPG,

each firing rearward from FDSL 131/1B remote-operated turret, one per side

2× underwing hardpoints under the inner wings for 250 kg (550 lb) each,

typically occupied by 300 l drop tanks

  

The kit and its assembly:

This is a déjà vu build: I already did a “Germanized” Ki-46 in 2015, it was an Airfix Ki-46-II outfitted with DB 601s from a Bf 110 as a pre-series Gotha Go 146 A-0, an aircraft that (naturally) never existed but appeared plausible, since German military hardware including aircraft had been evaluated by Japanese forces. And why should this exchange not have worked the other way around, too? However, as I built this modified Dinah for the first time, I already thought that the basic idea had more potential than just one model, and the streamlined Ki-46-III just lent itself for an updated, later version.

 

This B-2 variant of the Go 146 was based on the LS Models/ARII Ki-46-III. Like the Airfix kit (its molds are from 1965, and that’s just what the kit feels, looks and builds like…), it’s a rather vintage offering, but it is in many aspects markedly ahead, with fine surfaces, recessed details, 3D engines and clear parts that actually fit into their intended places. The LS Models kit’s 10 years less of age are recognizable, and there are three boxings around with different versions of the aircraft (a Ki-46-II, a -III and a trainer with a raised tutor cockpit), differing in small extra sprues for the respective fuselage parts, but they all share a common sprue with the clear parts for all three versions.

 

The Ki-46-III kit was taken OOB, with just some minor mods. The most obvious change concerns the engines: they were transplanted from a Bilek Me 210, together with the underwing radiators outside of the nacelles. The Me 210, even though it’s from 1997, is a rather mediocre model with some dubious solutions, therefore earmarked for a conversion and ready to donor some body parts… The engine switch was insofar easy because the Ki-46 kit comes with completely separate parts for the engines and their fairings which also contain the main landing gear wells.

Because of this “clean” basis I decided to cut the nacelles out from the Me 210 and attach them to the Ki-46 wings, so that the DB 603 engines would have perfect attachment points. While this was a bigger overall surgery stunt than on the earlier Airfix Dinah, this was easier than expected and resulted in a cleaner solution that also underlines the Ki-46’s clean and slender shape. The modified nacelles were much smaller than the Dinah’s, though. The main wheels were replaced with slightly smaller and narrower ones from the scrap box.

 

Inside of the cockpit, I implanted a dashboard. In the rear cabin the seat was reversed and moved further forward. In the cabin’s rear a scratched targeting scope/weapon control column for the FDSL 131 installation was added. Since I left the single-part canopies (which are quite thick but very clear) closed I outfitted the model with a crew. The Ki-46 III kit comes with a pair of figures, but they are very small (H0 scale, at best!) and look goofy, so that I exchanged them with Matchbox WWII pilots, which had their legs bent and their bottoms cut away to make them fit into the tight fuselage and under the canopies.

 

Unfortunately, the Me 210 kit had already donated its machine gun barbettes (they had gone onto an upgraded Heinkel He 115 floatplane), so that I scratched them for the Go 146. WWII bombs became the fairings, some leftover landing gear struts were used as gun barrels, and round styrene bases were used as mounts that also lift the fairings slightly off the hull. The barbettes as such look a little superficial on the slender Dinah, but they are a nice, typically German detail, über-complicated for this type of fast aircraft that probably would have more benefited from leaving them away altogether to save weight and drag.

The (typically German) 300 l drop tanks come from Hobby Boss Bf 109s and each received four short attachment struts, made from styrene profile material, so that they could be stuck under the inner wings.

  

Painting and markings:

This was more complicated than expected. I wanted to apply a plausible, late German WWII livery with typical colors, but finding something that would be suited for high-altitude operations and not copy anything I had already done turned out to be challenging.

 

The paint scheme would be very light, with only low-contrast camouflage added on top. Therefore, the basis became an overall coat with RLM 76 (I used Tamiya XF-23, Light Blue, which is an excellent option). Inspired by He 177 bombers I found in literature, large blotches of a rather obscure and uncommon tone, RLM 77 “Hellgrau” were added to the flanks of fuselage, fin and engine nacelles. RLM 77 is/was a very light grey, and it was primarily used for markings like code letters on night fighters and not for camouflage. AFAIK it would later become the RAL 7035 (Lichtgrau) tone that still exists today. Humbrol 196 would have been an authentic option, but to keep the contrast to the underlying RLM 76 low I rather used XF-19 (Sky Grey) and extended the blotches under the fuselage and the nacelles, for a semi-wraparound scheme.

 

Then came the upper surfaces, everything was painted with brushes and without masks, with an intentional uneven finish. The wings and stabilizers were to receive a slightly darker camouflage in the form of RLM 02 and 75 splotches (with Tamiya XF-22 and XF-XX as proxies) over the uniform RLM 76 base, so that the aircraft’s outlines would be broken up from above. However, after first tests I found this did not look convincing, the RLM 76 was very prominent and bluish, so that I rather gave the upper wings and the spine a semi-translucent but continuous coat of paint, with the underlying RLM 76 just showing through here and there – much better. At this stage I added the decals (see below), but now found the upper surfaces to look too uniform and somewhat dark, so that, as a final measure, I added a meander pattern with RLM 77 (again XF-19) to the wings. This not only looked good and very “German”, it lightened the cammo and also helped to break the aircraft’s lines up. Some light panel shading to the uniform undersides, black ink and grinded graphite were used for weathering, but the effects are very soft.

 

Interior surfaces (cockpit and landing gear wells) became late-war style RAL 7021 Schwarzgrau (Humbrol 67), the landing gear struts were painted in RLM 02, this time Revell 45 was used. The propeller blades were painted in a very dark mix of green and black, the spinners became black with simple white spirals – the only detail with a high contrast on this aircraft.

 

The markings of this aircraft are minimal. Balkenkreuz markings only consisting of outlines were used, another typical late-war practice and for a low-visibility look/effect. They were taken from an Academy Fw 190 D. On the fuselage, the gun barbettes caused some headaches, because they take up a lot of space and made the application of a standard Luftwaffe code almost impossible. Consequently, the fuselage Balkenkreuze were placed ahead of the barbettes, partly disrupted by the observer’s lower side windows, while the tactical code became separated by the guns. At starboard the code even had to be reversed - not correct, but a pragmatic solution.

The model/aircraft belongs to a fictional unit, its code “P3” in front of the fuselage Balkenkreuz has no real-world reference and was executed in small letters, a typical late WWII measure. This part of the code was done with small, black 2 mm letters. A fictional unit badge, depicting a running greyhound, was added under the cockpit. It actually belongs to a German tank unit.

The “KN” part of the code, including the Ks on the nose, came from an Airfix Ju 87 B sheet. As an aircraft belonging to the 5th squadron within the unit’s 2nd group, the 4th letter in the code became “N”, while the 3rd letter “K” denotes the individual aircraft. The color code associated with a 5th squadron was red, incorporated on the aircraft as a thin red outline around the individual aircraft letter (another late-war low-contrast measure). To provide a little visual excitement, small red Ks were added to the nose, too, to make thew aircraft easy to identify when parked at the flight line.

Since this aircraft would operate over the Western front from German home ground, no further ID/theatre markings like fuselage or wing bands or wingtips in yellow or white, etc. were added. This, together with the lack of visible red as squadron code, results in a rather dry look, but that’s intentional.

After some exhaust and oil stains with graphite and Tamiya “Smoke”, a coat of acrylic matt varnish finally sealed the model and a wire antenna, made from heated sprue material, was added.

  

Well, an exotic what-if idea, but I really like how this conversion turned out, even though the livery evolved in a different way from what I had initially in mind. The Ki-46 was already an elegant aircraft, especially the Ki-46-III with its teardrop-shaped nose section. But, with the smaller, streamlined inline engines instead of the radials, this iteration looks even better and faster. It reminds a little of the D.H. Hornet? The gun barbettes are a nice “German” detail, and the makeshift high-altitude paint scheme adds to the obscure impression of the model. A really nice sister ship for the Go 146 A-0 build from 2015.

Replacing an earlier scanned 6"x4" print with a better version 02-Feb-19.

 

First flown as G-BMHX in Jan-86, this aircraft was stored before being delivered to BMA British Midland Airways in May-86. It was transferred to Loganair in Nov-88. It was sold back to Short Brothers in Oct-95 and stored. The aircraft was sold to Midland Montague Leasing in Aug-96 and leased to Flying Enterprise (Sweden) as SE-LGE. Flying Enterprise bought it in May-00. It was sold to Streamline Aviation (mail/cargo operator) as G-SSWC in Oct-00. Streamline was merged into Emerald Airways in Sep-02. Emerald's operating licence was revoked by the UK CAA in May-06 and the aircraft was stored at Southend, UK (?). In early May-09 it was sold to ACL Aviation Support Ltd (HD Air) as G-TMRA. They sold it three weeks later to Engage Aviation (FL, USA) as N163EA. The aircraft was permanently retired in early 2011 and the registration was cancelled in May-11.

Replacing an earlier digital photo with a better version 12-Sep-20.

 

Named: "Rosalia de Castro".

 

First flown with the Airbus test registration F-WWJR,this aircraft was delivered to Iberia with the temporary registration EC-155 in May-96. It was re-registered EC-GHX in Nov-96. The aircraft was stored at Madrid, Spain in Oct-13 and returned to service in Aug-14. It was permanently retired and stored at Madrid in Mar-16. Updated (Sep-20).

+++ DISCLAIMER +++

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

  

Some Background:

The Lockheed F-94 Starfire was a first-generation jet aircraft of the United States Air Force. It was developed from the twin-seat Lockheed T-33 Shooting Star in the late 1940s as an all-weather, day/night interceptor, replacing the propeller-driven North American F-82 Twin Mustang in this role. The system was designed to overtake the F-80 in terms of performance, but more so to intercept the new high-level Soviet bombers capable of nuclear attacks on America and her Allies - in particular, the new Tupelov Tu-4. The F-94 was furthermore the first operational USAF fighter equipped with an afterburner and was the first jet-powered all-weather fighter to enter combat during the Korean War in January 1953.

 

The initial production model, the F-94A, entered operational service in May 1950. Its armament consisted of four 0.50 in (12.7 mm) M3 Browning machine guns mounted in the fuselage with the muzzles exiting under the radome for the APG-33 radar, a derivative from the AN/APG-3, which directed the Convair B-36's tail guns and had a range of up to 20 miles (32 km). Two 165 US Gallon (1,204 litre) drop tanks, as carried by the F-80 and T-33, were carried on the wingtips. Alternatively, these could be replaced by a pair of 1,000 lb (454 kg) bombs under the wings, giving the aircraft a secondary fighter bomber capability. 109 were produced.

 

The subsequent F-94B, which entered service in January 1951, was outwardly virtually identical to the F-94A. Its Allison J33 turbojet had a number of modifications made, though, which made it a very reliable engine. The pilot was provided with a roomier cockpit and the canopy received a bow frame in the center between the two crew members. A new Instrument Landing System (ILS) was fitted, too, which made operations at night and/or in bad weather much safer. However, this new variant’s punch with just four machine guns remained weak, and, to improve the load of fire, wing-mounted pods with two additional pairs of 0.5” machine guns were introduced – but these hardly improved the interceptor’s effectiveness. 356 of the F-94B were nevertheless built.

 

The following F-94C was extensively modified and initially designated F-97, but it was ultimately decided just to treat it as a new version of the F-94. USAF interest was lukewarm since aircraft technology had already developed at a fast pace – supersonic performance had already become standard. Lockheed funded development themselves, converting two F-94B airframes to YF-94C prototypes for evaluation with a completely new, much thinner wing, a swept tail surface and a more powerful Pratt & Whitney J48. This was a license-built version of the afterburning Rolls-Royce Tay, which produced a dry thrust of 6,350 pounds-force (28.2 kN) and approximately 8,750 pounds-force (38.9 kN) with afterburning. Instead of machine guns, the proposed new variant was exclusively armed with unguided air-to-air missiles.

Tests were positive and eventually the F-94C was adopted for USAF service, since it was the best interim solution for an all-weather fighter at that time. It still had to rely on Ground Control Interception Radar (GCI) sites to vector the interceptor to intruding aircraft, though.

 

The F-94C's introduction and the availability of the more effective Northrop F-89C/D Scorpion and the North American F-86D Sabre interceptors led to a quick relegation of the earlier F-94 variants from mid-1954 onwards to second line units and to Air National Guards. By 1955 most of them had already been phased out of USAF service, and some of these relatively young surplus machines were subsequently exported or handed over to friendly nations, too. When sent to the ANG, the F-94As were modified by Lockheed to F-94B standards and then returned to the ANG as B models. They primarily replaced outdated F-80C Shooting Stars and F-51D/H Mustangs.

 

At that time the USAF was looking for a tactical reconnaissance aircraft, a more effective successor for the RF-80A which had shown its worth and weaknesses during the Korea War. For instance, the plane could not fly at low altitude long enough to perform suitable visual reconnaissance, and its camera equipment was still based on WWII standards. Lockheed saw the opportunity to fill this operational gap with conversions of existing F-94A/B airframes, which had, in most cases, only had clocked few flying hours, primarily at high altitudes where Soviet bombers were expected to lurk, and still a lot of airframe life to offer. This led to another private venture, the RF-94B, auspiciously christened “Stargazer”.

 

The RF-94B was based on the F-94B interceptor with its J33 engine and the original unswept tail. The F-94B’s wings were retained but received a different leading-edge profile to better cope with operations at low altitude. The interceptor’s nose with the radome and the machine guns underneath was replaced by a new all-metal nose cone, which was more than 3 feet longer than the former radar nose, with windows for several sets of cameras; the wedge-shaped nose cone quickly earned the aircraft the unofficial nickname “Crocodile”.

One camera was looking ahead into flight direction and could be mounted at different angled downward (but not moved during flight), followed by two oblique cameras, looking to the left and the right, and a vertical camera as well as a long-range camera focussed on the horizon, which was behind a round window at port side. An additional, spacious compartment in front of the landing gear well held an innovative Tri-Metrogen horizon-to-horizon view system that consisted of three synchronized cameras. Coupled with a computerized control system based on light, speed, and altitude, it adjusted camera settings to produce pictures with greater delineation.

All cameras could be triggered individually by pilot or a dedicated observer/camera systems operator in the 2nd seat. Talking into a wire recorder, the crew could describe ground movements that might not have appeared in still pictures. A vertical view finder with a periscopic presentation on the cockpit panel was added for the pilot to enhance visual reconnaissance and target identification directly under the aircraft. Using magnesium flares carried under its wings in flash-ejector cartridges, the RF-94B was furthermore able to fly night missions.

The RF-94B was supposed to operate unarmed, but it could still carry a pair of 1.000 lb bombs under its wings or, thanks to added plumbings, an extra pair of drop tanks for ferry flights. The F-94A/B’s machine gun pods as well as the F-94C’s unguided missile launchers could be mounted to the wings, too, making it a viable attack aircraft in a secondary role.

 

The USAF was highly interested in this update proposal for the outdated interceptors (almost 500 F-94A/Bs had been built) and ordered 100 RF-94B conversions with an option for 100 more – just when a severe (and superior) competitor entered the stage after a lot of development troubles: Republic’s RF-84F Thunderflash reconnaissance version. The first YRF-84F had already been completed in February 1952 and it had an overall slightly better performance than the RF-94B. However, it offered more internal space for reconnaissance systems and was able to carry up to fifteen cameras with the support of many automatized systems, so that it was a single seater. Being largely identical to the F-84F and sharing its technical and logistical infrastructures, the USAF decided on short notice to change its procurement decision and rather adopt the more modern and promising Thunderflash as its standard tactical reconnaissance aircraft. The RF-94B conversion order was reduced to the initial 100 aircraft, and to avoid operational complexity these aircraft were exclusively delivered to Air National Guardss that had experience with the F-94A/B to replace their obsolete RF-80As.

 

Gradual replacement lasted until 1958, and while the RF-94B’s performance was overall better than the RF-80A’s, it was still disappointing and not the expected tactical intelligence gathering leap forward. The airframe did not cope well with constant low-level operations, and the aircraft’s marginal speed and handling did not ensure its survivability. However, unlike the RF-84F, which suffered from frequent engine problems, the Stargazers’ J33 made them highly reliable platforms – even though the complex Tri-Metrogen device turned out to be capricious, so that it was soon replaced with up to three standard cameras.

 

For better handling and less drag esp. at low altitude, the F-94B’s large Fletcher type wingtip tanks were frequently replaced with smaller ones with about half capacity. It also became common practice to operate the RF-94Bs with only a crew of one, and from 1960 on the RF-94B was, thanks to its second seat, more and more used as a trainer before pilots mounted more potent reconnaissance aircraft like the RF-101 Voodoo, which eventually replaced the RF-94B in ANG service. The last RF-94B was phased out in 1968, and, unlike the RF-84F, it was not operated by any foreign air force.

  

General characteristics:

Crew: 2 (but frequently operated by a single pilot)

Length: 43 ft 4 3/4 in (13.25 m)

Wingspan (with tip tanks): 40 ft 9 1/2 in (12.45 m)

Height: 12 ft. 2 (3.73 m)

Wing area: 234' 8" sq ft (29.11 m²)

Empty weight: 10,064 lb (4,570 kg)

Loaded weight: 15,330 lb (6,960 kg)

Max. takeoff weight: 24,184 lb (10,970 kg)

 

Powerplant:

1× Allison J33-A-33 turbojet, rated at 4,600 lbf (20.4 kN) continuous thrust,

5,400 lbf (24 kN) with water injection and 6,000 lbf (26.6 kN) thrust with afterburner

 

Performance:

Maximum speed: 630 mph (1,014 km/h) at height and in level flight

Range: 930 mi (813 nmi, 1,500 km) in combat configuration with two drop tanks

Ferry range: 1,457 mi (1,275 nmi, 2,345 km)

Service ceiling: 42,750 ft (14,000 m)

Rate of climb: 6,858 ft/min (34.9 m/s)

Wing loading: 57.4 lb/ft² (384 kg/m²)

Thrust/weight: 0.48

 

Armament:

No internal guns; 2x 165 US Gallon (1,204 liter) drop tanks on the wing tips and…

2x underwing hardpoints for two additional 165 US Gallon (1,204 liter) ferry tanks

or bombs of up to 1.000 lb (454 kg) caliber each, plus…

2x optional (rarely fitted) pods on the wings’ leading edges with either a pair of 0.5" (12.7 mm)

machine guns or twelve 2.75” (70 mm) Mk 4/Mk 40 Folding-Fin Aerial Rockets each

  

The kit and its assembly:

This project was originally earmarked as a submission for the 2021 “Reconnaissance & Surveillance” group build at whatifmodellers.com, in the form of a Heller F-94B with a new nose section. The inspiration behind this build was the real-world EF-94C (s/n 50-963): a solitary conversion with a bulbous camera nose. However, the EF-94C was not a reconnaissance aircraft but rather a chase plane/camera ship for the Air Research and Development Command, hence its unusual designation with the suffix “E”, standing for “Exempt” instead of the more appropriate “R” for a dedicated recce aircraft. There also was another EF-94C, but this was a totally different kind of aircraft: an ejection seat testbed.

 

I had a surplus Heller F-94B kit in The Stash™ and it was built almost completely OOB and did – except for some sinkholes and standard PSR work – not pose any problem. In fact, the old Heller Starfire model is IMHO a pretty good representation of the aircraft. O.K., its age might show, but almost anything you could ask for at 1:72 scale is there, including a decent, detailed cockpit.

 

The biggest change was the new camera nose, and it was scratched from an unlikely donor part: it consists of a Matchbox B-17G tail gunner station, slimmed down by the gunner station glazing's width at the seam in the middle, and this "sandwich" was furthermore turned upside down. Getting the transitional sections right took lots of PSR, though, and I added some styrene profiles to integrate the new nose into the rest of the hull. It was unintentional, but the new nose profile reminds a lot of a RF-101 recce Voodoo, and there's, with the straight wings, a very F-89ish look to the aircraft now? There's also something F2H-2ish about the outlines?

 

The large original wing tip tanks were cut off and replaced with smaller alternatives from a Hasegawa A-37. Because it was easy to realize on this kit I lowered the flaps, together with open ventral air brakes. The cockpit was taken OOB, I just modified the work station on the rear seat and replaced the rubber sight protector for the WSO with two screens for a camera operator. Finally, the one-piece cockpit glazing was cut into two parts to present the model with an open canopy.

  

Painting and markings:

This was a tough decision: either an NMF finish (the natural first choice), an overall light grey anti-corrosive coat of paint, both with relatively colorful unit markings, or camouflage. The USAF’s earlier RF-80As carried a unique scheme in olive drab/neutral grey with a medium waterline, but that would look rather vintage on the F-94. I decided that some tactical camouflage would make most sense on this kind of aircraft and eventually settled for the USAF’s SEA scheme with reduced tactical markings, which – after some field tests and improvisations in Vietnam – became standardized and was officially introduced to USAF aircraft around 1965 as well as to ANG units.

 

Even though I had already built a camouflaged F-94 some time ago (a Hellenic aircraft in worn SEA colors), I settled for this route. The basic colors (FS 30219, 34227, 34279 and 36622) all came from Humbrol (118, 117, 116 and 28, respectively), and for the pattern I adapted the paint scheme of the USAF’s probably only T-33 in SEA colors: a trainer based on Iceland during the Seventies and available as a markings option in one of the Special Hobby 1:32 T-33 kits. The low waterline received a wavy shape, inspired by an early ANG RF-101 in SEA camouflage I came across in a book. The new SEA scheme was apparently applied with a lot of enthusiasm and properness when it was brand new, but this quickly vaned. As an extra, the wing tip tanks received black anti-glare sections on their inner faces and a black anti-glare panel was added in front of the windscreen - a decal from a T-33 aftermarket sheet. Beyond a black ink wash the model received some subtle panel post-shading, but rather to emphasize surface details than for serious weathering.

 

The cockpit became very dark grey (Revell 06) while the landing gear wells were kept in zinc chromate green primer (Humbrol 80, Grass Green), with bright red (Humbrol 60, Matt Red) cover interiors and struts and wheels in aluminum (Humbrol 56). The interior of the flaps and the ventral air brakes became red, too.

 

The decals/markings came from a Special Hobby 1:72 F-86H; there’s a dedicated ANG boxing of the kit that comes with an optional camouflaged aircraft of the NY ANG, the least unit to operate the “Sabre Hog” during the Seventies. Since this 138th TFS formerly operated the F-94A/B, it was a perfect option for the RF-94B! I just used a different Bu. No. code on the fin, taken from a PrintScale A/T-37 set, and most stencils were perocured from the scrap box.

After a final light treatment with graphite around the afterburner for a more metallic shine of the iron metallic (Revell 97) underneath, the kit was sealed with a coat of matt acrylic varnish (Italeri).

  

A camouflaged F-94 is an unusual sight, but it works very well. The new/longer nose considerably changes the aircraft's profile, and even though the change is massive, the "Crocodile" looks surprisingly plausible, if not believable! And, despite the long nose, the aircraft looks pretty sleek, especially in the air.

Posted via email from drspina's posterous

Replacing an earlier scanned photo with a better version, plus Topaz DeNoise AI 21-Jul-24.

 

Sabre Airways was later renamed Excel Airways and then XL Airways UK.

 

An early B737NG (Line No: 77), this aircraft was delivered to ILFC International Lease Finance Corporation and leased to Sabre Airways (UK) as G-OKDN in Jul-98.

 

It was sub-leased to GEC Marconi Avionics in Nov-98 for avionics system testing and returned to Sabre in Apr-99. In Oct-99 the aircraft was wet-leased to Air Berlin, returning to Sabre in Apr-00.

 

In Jan-01 Sabre Airways was renamed Excel Airways. The aircraft was re-registered G-XLAA in Mar-01. In Nov-06 Excel Airways became XL Airways UK. It was transferred to XL Airways Germany as D-AXLG in Apr-08 (XL Airways UK ceased operations on 12-Nov-08).

 

The aircraft was wet-leased to Jet4you (Morocco) in Jul-08 and returned to XL Airways Germany in Nov-08. It was wet-leased to Condor Flugdienst in May-12 and returned to XL Germany in Aug-12.

 

XL Airways Germany ceased operations on 14-Dec-12. The aircraft was returned to the lessor and ferried to Shannon, Ireland for storage a few days later. It was re-registered EI-EZP in Jan-13.

 

In Mar-13 the aircraft was leased to UTAir Ukraine as UR-UTP. The lease was transferred to Azur Air Ukraine in Nov-15. It was transferred to Azur Air Russia as VQ-BAL in Mar-18.

 

In Feb-22 Russia invaded Ukraine and sanctions were placed on Russia by many western countries and the insurance for western leased aircraft was cancelled. Russia then 'seized' all western registered aircraft and re-registered them in Russia.

 

This aircraft became RA-73475 in May-22. However, it was withdrawn from service and stored at Moscow-Domodedovo in Jun-22. Possibly permanently retired. Updated 20-Jul-24.

I replaced the walnuts in the banana muffins I made last month with poppy seeds. The poppy seeds add an interesting textural component, but I probably prefer the combination of banana and walnut.

 

These muffins are made with cake flour, sugar, baking powder, baking soda, salt, butter, sour cream, eggs, vanilla, bananas, and poppy seeds.

Replacing an earlier digital photo with a better version 17-Jul-23.

 

First flown in Aug-96 with the Airbus test registration D-AVZD, this aircraft was delivered to ILFC International Lease Finance Corporation and leased to BWIA International (West Indies) as 9Y-BWB in Oct-96.

 

It was wet-leased to Air Alfa (Turkiye) in Apr-97. The wet-lease became a dry-lease in Jun-97 when it became TC-ALO. The aircraft was returned to BWIA and the lessor as N511LF in Mar-01. It was stored at Singapore.

 

In Aug-01 it was leased to Region Air as S7-RGK (Seychelles) and immediately wet-leased to Myanmar Airways International. The 'International' was dropped when it was merged into Myanmar Airways in Sep-01.

 

The aircraft was returned to Region Air in Oct-01 and sub-leased to Pacific Airlines (Vietnam) the following day. It was returned to Region Air in Jan-05 and to the lessor as N761LF in Apr-05.

 

In Jun-05 it was leased to Onur Air (Turkiye) as TC-OAR, returning to the lessor in Mar-07. It was leased to Best Air (Turkiye) as TC-TUC a few days later. The aircraft was wet-leased to Ariana Afghan Airlines in Dec-07 and returned to Best Air in Jun-07.

 

The aircraft was wet-leased to AtlasJet International Airlines in Mar-09. Best Air returned it to the lessor in May-10 when it was leased direct to AtlasJet International and re-registered TC-ETN. It was permanently retired at St. Athan, Wales, UK in Dec-18. Updated 13-Jul-23.

Replacing the usual 8.9m Dart, Metrobus ADL Enviro 200 6727 (GN07AVU) is seen at Epsom Clock Tower on route 21. The running number that this bus was on used to be allocated to route 409 until Southdown took over last year, and route 409’s allocation of Darts (6287-6289) moved to route 21, which was new at the time.

Replacing an earlier digital photo with a better version, plus DeNoise AI, 07-Feb-23.

 

Named: "Parco Storico Monte Sole".

 

First flown with the Embraer test registration PT-TAY, this aircraft was delivered to Air Lease Corporation and leased to Alitalia Cityline as EI-RDI in Jun-12.

 

In Oct-21, The Italian Government closed down Alitalia and flights were transferred to a new company, ITA Airways (Italia Transporto Aereo SpA). The Alitalia Cityliner fleet didn't make the cut and were returned to Nordic Aviation Capital A/S. EI-RDI was stored at Bydgoszcz, Poland.

 

It remained stored until Jan-23 when it was leased to LOT - Polish Airlines as SP-LIR. Current, updated 07-Feb-23.

Replacing rail ties and spikes. www.dailydieseldose.com for more!

I began the Kent church project back in 2008, and Barham was one of the first dozen I visited. I took a few shots, and from then I remember the window showing a very fine St George and a balcony from where the bells are rung giving great views down the church.

 

I have not stepped foot inside a Kent church since the end of September, and so I felt I needed to get back into it, as the orchid season is possibly just four months away, and then I will be lost for months.

 

Barham is like an old friend; it lies on a short cut from the A2 to the Elham Valley, so I pass down here many times a year, zig-zaggin at its western end as the road heads down towards the Nailbourne.

 

You can see the spire from the A2, nestling in the valley below, and yet being so close to a main road, the lane that winds it way through the timber framed and clapboard houses is wide enough to allow just one car to pass at a time.

 

Unusually, there is plentiful parking on the south side of the church, and from there there is a great view of the southern face of the church with its magnificent spire.

 

As hoped, it was open, and the church has so much more than I remember from what, eight years back.

 

Rows of modern chairs have replaced pews, but it looks good like thet. The church has a good collection of Victorian glass, some better than others, and there is that St George window at the western end of the north wall.

 

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A long and light church, best viewed from the south. Like nearby Ickham it is cruciform in plan, with a west rather than central, tower. Sometimes this is the result of a later tower being added, but here it is an early feature indeed, at least the same age (if not earlier) than the body of the church. Lord Kitchener lived in the parish, so his name appears on the War Memorial. At the west end of the south aisle, tucked out of the way, is the memorial to Sir Basil Dixwell (d 1750). There are two twentieth century windows by Martin Travers. The 1925 east window shows Our Lady and Child beneath the typical Travers Baroque Canopy. Under the tower, affixed to the wall, are some Flemish tiles, purchased under the will of John Digge who died in 1375. His memorial brass survives in the Vestry.

 

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

 

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Many churches in Kent are well known for their yew trees but St. John the Baptist at Barham is noteworthy for its magnificent beech trees.

 

The Church guide suggests that there has been a Church here since the 9th Century but the present structure was probably started in the 12th Century although Syms, in his book about Kent Country Churches, states that there is a hint of possible Norman construction at the base of the present tower. The bulk of the Church covers the Early English, Decorated and Perpendicular periods of building. Many of the huge roof beams, ties and posts are original 14th Century as are the three arches leading into the aisle..

 

In the Northwest corner is a small 13th Century window containing modern glass depicting St. George slaying the dragon and dedicated to the 23rd Signal Company. The Church also contains a White Ensign which was presented to it by Viscount Broome, a local resident. The Ensign was from 'H.M.S. Raglan' which was also commanded by Viscount Broome. The ship was sunk in January, 1918 by the German light cruiser 'Breslau'.

 

The walls contain various mural tablets. Hanging high on the west wall is a helmet said to have belonged to Sir Basil Dixwell of Broome Park. The helmet probably never saw action but was carried at his funeral.

 

The floor in the north transept is uneven because some years ago three brasses were found there. According to popular medieval custom engraved metal cut-outs were sunk into indented stone slabs and secured with rivets and pitch. In order to save them from further damage the brasses were lifted and placed on the walls. The oldest dates from about 1370 is of a civilian but very mutilated. The other two are in good condition and dated about 1460. One is of a woman wearing the dress of a widow which was similar to a nun. The other is of a bare headed man in plate armour. These are believed to be of John Digges and his wife Joan.

 

At the west end of the church is a list of Rectors and Priests-in-Charge - the first being Otho Caputh in 1280. Notice should be made of Richard Hooker (1594), the author of the Laws of Ecclesiastical Polity. The tiles incorporated into the wall were originally in place in the Chancel about 1375. They were left by John Digges whose Will instructed that he was to be buried in the Chancel and "my executors are to buy Flanders tiles to pave the said Chancel".

 

The 14th century font is large enough to submerse a baby - as would have been the custom of the time. The bowl is octagonal representing the first day of the new week, the day of Christ's resurrection. The cover is Jacobean.

 

The Millennium Window in the South Transept was designed and constructed by Alexandra Le Rossignol and was dedicated in July 2001. The cost of the project (approximately £6,500) was raised locally with the first donation being made by the then Archbishop of Canterbury, Dr George Carey.

 

The porch contains two wooden plaques listing the names of men from the village who were killed in the Great Wars - among them being Field Marshall Lord Kitchener of Broome Park.

 

www.barham-kent.org.uk/landmark_church.htm

 

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ANTIENTLY written Bereham, lies the next parish eastward. There are five boroughs in it, viz. of Buxton, Outelmeston, Derrington, Breach, and Shelving. The manor of Bishopsborne claims over almost the whole of this parish, at the court of which the four latter borsholders are chosen, and the manors of Reculver and Adisham over a small part of it.

 

BARHAM is situated at the confines of that beautiful country heretofore described, the same Nailbourne valley running through it, near which, in like manner the land is very fertile, but all the rest of it is a chalky barren soil. On the rise of the hill northward from it, is the village called Barham-street, with the church, and just beyond the summit of it, on the further side Barham court, having its front towards the downs, over part of which this parish extends, and gives name to them. At the foot of the same hill, further eastward, is the mansion of Brome, with its adjoining plantatious, a conspicuous object from the downs, to which by inclosing a part of them, the grounds extend as far as the Dover road, close to Denne-hill, and a costly entrance has been erected into them there. By the corner of Brome house the road leads to the left through Denton-street, close up to which this parish extends, towards Folkestone; and to the right, towards Eleham and Hythe. One this road, within the bounds of this parish, in a chalky and stony country, of poor barren land, there is a large waste of pasture, called Breach down, on which there are a number of tumuli, or barrows. By the road side there have been found several skeletons, one of which had round its neck a string of beads, of various forms and sizes, from a pidgeon's egg to a pea, and by it a sword, dagger, and spear; the others lay in good order, without any particular thing to distinguish them. (fn. 1)

 

In the Nailbourne valley, near the stream, are the two hamlets of Derrington and South Barham; from thence the hills, on the opposite side of it to those already mentioned, rise southward pretty high, the tops of them being covered with woods, one of them being that large one called Covert wood, a manor belonging to the archbishop, and partly in this parish, being the beginning of a poor hilly country, covered with stones, and enveloped with frequent woods.

 

BARHAM, which, as appears by the survey of Domesday, formerly lay in a hundred of its own name, was given anno 809, by the estimation of seven ploughlands, by Cenulph, king of Kent, to archbishop Wlfred, free from all secular demands, except the trinoda necessitas, but this was for the use of his church; for the archbishop, anno 824, gave the monks lands in Egelhorne and Langeduna, in exchange for it. After which it came into the possession of archbishop Stigand, but, as appears by Domesday, not in right of his archbishopric, at the taking of which survey, it was become part of the possessions of Odo, bishop of Baieux, under the title of whose lands it is thus entered in it:

 

In Berham hundred, Fulbert holds of the bishop Berham. It was taxed at six sulings. The arable land is thirty two carucates. In demesne there are three carucates, and fifty two villeins, with twenty cottagers having eighteen carucates. There is a church, and one mill of twenty shillings and four pence. There are twentlyfive fisheries of thirty-five shillings all four pence. Of average, that is service, sixty shilling. Of herbage twenty six shillings, and twenty acres of meadow Of pannage sufficient for one hundred and fifty hogs. Of this manor the bishop gave one berewic to Herbert, the son of Ivo, which is called Hugham, and there be has one carucate in demesne, and twelve villeins, with nine carucates, and twenty acres of meadow. Of the same manor the bisoop gave to Osberne Paisforere one suling and two mills of fifty sbillings, and there is in demesne one carucate, and four villeins with one carucate. The whole of Barbam, in the time of king Edward the Confessor, was worth forty pounds, when be received it the like, and yet it yielded to him one hundred pounds, now Berhem of itself is worth forty pounds, and Hucham ten pounds, and this which Osberne bas six pounds, and the land of one Ralph, a knight, is worth forty shillings. This manor Stigand, the archbishop held, but it was not of the archbishopric, but was of the demesne ferm of king Edward.

 

On the bishop's disgrace four years afterwards, and his estates being confiscated to the crown, the seignory of this parish most probably returned to the see of Canterbury, with which it has ever since continued. The estate mentioned above in Domesday to have been held of the bishop by Fulbert, comprehended, in all likelihood, the several manors and other estates in this parish, now held of the manor of Bishopsborne, one of these was THE MANOR AND SEAT OF BARHAM-COURT, situated near the church, which probably was originally the court-lodge of the manor of Barham in very early times, before it became united to that of Bishopsborne, and in king Henry II.'s time was held of the archbishop by knight's service, by Sir Randal Fitzurse, who was one of the four knights belonging to the king's houshould, who murdered archbishop Becket anno 1170; after perpetrating which, Sir Randal fled into Ireland, and changed his name to Mac-Mahon, and one of his relations took possession of this estate, and assumed the name of Berham from it; and accordingly, his descendant Warin de Berham is recorded in the return made by the sheriff anno 12 and 13 king John, among others of the archbishop's tenants by knight's service, as holding lands in Berham of him, in whose posterity it continued till Thomas Barham, esq. in the very beginning of king James I.'s reign, alienated it to the Rev. Charles Fotherbye, dean of Canterbury, who died possessed of it in 1619. He was eldest son of Martin Fotherby, of Great Grimsby, in Lincolnshire, and eldest brother of Martin Fotherby, bishop of Salisbury. He had a grant of arms, Gules, a cross of lozenges flory, or, assigned to him and Martin his brother, by Camden, clarencieux, in 1605. (fn. 2) His only surviving son Sir John Fotherbye, of Barham-court, died in 1666, and was buried in that cathedral with his father. At length his grandson Charles, who died in 1720, leaving two daughters his coheirs; Mary, the eldest, inherited this manor by her father's will, and afterwards married Henry Mompesson, esq. of Wiltshire, (fn. 3) who resided at Barhamcourt, and died in 1732, s. p. and she again carried this manor in marriage to Sir Edward Dering, bart. of Surrenden, whose second wife she was. (fn. 4) He lest her surviving, and three children by her, Charles Dering, who married Elizabeth, daughter of Sir Thomas Farnaby, bart. since deceased, by whom he has an only surviving daughter, married to George Dering, esq. of Rolling, the youngest son of the late Sir Edw. Dering, bart. and her first cousin; Mary married Sir Robert Hilyard, bart. and Thomas Dering, esq. of London. Lady Dering died in 1775, and was succeeded by her eldest son Charles Dering, esq. afterwards of Barhamcourt, the present owner of it. It is at present occupied by Gen. Sir Charles Grey, bart. K. B. commanderin chief of the southern district of this kingdom.

 

THE MANORS OF BROME and OUTELMESTONE, alias DIGGS COURT, are situated in this parish; the latter in the valley, at the western boundary of it, was the first residence in this county of the eminent family of Digg, or, as they were asterwards called, Diggs, whence it gained its name of Diggs-court. John, son of Roger de Mildenhall, otherwise called Digg, the first-mentioned in the pedigrees of this family, lived in king Henry III.'s reign, at which time he, or one of this family of the same name, was possessed of the aldermanry of Newingate, in Canterbury, as part of their inheritance. His descendants continued to reside at Diggs-court, and bore for their arms, Gules, on a cross argent, five eagles with two heads displayed, sable, One of whom, James Diggs, of Diggs-court, died in 1535. At his death he gave the manor and seat of Outelmeston, alias Diggs-court, to his eldest son (by his first wife) John, and the manor of Brome to his youngest son, (by his second wife) Leonard, whose descendants were of Chilham castle. (fn. 5) John Diggs, esq. was of Diggs-court, whose descendant Thomas Posthumus Diggs, esq. about the middle of queen Elizabeth's reign, alienated this manor, with Diggs-place, to Capt. Halsey, of London, and he sold it to Sir Tho. Somes, alderman of London, who again parted with it to Sir B. Dixwell, bart. and he passed it away to Sir Thomas Williams, bart. whose heir Sir John Williams, bart. conveyed it, about the year 1706, to Daniel and Nathaniel Matson, and on the death of the former, the latter became wholly possessed of it, and his descendant Henry Matson, about the year 1730, gave it by will to the trustees for the repair of Dover harbour, in whom it continues at this time vested for that purpose.

 

BUT THE MANOR OF BROME, which came to Leonard Diggs, esq. by his father's will as above-mentioned, was sold by him to Basil Dixwell, esq. second son of Cha. Dixwell, esq. of Coton, in Warwickshire, then of Tevlingham, in Folkestone, who having built a handsome mansion for his residence on this manor, removed to it in 1622. In the second year of king Charles I. he served the office of sheriff with much honour and hospitality; after which he was knighted, and cveated a baronet. He died unmarried in 1641, having devised this manor and seat, with the rest of his estates, to his nephew Mark Dixwell, son of his elder brother William, of Coton above-mentioned, who afterwards resided at Brome, whose son Basil Dixwell, esq. of Brome, was anno 12 Charles II. created a baronet. He bore for his arms, Argent, a chevron, gules, between three sleurs de lis, sable. His only son Sir Basil Dixwell, bart. of Brome, died at Brome,s. p. in 1750, and devised this, among the rest of his estates, to his kinsman George Oxenden, esq. second son of Sir Geo. Oxenden, bart. of Dean, in Wingham, with an injunction for him to take the name and arms of Dixwell, for which an act passed anno 25 George II. but he died soon afterwards, unmarried, having devised this manor and seat to his father Sir George Oxenden, who settled it on his eldest and only surviving son, now Sir Henry Oxenden, bart. who is the present owner of it. He resides at Brome, which he has, as well as the grounds about it, much altered and improved for these many years successively.

 

SHELVING is a manor, situated in the borough of its own name, at the eastern boundary of this parish, which was so called from a family who were in antient times the possessors of it. John de Shelving resided here in king Edward I.'s reign, and married Helen, daughter and heir of John de Bourne, by whom he had Waretius de Shelving, whose son, J. de Shelving, of Shelvingborne, married Benedicta de Hougham, and died possessed of this manor anno 4 Edward III. After which it descended to their daughter Benedicta, who carried it in marriage to Sir Edmund de Haut, of Petham, in whose descendants, in like manner as Shelvington, alias Hautsborne, above-described, it continued down to Sir William Haut, of Hautsborne, in king Henry VIII's reign, whose eldest daughter and coheir Elizabeth carried it in marriage to Tho. Colepeper, esq. of Bedgbury, who in the beginning of king Edward VI.'s reign passed it away to Walter Mantle, whose window carried it by a second marriage to Christopher Carlell, gent. who bore for his arms, Or, a cross flory, gules; one of whose descendants sold it to Stephen Hobday, in whose name it continued till Hester, daughter of Hills Hobday, carried it in marriage to J. Lade, esq. of Boughton, and he having obtained an act for the purpose, alienated it to E. Bridges, esq. of Wootton-court, who passed away part of it to Sir George Oxenden, bart. whose son Sir Henry Oxenden, bart. of Brome, now owns it; but Mr. Bridges died possessed of the remaining part in 1780, and his eldest son the Rev. Edward Timewell Brydges, is the present possessor of it.

 

MAY DEACON, as it has been for many years past both called and written, is a seat in the southern part of this parish, adjoining to Denton-street, in which parish part of it is situated. Its original and true name was Madekin, being so called from a family who were owners of it, and continued so, as appears by the deeds of it, till king Henry VI's reign, in the beginning of which it passed from that name to Sydnor, in which it continued till king Henry VIII.'s reign, when Paul Sydnor, who upon his obtaining from the king a grant of Brenchley manor, removed thither, and alienated this seat to James Brooker, who resided here, and his sole daughter and heir carried it in marriage, in queen Elizabeth's reign, to Sir Henry Oxenden, of Dene, in Wingham, whose grandson Sir Henry Oxenden, bart. sold it in 1664, to Edward Adye, esq. the second son of John Adye, esq. of Doddington, one of whose daughters and coheirs, Rosamond, entitled her husband George Elcock, esq. afterwards of Madekin, to it, and his daughter and heir Elizabeth carried it in marriage to Capt. Charles Fotherby, whose eldest daughter and coheir Mary, entitled her two successive husbands, Henry Mompesson, esq. and Sir Edward Dering, bart. to the possession of it, and Charles Dering, esq. of Barham-court, eldest son of the latter, by her, is at this time the owner of it. The seat is now inhabited by Henry Oxenden, esq.

 

There are no parochial charities. The poor constantly maintained are about forty, casually fifteen.

 

THIS PARISH is within the ECCLESIASTICAL JURISDICTION of the diocese of Canterbury, and deanryof Bridge.

 

The church, which is dedicated to St. John Baptist, is a handsome building, consisting of a body and side isle, a cross or sept, and a high chancel, having a slim tall spire at the west end, in which are four bells. In the chancel are memorials for George Elcock, esq. of Madeacon, obt. 1703, and for his wife and children; for Charles Bean, A. M. rector, obt. 1731. A monument for William Barne, gent. son of the Rev. Miles Barne. His grandfather was Sir William Barne, of Woolwich, obt. 1706; arms, Azure, three leopards faces, argent. Several memorials for the Nethersoles, of this parish. In the south sept is a magnificent pyramid of marble for the family of Dixwell, who lie buried in a vault underneath, and inscriptions for them. In the north sept is a monument for the Fotherbys. On the pavement, on a gravestone, are the figures of an armed knight (his feet on a greyhound) and his wife; arms, A cross, quartering six lozenges, three and three. In the east window these arms, Gules, three crowns, or—Gules, three lions passant in pale, or. This chapel was dedicated to St. Giles, and some of the family of Diggs were buried in it; and there are memorials for several of the Legrands. There are three tombs of the Lades in the church-yard, the inscriptions obliterated, but the dates remaining are 1603, 1625, and 1660. There were formerly in the windows of this church these arms, Ermine, a chief, quarterly, or, and gules, and underneath, Jacobus Peccam. Another coat, Bruine and Rocheleyquartered; and another, Gules, a fess between three lions heads, erased, argent, and underneath,Orate p ais Roberti Baptford & Johe ux; which family resided at Barham, the last of whom, Sir John Baptford, lest an only daughter and heir, married to John Earde, of Denton.

 

¶The church of Barham has always been accounted as a chapel to the church of Bishopsborne, and as such is included in the valuation of it in the king's books. In 1588 here were communicants one hundred and eighty; in 1640 there were two hundred and fifty.

 

www.british-history.ac.uk/survey-kent/vol9/pp350-358

Replacing an earlier digital photo with a better version 21-Apr-23.

 

Fitted with blended winglets.

 

First flown in Feb-02 with the Boeing test registration N1786B, this aircraft was re-registered N6055X for some Boeing test flights in early Mar-02. It was delivered to GECAS and leased to Excel Airways as G-XLAF in Mar-02.

 

It was wet leased to Air Europa (Spain) between Nov-02/Apr-03. The aircraft was wet-leased to Ryanair between Nov-03/Mar-04. It was fitted with blended winglets in Apr-06. In Nov-06 Excel Airways was renamed XL Airways UK.

 

The aircraft was leased to Sunwing Airlines (Canada) as C-GOAF in Dec-06. It was sub-leased back to XL Airways UK, operated by Sunwing, in May-07 and returned to Sunwing in Nov-07 for the winter season.

 

It was again sub-leased back to XL Airways UK in May-08. XL Airways UK ceased operations in Sep-08 and Sunwing returned the aircraft to the lessor the following day.

 

It was initially stored at Lasham, UK and re-registered N29883 in Oct-08. In Mar-09 the aircraft was leased to Garuda Indonesia Airlines as PK-GEI. It was returned to the lessor in Jun-16 and was leased to Sriwijaya Airways as PK-CMT the following month.

 

The aircraft was withdrawn from service and stored at Jakarta-CGK in Jun-20 due to the COVID-19 Pandemic and financial problems relating to non-payment of maintenance and leasing charges. It was permanently retired and broken up at Jakarta-CGK, Indonesia in Jul-22. Updated 21-Apr-23.

+++ DISCLAIMER +++

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

  

Some background:

The Panther tank, officially Panzerkampfwagen V Panther (abbreviated PzKpfw V) with ordnance inventory designation Sd.Kfz. 171, was a German medium tank of World War II. It was used on the Eastern and Western Fronts from mid-1943 to the end of the war. The Panther was intended to counter the Soviet T-34 medium tank and to replace the Panzer III and Panzer IV. Nevertheless, it served alongside the Panzer IV and the heavier Tiger I until the end of the war. It is considered one of the best tanks of World War II for its excellent firepower, protection, and mobility although its reliability in early times were less impressive.

The Panther was a compromise. While having essentially the same Maybach V12 petrol (700 hp) engine as the Tiger I, it had better gun penetration, was lighter and faster, and could traverse rough terrain better than the Tiger I. The trade-off was weaker side armor, which made it vulnerable to flanking fire. The Panther proved to be effective in open country and long-range engagements.

 

The Panther was far cheaper to produce than the heavy Tiger I. Key elements of the Panther design, such as its armor, transmission, and final drive, were simplifications made to improve production rates and address raw material shortages. Despite this the overall design remain described by some as "overengineered". The Panther was rushed into combat at the Battle of Kursk in the summer of 1943 despite numerous unresolved technical problems, leading to high losses due to mechanical failure. Most design flaws were rectified by late 1943 and early 1944, though the bombing of production plants, increasing shortages of high-quality alloys for critical components, shortage of fuel and training space, and the declining quality of crews all impacted the tank's effectiveness.

 

Though officially classified as a medium tank, at 44.8 metric tons the Panther was closer to a heavy tank weight and the same category as the American M26 Pershing (41.7 tons), British Churchill (40.7 tons) and the Soviet IS-2 (46 tons) heavy tanks. The Panther's weight caused logistical problems, such as an inability to cross certain bridges, otherwise the tank had a very high power-to-weight ratio which made it highly mobile.

 

The Panther was only used marginally outside of Germany, mostly captured or recovered vehicles, some even after the war. Japan already received in 1943 a specimen for evaluation. During March–April 1945, Bulgaria received 15 Panthers of various makes (D, A, and G variants) from captured and overhauled Soviet stocks; they only saw limited (training) service use. In May 1946, Romania received 13 Panther tanks from the USSR, too.

After the war, France was able to recover enough operable vehicles and components to equip its army and offer vehicles for sale. The French Army's 503e Régiment de Chars de Combat was equipped with a force of 50 Panthers from 1944 to 1947, in the 501st and 503rd Tank Regiments. These remained in service until they were replaced by French-built ARL 44 heavy tanks.

In 1946, Sweden sent a delegation to France to examine surviving specimens of German military vehicles. During their visit, the delegates found a few surviving Panthers and had one shipped to Sweden for further testing and evaluation, which continued until 1961.

 

However, this was not the Panther’s end of service. The last appearance by WWII German tanks on the world’s battlefields came in 1967, when Syria’s panzer force faced off against modern Israeli armor. Quite improbably, Syria had assembled a surprisingly wide collection of ex-Wehrmacht vehicles from a half-dozen sources over a decade and a half timeframe. This fleet consisted primarily of late production Panzer V, StuGIII and Jagdpanzer IVs, plus some Hummel SPAAGs and a handful Panthers. The tanks were procured from France, Spain, and Czechoslovakia, partly revamped before delivery.

 

All of the Panthers Syria came from Czechoslovakia. Immediately after Germany’s collapse in May 1945, the Soviet army established a staging area for surrendered German tanks at a former Wehrmacht barracks at Milovice, about 24 miles north of Prague, Czechoslovakia. By January 1946, a total of roughly 200 operational Panzer IVs and Panthers of varying versions were at this facility. Joining them was a huge cache of spare parts found at a former German tank repair depot in Teplice, along with ammunition collected from all over Czechoslovakia and the southern extremity of the Soviet occupation zone in Germany. Throughout 1946, the Czechoslovak government’s clean-up of WWII battlefields recovered more than one hundred further tank wrecks, of which 80 were pieced back together to operational status and handed over to the Czechoslovakian Army,

 

In early 1948, the now-nationalized CKD Works began a limited upkeep of the tanks, many of which had not had depot-level overhauls since the war. A few were rebuilt with a Czechoslovak-designed steering system, but this effort was halted due to cost. These tanks remained operational in the Czechoslovak army until the end of 1954, when sufficient T-34s were available to phase them out.

 

A Syrian military delegation visited Prague from 8 April – 22 April 1955. An agreement was struck for the sale, amongst other items, of 45 Panzer IVs and 15 Panthers. Despite their obsolescence the Czechoslovaks were not about to just give the tanks away and demanded payment in a ‘hard’ western currency, namely British pounds. The cost was £4,500 each (£86,000 or $112,850 in 2016 money), far above what they were probably worth militarily, especially considering the limited amount of foreign currency reserves available to the Damascus government. The deal included refurbishment, a full ammunition loadout for each, and a limited number of spare parts. Nonetheless, the deal was closed, and the tanks’ delivery started in early November 1955.

 

The Syrians were by that time already having dire problems keeping their French-sourced panzers operational, and in 1958, a second contract was signed with CKD Works for 15 additional Panzer IVs and 10 more Panthers, these being in lesser condition or non-operational, for use as spare parts hulks. An additional 16 refurbished Maybach engines for both types were also included in this contract, as well as more ammunition.

 

The refurbished Panthers for Syria had their original 7.5 cm KwK 42 L70 replaced with the less powerful Rheinmetall 7.5 cm KwK 40 L48 gun – dictated by the fact that this gun was already installed in almost all other Syrian tanks of German origin and rounds for the KwK 42 L70 were not available anymore. and the Panther’s full ammo load was 87 rounds. The KwK 40 L48 fired a standard APCBC shell at 750 m/s and could penetrate 109 mm (4.3 in) hardened steel at 1.000 m range. This was enough to take out an M4 Sherman at this range from any angle under ideal circumstances. With an APCR shell the gun was even able to penetrate 130 mm (5.1 in) of hardened steel at the same distance.

 

Outwardly, the gun switch was only recognizable through the shorter barrel with a muzzle brake, the German WWII-era TZF.5f gunsight was retained by the Syrians. Additionally, there were two secondary machine guns, either MG-34s or MG-42s, one coaxial with the main gun and a flexible one in a ball mount in the tank’s front glacis plate.

A few incomplete Panther hulls without turret were also outfitted with surplus Panzer IV turrets that carried the same weapon, but the exact share of them among the Syrian tanks is unknown – most probably less than five, and they were among the batch delivered in the course of the second contract from 1958.

 

As they had been lumped all together in Czechoslovak army service, the Syrians received a mixed bag of Panzer IV and Panther versions, many of them “half-breeds” or “Frankensteins”. Many had the bow machine gun removed, either already upon delivery or as a later field modification, and in some cases the machine gun in the turret was omitted as well.

An obvious modification of the refurbished Czech export Panthers for Syria was the installation of new, lighter road wheels. These were in fact adapted T-54 wheels from Czechoslovakian license production that had just started in 1957 - instead of revamping the Panthers’ original solid steel wheels, especially their rubberized tread surfaces, it was easier to replace them altogether, what also made spare parts logistics easier. The new wheels had almost the same diameter as the original German road wheels from WWII, and they were simply adapted to the Panther’s attachment points of the torsion bar suspension’s swing arms. Together with the lighter main gun and some other simplifications, the Syrian Panthers’ empty weight was reduced by more than 3 tonnes.

 

The Czechoslovaks furthermore delivered an adapter kit to mount a Soviet-made AA DShK 12.7mm machine gun to the commander cupola. This AA mount had originally been developed after WWII for the T-34 tank, and these kits were fitted to all initial tanks of the 1955 order. Enough were delivered that some could be installed on a few of the Spanish- / French-sourced tanks, too.

 

It doesn’t appear that the Czechoslovaks updated the radio fit on any of the ex-German tanks, and it’s unclear if the Syrians installed modern Soviet radios. The WWII German Fu 5 radio required a dedicated operator (who also manned the bow machine gun); if a more modern system was installed not requiring a dedicated operator, this crew position could be eliminated altogether, what favored the deletion of the bow machine gun on many ex-German Syrian tanks. However, due to their more spacious hull and turret, many Panthers were apparently outfitted with a second radio set and used as command tanks – visible through a second whip antenna on the hull.

 

A frequent domestic Panther upgrade were side skirts to suppress dust clouds while moving and to prevent dust ingestion into the engines and clogged dust filters. There was no standardized solution, though, and solutions ranged from simple makeshift rubber skirts bolted to the tanks’ flanks to wholesale transplants from other vehicles, primarily Soviet tanks. Some Panthers also had external auxiliary fuel tanks added to their rear, in the form of two 200 l barrels on metal racks of Soviet origin. These barrels were not directly connected with the Panther’s fuel system, though, but a pump-and-hose kit was available to re-fuel the internal tanks from this on-board source in the field. When empty or in an emergency - the barrels were placed on top of the engine bay and leaking fuel quite hazardous - the barrels/tanks could be jettisoned by the crew from the inside.

 

Inclusive of the cannibalization hulks, Syria received a total of roughly 80 former German tanks from Czechoslovakia. However, at no time were all simultaneously operational and by 1960, usually only two or three dozen were combat-ready.

Before the Six Day War, the Syrian army was surprisingly unorganized, considering the amount of money being pumped into it. There was no unit larger than a brigade, and the whole Syrian army had a sort of “hub & spokes” system originating in Damascus, with every individual formation answering directly to the GHQ rather than a chain of command. The Panthers, Panzer IVs and StuG IIIs were in three independent tank battalions, grossly understrength, supporting the normal tank battalions of three infantry brigades (the 8th, 11th, and 19th) in the Golan Heights. The Jagdpanzer IVs were in a separate independent platoon attached to a tank battalion operating T-34s and SU-100s. How the Hummel SPGs were assigned is unknown.

 

The first active participation of ex-German tanks in Syrian service was the so-called “Water War”. This was not really a war but rather a series of skirmishes between Israel and Syria during the mid-1960s. With increasing frequency starting in 1964, Syria emplaced tanks on the western slope of the Golan Heights, almost directly on the border, to fire down on Israeli irrigation workers and farmers in the Galilee region. Surprisingly (considering the small number available) Syria chose the Panzer IV for this task. It had no feature making it better or worse than any other tank; most likely the Syrians felt they were the most expendable tanks in their inventory as Israeli counterfire was expected. The panzers were in defilade (dug in) and not easy to shoot back at; due to their altitude advantage.

 

In 1964, Syria announced plans to divert 35% of the Jordan River’s flow away from Israel, to deprive the country of drinking water. The Israelis responded that they would consider this an act of war and, true to their word, engaged the project’s workers with artillery and sniper fire. Things escalated quickly; in 1965, Israeli M4 Shermans on Israeli soil exchanged fire with the Syrian Panzer IVs above inconclusively. A United Nations peacekeeping team ordered both sides to disengage from the border for a set period of time to “cool off”, but the UN “Blue Berets” were detested and considered useless by both the Israelis and Syrians, and both sides used the lull to prepare their next move. When the cooling-off period ended, the Syrians moved Panzer IVs and now some Panthers, too, back into position. However, the IDF had now Centurion tanks waiting for them, with their fire arcs pre-planned out. The Cold War-era Centurion had heavy armor, a high-velocity 105mm gun, and modern British-made optics. It outclassed the WWII panzers in any imaginable way and almost immediately, two Syrian Panzer IVs and a Panther were destroyed. Others were abandoned by their crews and that was the end of the situation.

 

Syria’s participation in the Six Say War that soon followed in 1967 war was sloppy and ultimately disastrous. Israel initially intended the conflict to be limited to a preemptive strike against Egypt to forestall an imminent attack by that country, with the possibility of having to fight Syria and Jordan defensively if they responded to the operations against Egypt. The war against Egypt started on 5 June 1967. Because of the poor organization of the Syrian army, news passed down from Damascus on the fighting in the Sinai was scarce and usually outdated by the time it reached the brigade level. Many Syrian units (including the GHQ) were using civilian shortwave radios to monitor Radio Cairo which was spouting off outlandish claims of imaginary Egyptian victories, even as Israeli divisions were steamrolling towards the Suez Canal.

 

Syrian vehicles of German origin during the Six Day War were either painted overall in beige or in a dark olive drab green. Almost all had, instead of tactical number codes, the name of a Syrian soldier killed in a previous war painted on the turret in white. During the Six Day War, no national roundel was typically carried, even though the Syrian flag was sometimes painted to the turret flanks. However just as the conflict was starting, white circles were often painted onto the top sides of tanks as quick ID markings for aircraft, and some tanks had red recognition triangles added to the side areas: Syrian soldiers were notoriously trigger-happy, and the decreased camouflage effect was likely cancelled out by the reduced odds of being blasted by a comrade!

 

During the evening of 5 June, Syrian generals in Damascus urged the government to take advantage of the situation and mount an immediate invasion of Israel. Planning and preparation were literally limited to a few hours after midnight, and shortly after daybreak on 6 June, Syrian commanders woke up with orders to invade Israel. The three infantry brigades in the Golan, backed up by several independent battalions, were to spearhead the attack as the rest of the Syrian army mobilized.

There was no cohesion at all: Separate battalions began their advance whenever they happened to be ready to go, and brigades went forward, missing subunits that lagged behind. A platoon attempting a southern outflank maneuver tried to ford the Jordan River in the wrong spot and was washed away. According to a KGB report, at least one Syrian unit “exhibited cowardice” and ignored its orders altogether.

 

On 7 June, 24 hours into their attack, Syrian forces had only advanced 2 miles into Israel. On 8 June, the IDF pushed the Syrians back to the prewar border and that afternoon, Israeli units eliminated the last Egyptian forces in the Sinai and began a fast redeployment of units back into Israel. Now the Syrians were facing serious problems.

On 9 June, Israeli forces crossed into the Golan Heights. They came by the route the Syrians least expected, an arc hugging the Lebanese border. Now for the first time, Syria’s panzers (considered too slow and fragile for the attack) were encountered. The next day, 10 June 1967, was an absolute rout as the Syrians were being attacked from behind by IDF units arcing southwards from the initial advance, plus Israel’s second wave coming from the west. It was later estimated that Syria lost between 20-25% of its total military vehicle inventory in a 15-hour span on 10 June, including eight Panthers. A ceasefire was announced at midnight, ending Syria’s misadventure. Syria permanently lost the Golan Heights to Israel.

 

By best estimate, Syria had just five Panthers and twenty-five Panzer IVs fully operational on 6 June 1967, with maybe another ten or so tanks partially operational or at least functional enough to take into combat. Most – if not all – of the ex-French tanks were probably already out of service by 1967, conversely the entire ex-Spanish lot was in use, along with some of the ex-Czechoslovak vehicles. The conflict’s last kill was on 10 June 1967 when a Panzer IV was destroyed by an Israeli M50 Super Sherman (an M4 Sherman hull fitted with a new American engine, and a modified turret housing Israeli electronics and a high-velocity French-made 75mm gun firing HEAT rounds). Like the Centurion, the Super Sherman outclassed the Panzer IV, and the Panther only fared marginally better.

 

Between 1964-1973 the USSR rebuilt the entire Syrian military from the ground up, reorganizing it along Warsaw Pact lines and equipping it with gear strictly of Soviet origin. There was no place for ex-Wehrmacht tanks and in any case, Czechoslovakia had ended spares & ammo support for the Panzer IV and the Panthers, so the types had no future. The surviving tanks were scrapped in Syria, except for a single Panzer IV survivor sold to a collector in Jordan.

  

Specifications:

Crew: Five (commander, gunner, loader, driver, radio operator)

Weight: 50 tonnes (55.1 long tons; 45.5 short tons)

Length: 6.87 m (22 ft 6 in) hull only

7.52 m (24 ft 7¾ in) overall with gun facing forward

Width: 3.42 m (11 ft 3 in) hull only

3,70 m (12 ft 1¾ in) with retrofitted side skirts

Height: 2.99 m (9 ft 10 in)’

Ground clearance: 56 cm (22 in)

Suspension: Double torsion bar, interleaved road wheels

Fuel capacity: 720 liters (160 imp gal; 190 US gal),

some Syrian Panthers carried two additional external 200 l fuel drums

 

Armor:

15–80 mm (0.6 – 3.93 in)

 

Performance:

Maximum road speed: 56 km/h (35 mph)

Operational range: 250 km (160 mi) on roads; 450 km (280 mi)with auxiliary fuel tanks

100 km (62 mi) cross-country

Power/weight: 14 PS (10.1 kW)/tonne (12.7 hp/ton)

 

Engine & transmission:

Maybach HL230 V-12 gasoline engine with 700 PS (690 hp, 515 kW)

ZF AK 7-200 gearbox with 7 forward 1 reverse gear

 

Armament:

1× 7,5 cm KwK 40 (L/48) with 87 rounds

2× 7.92 mm MG 34 or 42, or similar machine guns;

one co-axial with the main gun, another in the front glacis plate

with a total of 5.100 rounds (not always mounted)

Provision for a 12.7 mm DShK or Breda anti-aircraft machine gun on the commander cupola

  

The kit and its assembly:

A rather exotic what-if model, even though it’s almost built OOB. Inspiration came when I stumbled upon the weird Syrian Panzer IVs that were operated against Israel during the Six Day War – vehicles you would not expect there, and after more than 20 years after WWII. But when I did some more research, I was surprised about the numbers and the variety of former German tanks that Syria had gathered from various European countries, and it made me wonder if the Panther could not have been among this shaggy fleet, too?

 

I had a surplus Dragon Panther Spähpanzer in The Stash™, to be correct a “PzBeobWg V Ausf. G”, an observation and artillery fire guidance conversion that actually existed in small numbers, and I decided to use it as basis for this odd project. The Dragon kit has some peculiarities, though: its hull is made from primed white metal and consists of an upper and lower half that are held together by small screws! An ambiguous design, because the parts do not fit as good as IP parts, so that the model has a slightly die-cast-ish aura. PSR is necessary at the seams, but due to the metal it’s not easy to do. Furthermore, you have to use superglue everywhere, just as on a resin kit. On the other side, surface details are finely molded and crisp, even though many bits have to be added manually. However, the molded metal pins that hold the wheels are very robust and relatively thin – a feature I exploited for a modified running gear (see below).

 

For the modified Panther in my mind I had to retrograde the turret back to a late standard turret with mantlet parts left over from a Hasegawa kit – they fitted perfectly! The PzBeobWg V only comes with a stubby gun barrel dummy. But I changed the armament, anyway, and implanted an aftermarket white metal and brass KwK 40 L48, the weapon carried by all Syrian Panzer IVs, the Jagdpanzer IVs as well as the StuG IIIs. This standardization would IMHO make sense, even if it meant a performance downgrade from the original, longer KwK 42 L70.

 

For a Syrian touch, inspired by installations on the Panzer IVs, I added a mount for a heavy DShK machine gun on the commander’s cupola, which is a resin aftermarket kit from Armory Models Group (a kit that consists of no less than five fiddly parts for just a tiny machine gun!).

To change and modernize the Panther’s look further, I gave it side skirts, leftover from a ModelCollect T-72 kit, which had to be modified only slightly to fit onto the molded side skirt consoles on the Panther’s metal hull. A further late addition were the fuel barrels from a Trumpeter T-54 kit that I stumbled upon when I looked for the skirts among my pile of tank donor parts. Even though they look like foreign matter on the Panther’s tail, their high position is plausible and similar to the original arrangement on many Soviet post-WWII tanks. The whip antennae on turret and hull were created with heated black sprue material.

 

As a modern feature and to change the Panther’s overall look even more, I replaced its original solid “dish” road wheels with T-54/55 “starfish” wheels, which were frequently retrofitted to T-34-85s during the Fifties. These very fine aftermarket resin parts (all real-world openings are actually open, and there’s only little flash!) came from OKB Grigorovich from Bulgaria. The selling point behind this idea is/was that the Panther and T-54/55 wheels have almost the same diameter: in real life it’s 860 vs. 830 mm, so that the difference in 1:72 is negligible. Beneficially, the aftermarket wheels came in two halves, and these were thin enough to replace the Panther’s interleaved wheels without major depth problems.

Adapting the parts to the totally different wheel arrangement was tricky, though, especially due to the Dragon kit’s one-piece white metal chassis that makes any mods difficult. My solution: I retained the inner solid wheels from the Panther (since they are hardly visible in the “3rd row”), plus four pairs of T-54/55 wheels for the outer, more rows of interleaved wheels. The “inner” T-54/55 wheel halves were turned around, received holes to fit onto the metal suspension pins and scratched hub covers. The “outside” halves were taken as is but received 2 mm spacer sleeves on their back sides (styrene tube) for proper depth and simply to improve their hold on the small and rounded metal pin tips. This stunt worked better than expected and looks really good, too!

  

Painting and markings:

Basically very simple, and I used pictures of real Syrian Panzer IVs as benchmark. I settled for the common green livery variant, and though simple and uniform, I tried to add some “excitement” to it and attempted to make old paint shine through. The hull’s lower surface areas were first primed with RAL 7008 (Khakigrau, a rather brownish tone), then the upper surfaces were sprayed with a lighter sand brown tone, both applied from rattle cans.

 

On top of that, a streaky mix of Revell 45 and 46 – a guesstimate for the typical Syrian greyish, rather pale olive drab tone - was thinly applied with a soft, flat brush, so that the brownish tones underneath would shine through occasionally. Once dry, the layered/weathered effect was further emphasized through careful vertical wet-sanding and rubbing on all surfaces with a soft cotton cloth.

The rubber side skirts were painted with an anthracite base and the dry-brushed with light grey and beige.

 

The model then received an overall washing with a highly thinned mix of grey and dark brown acrylic artist paint. The vinyl tracks (as well as the IP spare track links on the hull) were painted, too, with a mix of grey, red brown and iron, all acrylic paints, too, that do not interact chemically with the soft vinyl.

 

The decals/markings are minimal; the Arabian scribble on the turret (must be a name?), using the picture of a Syrian Panzer IV as benchmark, was painted in white by hand, as well as the white circle on the turret roof. The orange ID triangles are a nice contrast, even though I was not able to come up with real-life visual evidence for them. I just found a color picture of a burned T-34-85 wreck with them, suggesting that the color was a dull orange red and not florescent orange, as claimed in some sources. I also found illustrations of the triangles as part of 1:35 decal sets for contemporary Syrian T-34-85s from FC Model Trend and Star Models, where they appear light red. For the model, they were eventually cut out from decal sheet material (TL-Modellbau, in a shade called “Rotorange”, what appears to be a good compromise).

 

Dry-brushing with light grey and beige to further emphasize edges and details followed. Finally, the model was sealed with matt acrylic vanish overall, and some additional very light extra dry-brushing with silver was done to simulate flaked paint. Dirt and rust residues were added here and there with watercolors. After final assembly, the lower areas of the model were furthermore powdered with mineral pigments to simulate dust.

  

The idea of a modernized WWII Panther: a simple idea that turned into a major conversion. With the resin DShK machine gun and T-54/55 wheel set the costs of this project escalated a little, but in hindsight I find that the different look and the mix of vintage German and modern Soviet elements provide this Panther with that odd touch that sets it apart from a simple paint/marking variation? I really like the outcome, and I think that the effort was worthwhile - this fictional Panther shoehorns well into its intended historical framework. :-D

 

Replacing an earlier scanned photo with a better version 09-Jun-17 + DeNoise AI 09-Oct-22

To replace the 2 60 plate coaches, Johnson Bros of Hodthorpe ordered 2 brand new coaches for the National Express service which are all fitted with CCTV onboard so you can see where your going. That must be a brand few feature onboard those coaches. Coming into Nottingham on one of the first outings (might even be day one) is BV66 WOY which looks super smart and super shiny. replacing one of the two 60 plate coaches. The 12 plate spare will stay for a little while.

 

no. BV66 WOY

- Replaced the fragment of trans-green with a carefully-cut semicircle of glow-in-the-dark ABS from a grenade launcher

- Smoothed and polished a few rough parts

- Painted, except for the grip

I replaced all the electrolytic capacitors, transistors and diodes in the amp to bring it back to spec. All transistors were replaced with modern equivalents. Luckily all parts were readily available for this nearly 40 year old amp!

+++ 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 Lockheed F-94 Starfire was a first-generation jet aircraft of the United States Air Force. It was developed from the twin-seat Lockheed T-33 Shooting Star in the late 1940s as an all-weather, day/night interceptor.

The aircraft reached operational service in May 1950 with Air Defense Command, replacing the propeller-driven North American F-82 Twin Mustang in the all-weather interceptor role. The F-94 was the first operational USAF fighter equipped with an afterburner and was the first jet-powered all-weather fighter to enter combat during the Korean War in January 1953.

 

The initial production model was the F-94A, which entered operational service in May 1950. Its armament consisted of four 0.50 in (12.7 mm) M3 Browning machine guns mounted in the fuselage with the muzzles exiting under the radome. Two 165 US Gallon (1,204 litre) drop tanks, as carried by the F-80 and T-33, were carried on the wingtips. Alternatively, these could be replaced by a pair of 1,000 lb (454 kg) bombs under the wings, giving the aircraft a secondary fighter bomber capability. 109 were produced.

 

The subsequent F-94B, which entered service in January 1951, was outwardly virtually identical to the F-94A. The Allison J33 turbojet had a number of modifications made, though, which made it a very reliable engine. The pilot was provided with a more roomy cockpit and the canopy was replaced by a canopy with a bow frame in the center between the two crew members, as well as a new Instrument Landing System (ILS). 356 of these were built.

 

The following F-94C was extensively modified and initially designated F-97, but it was ultimately decided to treat it as a new version of the F-94. USAF interest was lukewarm, since aircraft technology developed at a fast pace in the Fifties, so Lockheed funded development themselves, converting two F-94B airframes to YF-94C prototypes for evaluation.

 

To improve performance, a completely new, much thinner wing was fitted, along with a swept tail surface. The J33 engine was replaced with a more powerful Pratt & Whitney J48, a license-built version of the afterburning Rolls-Royce Tay, which produced a dry thrust of 6,350 pounds-force (28.2 kN) and approximately 8,750 pounds-force (38.9 kN) with afterburning.

 

The fire control system was upgraded to the Hughes E-5 with an AN/APG-40 radar in a modified nose with an enlarged radome. The guns were removed and replaced with an all-rocket armament, which was – at that time – regarded as more effective against high-flying, subsonic bomber formations. The internal armament consisted of four flip-up panels in a ring around the nose, each containing six rockets. External pods on the wings augmented the offensive ordnance to 48 projectiles. Operational service began with six squadrons by May 1954.

 

According to test pilot Tony LeVier, the F-94C was capable of supersonic flight, but Lockheed felt that the straight wing limited the airframe's potential, esp. with the uprated engine. Besides, the earlier F-94 variants already saw the end of their relatively brief operational life, already being replaced in the mid-1950s by the Northrop F-89 Scorpion and North American F-86D Sabre interceptor aircraft in front-line service and relegated to National Guard service. Therefore, Lockheed launched another update program for the F-94 in 1953, again as a private venture.

 

The resulting F-94E (the F-94D was a proposed fighter bomber variant which made it to prototype staus) was another, evolutionary modification of the basic concept, which, in the meantime, had almost nothing left in common with its F-80/T-33 ancestry.

It was based on the F-94C, most obvious change was the introduction of swept wings for supersonic capability in level flight. This change also necessitated other aerodynamic adjustments, including a new, deeper fin with increased area and a modified landing gear that would better cope with the increased AUW.

 

Under the hood, the F-94E was constructed around the new Hughes MG-3 fire control system, similar to the early F-102, but kept the AN/APG-40, even though it was coupled with an enlarged antenna. The respective new radome now covered the complete nose cross section. Furthermore, the F-94 E introduced innovations like a Texas Instruments infrared search/tracking system (IRST), which allowed passive tracking of heat emissions, mounted in a canoe fairing under the nose, passive radar warning receivers, transponders as well as backup artificial horizons.

 

With this improved equipment the interceptor was now able to deploy semi-active radar homing GAR-1s and/or infrared GAR-2s (later re-designated AIM-4A/B Falcon), operating at day and night as well as under harsh weather conditions.

 

All missiles were carried externally on underwing pylons. Beside the original main wet hardpoints outside the landing gear (typically a pair of 165 US Gallon (1,204 litre) drop tank, that were carried on the wing tips on the former versions), two additional pairs of lighter pylons were added under the wing roots and the outer wings.

 

Typically, a pair of SARH- and IR-guided AIM-4s were carried, one per pylon, plus a pair of drop tanks. Alternatively, the F-94E could carry up to 4.000 lb (1,816 kg) of ordnance, including up to six streamlined pods, each holding nineteen 2 ¾” in (70 mm) Mk 4/Mk 40 Folding-Fin Aerial Rockets. Any internal armament was deleted.

 

The F-94E's new wings allowed a top speed of 687mph at sea level and a top speed of 693 mph (1,115 km/h) at height – compared with the F-94C’s 640 mph (556 kn, 1,030 km/h) a rather mild improvement. But the enlarged wing area resulted in a considerably improved rate of climb as well as good maneuverability at height. The F-94E's performance was overall on par with the F-86D, with the benefit of a second crew member, while its weapon capability was comparable with the much bigger (but slower) F-89.

 

Both of these types were already introduced, so the Air Force's interest was, once more, less than enthusiastic. Eventually the F-94's proven resilience to harsh climate conditions, esp. in the Far North, earned Lockheed in 1955 a production contract for 72 F-94Es for interceptor squadrons based in Alaska, New Foundland, Greenland and Iceland.

 

These production machines arrived to the Northern theatre of operations in summer 1956 and featured an improved weapon capability: on the wet wing hardpoints, a pair of MB-1 Genie (formerly known as ‘Ding Dong’ missile, later re-coded AIR-2) nuclear unguided rockets could be carried.

 

For the missile pylons under the wing roots, twin launch rails were introduced so that the F-94E could theoretically carry a total of up to eight AIM-4 missiles, even though the wet pylons were typically occupied with the drop tanks and only two pairs of AIM-4A and B were carried under the wing roots. The J48 engine was slightly uprated, too: the F-94E’s P-9 variant delivered now 6,650 lbf (29.5 kN) dry thrust and 10,640 lbf (47.3 kN) at full afterburner.

 

Keflavik Airport, Iceland, although controlled by Military Air Transport Service (MATS), was the first base to be equipped with F-94Es as part of the 82d Fighter-Interceptor Squadron in early 1957, where the machines replaced F-94Bs and F-89Cs.

 

The type was popular among the crews, because it coupled a relatively high agility (compared with the F-89 Scorpion) with the psychological benefit of a two men crew, not to be underestimated during operations in the Far North as well as over open water.

 

The F-94's career didn't last long, though, the aircraft soon became outdated. The last F-94E was already retired from USAF front-line service in November 1962, only three years after the last F-94C Starfires were phased out of ANG service. Eventually, the fighters were replaced by the F-101, F-102 and the F-106.

  

General characteristics:

Crew: 2

Length: 44 ft 11 in (13.71 m)

Wingspan: 39 ft 10 in (12.16 m)

Height: 14 ft 6 in (4.43 m)

Wing area: 313.4 sq ft (29.11 m²)

Empty weight: 12,708 lb (5,764 kg)

Loaded weight: 18,300 lb (8,300 kg)

Max. takeoff weight: 24,184 lb (10,970 kg)

 

Powerplant:

1× Pratt & Whitney J48-P-9 turbojet, rated at 6,650 lbf (29.5 kN) dry thrust

and 10,640 lbf (47.3 kN) at full afterburner.

 

Performance:

Maximum speed: 693 mph (1,115 km/h) at height and in level flight

Range: 805 mi (700 nmi, 1,300 km) in combat configuration with four AAMs and two drop tanks

Ferry range: 1,275 mi (1,100 nmi, 2,050 km)

Service ceiling: 51,400 ft (15,670 m)

Rate of climb: 12,150 ft/min (61.7 m/s)

Wing loading: 78.6 lb/ft² (384 kg/m²)

Thrust/weight: 0.48

 

Armament:

Six underwing pylons for a mix of AIM-4 Falcon AAMs (IR- and SARH-guided),

pods with unguided 19× 2.75” (70 mm) Mk 4/Mk 40 Folding-Fin Aerial Rockets,

a pair of 165 gal. drop tanks or a pair of unguided nuclear MB-1 Genie air-to-air missiles

  

The kit and its assembly:

Another entry for the Cold War GB at whatifmodelers.com. This build was originally inspired by profiles of a P-80/F-86 hybrid, and respective kitbashings from other modelers. An elegant, though fictional, aircraft! Nevertheless, I wanted to build one, too, and take the original idea a step further. So I chose the F-94 as an ingredient for the kit mix – a rather overlooked aircraft, and getting hands on a donation kit took some time, since there are not many options.

 

I wanted to use the F-94C as starting point, which is already considerably different from the F-80/T-33. Adding swept wings (from a Hobby Boss F-86F, with larger “6-3” wings) changed this look even more. So much that I decided to modify the fin, which did not look appropriate anymore.

 

The fin and the spine’s rear end was replaced with the fin of a Kangnam/Revell Yak-38. In order to unify shapes and make the donation less obvious, the Yak-38 fin’s characteristic, pointed tip was clipped and replaced by a more conventional design, scratched from a piece of 1.5mm styrene sheet. In the wake of this modification, the round elevator tips were clipped, too.

 

Using the F-94’s landing gear wells as benchmarks, the F-86 wings (which had to be cut off of the Hobby Boss kit’s integral, lower fuselage part) were sanded into shape and simply glued into a proper position.

 

This worked so well that a completely new and plausible main landing gear installation was created. As a consequence, I used the F-86’s landing gear struts - they are much better detailed than the Emhar F-94C’s parts. The front wheel strut (it’s a single piece) was transplanted too, even though the suspension was switched 180°.

 

The Emhar F-94C’s cockpit is pretty good (esp. the seats) and were taken OOB. I just covered some gaps in the cockpit walls and under the windscreen with paper tissue, soaked with white glue.

 

The nose was replaced by a bigger radome, taken from an Armstrong Whitworth Meteor NF.14 (Matchbox kit). Its diameter and shape fit almost perfectly onto the F-94C’s front end, and the result reminds a lot of the EF-94C photo reconnaissance test aircraft! Under the nose, a shallow fairing for the IR sensor was added, and all four air brakes were mounted in open position.

 

The underwing pylons come from the scrap box (one pair from an Airfix A-1 Skyraider, another from an ESCI Kamow Ka-34 ‘Hokum’ which also provide the launch rails for the ordnance). The drop tanks come probably from an Italeri F-16 (not certain) while the four AIM-4s come from a Hasegawa USAF air-to-air weapons set.

  

Painting and markings:

This was supposed to become a classic USAF aircraft of the late Fifties, since the F-94 had never been exported. I was actually tempted to add Red Stars, though, because the overall shape has a certain Soviet look to it - esp. the nose, which reminds a lot of the contemporary Yak-25 interceptor?

 

But the original USAF idea won, with an all-metal finish. In order to brighten things up I chose a squadron that served with the Northeast or Alaskan Air Command, which added orange-red high-viz markings to wings and fuselage.

 

The NMF sections were primed with a base coat of Revell’s acrylic Aluminum. On top of that, single panels and details were painted with Alu Plate and Steel Metallizer from Modelmaster.

The International Orange markings were created with Humbrol 132, slightly shaded with orange (Humbrol 18).

 

Part of the nose section and the spine were painted in ADC Grey (FS 16473, Modelmaster), just for some diversity. Cockpit interior and landing gear wells received a coat of US Cockpit Green (Humbrol 226), while the interior of the air brakes was painted in Zinc Primer (Humbrol 81), according to pictures of operational F-94s.

 

The landing gear struts and the inside of their covers became Aluminum (Humbrol 56). The anti glare panel in front of the cockpit was done with dark olive drab (Humbrol 66), the radome flat black and weathered with wet-in-wet streaks of sand brown.

Operational F-94s show serious weathering on their di-electric noses, so this detail was taken over to the kit. Other weathering with paint, beyond a basic black ink wash and some shading on the orange areas, was not done.

 

The drop tanks were painted with Steel Metallizer, for a different metallic shade from the fuselage, and the AIM-4’s received a typical outfit in white and bright red with different seeker heads.

 

Primary decals come from a Heller F-94B kit, which have the benefit of a silver background – even though this does not match 100% with the paint. Squadron markings come from an Xtradecal F-102 sheet, tailored to the kit. Most stencils come from the Emhar OOB sheet, plus some more from the aforementioned F-102 sheet.

 

After some soot stains around the exhaust were added with graphite, the kit was sealed under a coat of semi-glossy acrylic varnish. The anti glare panel and the radome were kept matt, though.

  

A pretty result. Mixing parts from a Shooting Star and a Sabre (a Shooting Sabre, perhaps?) results in a very elegant aircraft. And while the F-94 lost much of its original, elegant appeal, the combo still works with this later interceptor variant of the F-80. Very plausible, IMHO.

via WordPress bit.ly/2WWtl13

 

I’ve recently finished replacing the wiring harness on my P5B Coupe with a ‘New Old Stock’ harness, so it seems a good time to cover this in some detail in an article. I also plan to write a series of articles explaining how each of the main circuits of the Rover P5 electrical system works, but that’s for the (near) future.

 

Why???

 

Before we begin, it’s worth mentioning why I took this drastic step. My car, like many classics of the period, had numerous places where the insulation on the old harness was fraying and cracked. This is obviously a fire hazard and needed repairing. My original plan was to re-terminate wires and/or splice-in new sections. That would be the simplest thing, and if done properly would have been fine.

 

However, my car had suffered a small engine fire a few years before I bought it. The fire had damaged the engine and ancillaries, but had been extinguished before doing too much damage, although the wiring in the engine had been damaged. The repairers had cut the old harness at the 4 places it passes through the firewall, and connected parts of another harness in the engine bay.

 

Unfortunately not only had they used the wrong harness with inconsistent wire colours (and hadn’t removed redundant wires), but they spliced the two harnesses together using about 60 bullet connectors, which are not the most reliable electrical connectors. Again, I could have crimped and soldered these properly, or replaced the engine wiring with the correct wires, but the whole thing would have been a patchwork and a definite weak point.

 

There was also the related issue that the engine-bay was looking very tired and dirty, and there was a lot of surface-rust in places, so sorting that was important as well.

 

As I contemplated my options, a New Old Stock (NOS) harness for a P5B Coupe popped-up on eBay. I also could have ordered a new harness from Autosparks, but the eBay harness was ¼ of the price, so I ordered it. This could have been a mistake, as old wiring will still degrade with age even if not fitted to a car, but when it arrived the harness was almost as new. It was slightly the wrong year, so a couple of wires were wrong, but as I wanted to fit some additional components anyway, I could easily fix this. I’d then have a period-correct harness, adapted to exactly how I want it.

 

I’ll talk more about how I adapted the harness a little later.

 

Recommended Reading

 

Whilst re-wiring my car and researching this topic I’ve found the following book invaluable, and thoroughly recommend you obtain a copy:

 

Classic British Car Electrical Systems

 

“Your guide to understanding, repairing and improving the electrical components and systems that were typical … from 1950 to 1980.”

 

An Invaluable guide for any classic car electrical system, taking the reader from basics of car electrical theory to a complete understanding. What makes this especially good for us is that it covers many of the Lucas components that the P5 uses, so is very relevant. Its well written, detailed, and logically laid-out.

 

Classic British Car Electrical Systems

   

Classic British Car Electrical Systems: Your guide to understanding, repairing and improving the electrical components and systems that were typical ... from 1950 to 1980 (Essential Manual Series)

 

by Rick Astley [Veloce Publishing Ltd.]

Price: £26.00

 

Wiring Diagram

 

A good wiring diagram is an absolute necessity. The diagram in the Workshop manual is quite poor as it’s small, has errors and isn’t in colour. There is a free PDF available from the Rover P5 Club for members, but as I wanted to make some changes I decided to create my own full-colour circuit diagrams of the complete P5B electrical system. This was rather time-consuming, but invaluable in understanding the wiring and planning the changes I wanted.

 

The overall layout I used is somewhat similar to the free PDF version as that seems the most logical layout, so thanks are due for inspiration to the Club Member who created that version. My version is quite different in detail, and has lots of additional information as well. It’s 3-pages in total, and is correct for a 1968 P5B (both Saloon and Coupe), although Rover sometimes made running changes, so I can’t guarantee everything is correct for your car.

 

To make things easier, I’ve had the standard version of my diagram professionally printed at A3 size, and these are available to buy in the website Shop and also below here, in full colour, both on plain-paper and also laminated. A3 is a great size as there is so much information packed-in, and they look really smart (I may be biased). The A3 laminated prints look great on the garage wall as well!

 

RoverP5.com Wiring Diagram

 

Rover P5B Saloon and Coupe Wiring Diagram (A3, Plain Paper)

 

£8.00

 

Rover P5B Saloon and Coupe Wiring Diagram (A3, Laminated)

 

£20.00

 

Recommended Tools and Consumables

 

In order to work on Rover P5 and P5B electrics to a standard similar to original, whether replacing the harness or re-terminating a wire, there are a few general tools you’ll need, plus a few specialised tools that I strongly recommend you buy – they will transform the quality of the final result.

 

General Tools

 

Wire Cutters

 

Wire Strippers

 

Knife

 

Soldering Iron (I tend to use a propane gas iron, which saves the need for a power connection, but that’s a personal preference. Any soldering iron of about 30W upwards should be fine).

 

Specialised Tools

 

Multi-Meter

 

I recommend a pen-type meter, as they allow you to see the display next to where you’re probing – much less chance of the probe slipping as you turn to look at the display. You want a meter with at least D.C. voltage measurement and an audible continuity check. I bought and used this one – I recommend it: amzn.to/2BhmYvR

 

It’s also very useful if one lead is extra-long (I’d suggest 3 metres), with a clip rather than a probe. This allows you to, for example, clip the meter to a wire in the engine bay, then take the meter inside the car to probe for continuity behind the dashboard. I made my own using a crocodile clip, some flexible wire and 4mm banana plug.

 

Lucar-type Crimp Tool

 

You can get cheap crimping tools, but often the jaws don’t align properly and the quality of the crimp will be poor. I recommend this one – the crimped connectors look as good as the factory:

 

www.vehicle-wiring-products.eu/product.php/269/ratchet-cr...

 

Bullet Crimp Tool

 

These aren’t as widely available as the above, but they are vital and well worth buying if you’re doing any work on a Rover P5 or P5B electrical system, which uses a great may Bullet connectors:

 

www.vehicle-wiring-products.eu/product.php/272/bullet-cri...

 

Bullet Closing Tool

 

These aren’t essential, but they do make inserting bullet connectors into connection blocks much easier, especially in confined areas, and you won’t damage the crimp or the cable (which pushing on the cable often does):

 

www.vehicle-wiring-products.eu/product.php/336/bullet-clo...

 

Consumables

 

I recommend buying a selection of ‘Lucar’ (6.3mm) crimp connectors and Bullet crimp connectors for different wire sizes. These come either plain brass and tinned brass – tinned brass are probably the most durable. Don’t use the pre-insulated Lucar terminals – they look terrible and don’t crimp or support the wire insulation properly. Vehicle Wiring Products can supply the right ones.

 

I also recommend that if you need to replace any wiring, try to source the correct colour-coded wire of the same or larger conductor size. Vehicle Wiring Products supply every colour cable in PVC insulation, and Autosparks can supply the correct coloured braided cable. Most modern PVC cable is ‘thin-wall’ type so it takes-up less space in the harness – this is perfectly OK for classic cars as long as the conductor rating is correct.

 

You might also need a selection of bullet connector blocks. These are made for 1, 2, 3 and 5 cables. Just be aware that the 2 and 3 cable types are for connecting all 3 wires together – they aren’t multi-pole. The 5 cable version is multi-pole. Again, available from Vehicle Wiring Products and Autosparks.

 

Re-usable ‘Velcro’ Cable Ties: These are really handy if you need to unwrap any of the harness to get to wires – you can keep the harness together using these, and can easily move and re-use them as needed. H&S 100 Reusable Cable Ties: amzn.to/2Df7iJJ

 

Harness Tape. Whatever you do, don’t use insulation tape to re-wrap the harness! The adhesive degrades rapidly and you end-up with a horrible, sticky mess. You should use proper harness tape that doesn’t have any adhesive and can be removed easily if needed. I recommend Tesa H5160803 Wiring Harness Harness Tape 19 mm x 15 m Roll: amzn.to/2D8aPtA

 

The P5 Wiring Harness

 

Over the years numerous changes occurred to the P5 wiring and electrical components – too many to list. The number of fuses and general complexity increased over time. Most changes happened at the major model changeovers between Mark I / IA / II / III / P5B, but between these there were lots of running changes, not all documented in the Workshop Manual.

 

This series of articles focuses on an early P5B from 1968 with a ballasted coil and an alternator rather than dynamo, but earlier and later P5B’s are broadly similar with only relatively minor incremental changes each year.

 

The biggest change to be aware of was the change from positive to negative earth in 1965 – its really important you know whether your P5 is positive or negative earth. P5B’s are simple in this regard – all were negative earth, and all P5B’s used an alternator, not a dynamo.

 

Most P5 and P5B harnesses seem to use a combination of braided wire and PVC-insulated wire. The braided wire was mainly used on the ‘supply’ side of the fusebox. Perhaps Rover used this as an extra layer of protection against wire damage on the unfused supply wires? I’m not sure as it seems like a significant complication, but Rover were very-much engineering-led at this time, so that may be the case. To maintain originality I recommend getting the correct braided wire from Autosparks if your car had this originally – little details like this are an interesting part of the cars history.

 

Crimp or Solder?

 

Terminals on the standard Rover harness were mainly both crimped and soldered, and that’s what I’d recommend if you replace any terminals. Crimping (done correctly) should give the best electrical connection, but there is a chance for water to get into the joint through capillary action. That will increase resistance over time. Soldering is watertight, but will normally have a slightly higher resistance than a crimped joint. Doing both is best – crimp first, then solder.

 

Replacing the Wiring Harness

 

Now, finally we can cover the process of replacing the harness.

 

Step 1: Label the New Harness

 

It may be tempting to jump-in and start ripping wires out of your car, but I strongly advise taking your time and doing Step 1 first. It makes fitting the new harness much easier and less error-prone. This is what I did, and at the same time I made a number of modifications to the harness (see later). My car started first-time after connecting the last wire of the harness – even I was surprised by that.

 

The main reason I recommend labelling the harness first is that if there are things you’re unsure of at this stage, either in the wiring diagram or new harness, you still have a functioning harness in your car that you can refer to. This can be invaluable, and save you a great deal of heartache later.

 

I worked through every wire in the harness checking against the wiring diagram, checking it with the continuity tester on my multimeter, and making sure the wire colour-code matched the diagram. Any discrepancies were noted on the diagram, and checked against my car. I found a couple of wires in the NOS harness that were different to the diagram – perhaps some of Rover’s undocumented running changes, or expediency by the harness supplier.

 

To make this easier, and since it was Summer, I hung the harness on nails hammered into the garden fence! Obviously any wall would do, although a fence makes this very easy. I hung the harness in the approximate layout it would sit in the car. This made things much easier, and I got a sun tan at the same time.

 

As I checked each wire, I labelled the end with a flag of PVC insulation tape. In permanent market I wrote the component it was connecting to with the terminal number if appropriate. Underneath that, in brackets, I wrote what was as the other end of the cable. So one of the tape tabs on a cable might look like this:

 

HEADLAMP MAIN LHS

 

(FUSEBOX F14)

 

At a glance I could then see this wire was to be connected to the Headlamp Main Beam on the left-hand-side (nearside). In case of problems, I can also see the other end connects to the Fusebox terminal 14. This made troubleshooting much easier, and once tested in the car I removed most of the flags (I left a few that were hidden – you never know if they may be useful in the future).

 

Not only does this step check your harness against the wiring digram, it makes re-connecting the harness quite simple and familiarises you with the harness itself. And you’re not upside down under the dashboard when doing this, but standing comfortably getting a suntan in your garden.

 

OK, I think this part is long enough. Here’s a video I’ve posted about the whole re-wiring – well worth a watch (and a subscribe!), and you’ll get a sneak-peak of what will be covered next.

 

In Part 2 I’ll cover in some detail the process to actually replace the harness in a Rover P5B. This should be published on the website in a few days.

 

The Sherry-Netherland

781 Fifth Avenue

New York, NY 10022

 

The hotels first four floors are travertine marble with three two-story monumental arched windows facing Fifth Avenue. The cornice and balustrade sit over the third floor.

 

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

The Early Years

 

The hotel site at the corner of Fifth Avenue and East 59th Street in Manhattan had been occupied by the New Netherland, built by William Waldorf Astor. The chateau like apartment tower facing Fifth Avenue was designed by William H. Hume. Its name came from New Netherland - the name given to a portion of the East Coast of North America by the Dutch Republic. The New Netherland's provincial capital was New Amsterdam which was located at the southern tip of the island of Manhattan.

 

The New Netherland was completed in 1892. The neo-Romanesque steel-framed building was 17 stories (234 feet) and claimed to be the "tallest hotel structure in the world" when it opened.

 

Developer Samuel Keller Jacobs began demolition of the New Netherland in 1926. Replacing it was a new tower apartment hotel occupying the same footprint and frontage on Fifth Avenue. Jacobs contracted with the architect firm Schultze & Weaver to work with high-rise specialist Buchman & Kahn.

 

Originally it was to be a 36-story transient hotel to have the same name - New Netherland. The Grand Army Plaza area was becoming a fashionable area. The Fifth Avenue mansions were giving way to high rise apartment hotels. It was decided to have Schultze & Weaver design a building to insure the wealthy residents of the area could continue their grand life style - but in a high rise apartment. During the construction Jacobs sold the hotel to Louis Sherry, Inc., a subsidiary of Boomer-duPont Properties Corporation. Lucius Boomer was a noted hotel operator and was also affiliated with the Waldorf=Astoria Hotel. Boomer was one of the early endowers to the Cornell Hotel School who made its establishment possible.

 

Louis Sherry (1855-1926) owned Sherry's an extremely successful and regaled restaurant and caterer located at Forty Third Street and Fifth Avenue. Sherry thought it best to close his restaurant business due to prohibition (which commenced in 1920) and what Sherry described as "war-born Bolshevism". The NY Times quoted Sherry "I am not at the point where I cannot increase my staff of waiters without admitting Bolsheviki, but I will not submit my patrons to have their food thrown at them."

 

Sherry and Lucius M. Boomer formed a new corporation (Louis Sherry, Inc.) with the intent to continue the ice cream, candy and catering business and also provide catering services for the Waldorf Astoria Hotel. Boomer was the chairman of the board for the original Waldorf-Astoria at Fifth Avenue and was also the original owner of Boston's Lenox Hotel.

 

Lucius Boomer renamed the hotel - The Sherry-Netherland - in anticipation of cashing in on the Sherry name known for its high standards of food and service. Louis Sherry died shortly before his name became associated with the new venture. An early brochure for the hotel states: "The Sherry tradition of perfection is drilled into every member of the personnel."

 

Also taking its name from Louis Sherry is the Sherry-Lehmann Wine and Spirits company. Their first store was in the Louis Sherry Building on Madison at 62nd. The store took its name from the name of the building - not the fortified wine of Spain.

 

During construction the hotel's upper floors suffered a fire that was visible from as far away as Long Island. The $10 million 165 apartment hotel was finished in 1927 and at 38-storys was known for a while as the tallest apartment hotel in New York City and the world.

 

At the time of the hotel's construction, the Vanderbilt mansion on Fifth Avenue (now the site of Bergdorf Goodman) was being demolished. Two limestone reliefs from that mansion were installed in the Sherry's entrance vestibule. The ornamental friezes by sculptor Karl Bitter depict a group of girls.

 

Because of Prohibition, the Sherry was designed with smaller public restaurant square footage than other pre-War hotels. Its lobby also designed small - which allowed for maximum street side store rentals. It was reported by the NY Times that a single apartment in 1927 at the Sherry-Netherland rented for a low of $1,600 per month and up to $6,500 per month.

 

The Architects: Schultz & Weaver together with Buchman and Kahn

 

Schultz & Weaver were best known for design work on hotels, including the Hotel Lexington, Hotel Pierre and the Waldorf-Astoria Hotel. The firm’s first completed hotel was the Los Angeles Biltmore now known as the Millennium Biltmore Hotel Los Angeles.

 

The hotel's design is noted for its high peaked roof topped with an elaborate Gothic minaret, or fleche. The spire top houses the water tank and even has an observation balcony. Gargoyles protrude from its crown.

 

According to the 1981 Upper East Side Historic District Designation Report the architecture style contains elements of neo-Romanesque and neo-Gothic styles. It is a 38-story hotel with stone and dark brown brick facing. The first four floors are travertine marble with three two-story monumental arched windows facing Fifth Avenue. The cornice and balustrade sit over the third floor. The building setbacks begin on the seventeenth leading to a slender tower crowned with a fleche. The setbacks allowed for spacious outdoor private terraces beginning on the eighteenth floor. Single apartments occupied the entire floors from the 24th floor to the 37th floor.

 

The minaret distinguishes the building as one of the most recognized hotel profiles in New York City.

 

Little of the building's architecture has changed since the Sherry-Netherland opened its doors in 1927. The canopy entrance, adorned with the hotel's famous landmark clock and four Italianate lanterns, is guarded by gargoyles on the 37-story Baroque tower. The recently restored vaulted lobby was modeled after the Vatican library. Striking features include sculptured panels from the Vanderbilt Mansion, Louis XV chairs, lavish chandeliers and elaborately designed marble floors with French carpets.

 

The Sherry Netherland’s frontage is elegant, adorned with griffins holding four hanging lanterns on the façade and a sidewalk clock that is gilded in genuine gold leaf.

 

Two Big Hotel Hold-ups - 1974 and 1977

 

On December 9, 1974 a team of five bandits took over the Sherry Netherland hotel for two hours and looted safety deposit boxes of more than $900,000 in cash and valuables. The robbers entered the hotel at 3.25AM and handcuffed 11 employees and 2 hotel guests. General Manager Philip Landau described the heist as "a gentlemen's robbery". The robbers used crowbars and screwdrivers to force open about 40 safe deposit boxes. The police reported the robbers seemed to know which drawers would contain the most bounty.

 

On October 10, 1977 four men walked into the Sherry Netherland's lobby, pulled guns, handcuffed four employees and made off with cash and gems (some belonging to super star Diana Ross) from the hotel' vaults. The haul could have been worth up to $1 million. The robbery was the second in less than three years at the Sherry Netherland.

 

No one was injured in the holdup before dawn Monday at the Fifth Avenue hotel, which was the scene of a similar stickup in 1974 that netted some $900,000 from the safe deposit boxes containing valuables of the hotel's wealthy clientele.

 

According to police reports the hotel lobby was empty when the four heavyset men, dressed in business suits and wearing wigs and false mustaches, entered about 4:30 a.m. They walked up to the desk, pulled handguns and herded night manager Robert Clancey and three other employees into a storage room where they were handcuffed and left inside. As the night security man was "making his rounds on the upper floors, the bandits spent the next 45 minutes prying open more than 100 of the 154 small safety deposit boxes in the vault room.

 

Hotel general manager Philip Landau said after the robbers finished, they went back to the storage room where Clancey, bellman Steve McPartland, night auditor William Farragher and porter Jay Morton were handcuffed and told them not to move for 10 minutes.

 

Professional burglars Samuel Nalo and Robert Comfort were the significant ring leaders for several New York City hotel heists in the 1970's.

 

The Later Years

 

In 1949 The Sherry Netherland was offered to two financiers, Floyd Odlum and Boyd Hatch at an attractive price. They named Serge Obolensky president of the holding company, hiring him away from Hilton which operated the Plaza across the street at that time.

 

During the early 1950's Serge Obolensky focused on the Sherry's profitability and the Carnaval Room- the hotel's supper club. As the talent buyer he contracted with night club performers such as Helene Francis and James Symington (a future U.S Senator from Missouri).

 

Childs Restaurants acquired 90% of the stock in Louis Sherry, Inc. (but not the hotel) from Mrs. Lucius M. Boomer in 1950 for more than $2,000,000.

 

In 1954 the Sherry Netherland's 165 apartments were converted to cooperatives. Today the hotel has approximately 97 co-op residences and 53 hotel room/suites. Co-op owners have the option of putting their apartment in the hotel rental pool while not in use or, “opt out” and use as full-time home. According to hausfitzgerald.com residents of the Sherry-Netherland over the years include Jack Warner, the head of Warner Brothers, Claire Boothe Luce, Diana Ross, Francis Ford Coppola and more recently Judith Sheindlin (Judge Judy).

 

The Sherry Netherland shares the block with the luxury cooperative apartment building, Park V at 785 Fifth Avenue. Usually called the Park Cinq, the eighteen-story building was constructed by the Fisher Brothers developers in 1960.

 

From 1965 to 1972 Jerry Brody (Club Caterers) operated the L’Etoile and the Cafe Bar at the Sherry-Netherland. Jerry Brody was Restaurant Associates founding president and recruited Joe Baum in 1953 to work the Newarker, the white table cloth restaurant at the Newark Airport.

 

In October 1968, the exclusive disco Raffles opened in the basement of the Sherry-Netherland. Jerry Brody was the club's owner and Earl Blackwell managed the membership. Raffles occupied the space known as the Carnaval Room where Sere Obolensky had presided.

 

In 1975 real estate developer Joe Norban (a co-op owner) took over the nightclub hidden away in the belly of the Sherry-Netherland hotel. He named it Doubles and envisioned a private club - with backgammon games, dining and dancing. Daughter Wendy Carduner took over in 1982 and has sustained her father’s vision and grown the non-profit private club to 2,500 members. Doubles' longevity is attributed to being consistent, never being snobbish, and having all kinds of members. Doubles' Executive Chef is Steven Mellina who previously served at The Manhattan Ocean Club and The Helmsley Palace Hotel.

 

In 1985, Lord Charles Forte, with Trusthouse Forte wanted to open a restaurant on the ground floor of New York’s Sherry-Netherland Hotel. Forte and his son, Rocco, thought a Harry’s Bar–style restaurant in the building would persuade the owners to let their company, Trusthouse Forte, take over the management of the hotel. The Fortes flew Arrigo Cipriani to New York to check out the Fifth Avenue location. As soon as Arrigo saw the existing restaurant, called Le Petit Café, with its windows facing Central Park, he knew it was the perfect spot for what would be called Harry Cipriani.

 

So, at the former site of Le Petit Cafe, Giuseppe Cipriani, who founded Harry's Bar in Venice in 1931, opened the street side Harry's Bar at the Sherry Netherland in 1985. Following a brief eviction the family returned to the hotel in 1987 with the restaurant - Harry Cipriani. This restaurant is almost an exact duplicate of the original Harry's Bar in Venice. It’s the sky-high prices that keep this jet setter’s restaurant so exclusive. In 2011 its house drink, The Bellini, costs $19.95. In 2007 the NY Times food critic Frank Bruni said the only thing compelling about Harry Cipriani's is the prices.

 

Philip Landau was the general manager of the Sherry Netherland for 35 years - 1957 to 1982.

 

Louis N. Ventresca was the Executive Vice President and Chief Operating Officer of the Sherry Netherland for over 20 years. He died at the age of 58 in 2003. He joined the Sherry Netherland Hotel in 1980 following stints at with PKF and Princess Hotels International.

 

In February, 2004 Michael Littler was appointed Executive Vice President and Chief Operating Officer at the Sherry-Netherland. Littler was the General Manager of the Four Seasons Philadelphia and for eleven year the general manager at the Millennium Broadway.

 

Michael Ullman was appointed Executive Vice President and Chief Operating Officer of the Sherry Netherland Hotel in April, 2010. Previously he was the Managing Director of the La Valencia Hotel in La Jolla, California from 1995 to 2008. Ullman has served as General Manager at the Ihilani in Hawaii and the Beverly Hills Hotel.

 

Theresa Nocerino has been the Sherry Netherland's Managing Director and Licensed Real Estate Agent from 1985 to present.

 

Text and photos compiled by Dick Johnson

December 2011

richardlloydjohnson@hotmail.com

 

CHRIST THE REDEEMER IN RIO DE JANEIRO BECAUSE U R JESUS FOR ME LUKE BRACEY...

 

AND TO REPLACE PAUL WALKER TO FINISH THE MOVIE F&F 7!...THEY'RE TALKING ABOUT

 

JUSTIN BIEBER!...I READ IT YESTERDAY I THINK!...YESTERDAY OR "TONITE OR TODAY" RATHER...THE WAY I SLEEP!...

 

SO

 

I ALSO THINK THAT CODY WALKER IF HE WANTED TO BECOME AN ACTOR!...AND WOULD LIKE!...

  

MAYBE TOO MUCH THOUGH!...WITH THE MEMORY OF HIS BROTHER!...

 

SO MAYBE U LUKE!...MAYBE U COULD SWING IT!...

 

MERRY LITTLE XMASS LUKE!...AND THE WORLD!...LUKE BRACEY 4 LITTLE XMASS SUN 8 DEC 2013...GEOCOUNTER GERMANY 270 ORKAN XAVER RIP WALKER CROUCH RODAS DONN MY GRANDMA LEONILA Y GRANDPA ALEJANDRO TAG 5DEZ2013 0442UHR.png

 

AND

 

KEVIN COSTNER IS ON TV IN DANCES WITH WOLVES!...

 

U REMEMBER WHAT MY INDIAN NAME IS LUKE""?

 

I AM SLEEPS WITH CATS!...HA HA HA!...

 

I SLEEP WITH MY CATS!...SO THAT'S MY INDIAN NAME!...

 

I OMAR SLEEPS WITH CATS OR GUSVELAS SLEEPS WITH CATS!...

 

AND U...I FEEL U R A DEAR LITTERMATE LUKAS!...

 

LIKE MY FATHER AND HOW THEY ALL USED TO SLEEP IN ONE BED!...

 

AT LEAST THE BOYS...ALL OF THEM I DON'T KNOW 3 OR 4 OR 5 USED TO SLEEP ON 1 BED...

 

MY GRANDMOTHER LEONILA HAD 12 LIVEBIRTHS AND 1 STILLBIRTH...

 

OF THE 12!...5 HAD DIED BEFORE REACHING EVEN PUBERTY!...

 

THAT IS THE WAY IT WAS BACK IN CUBA AND MANY OTHER PLACES WHERE THE EUROPEANS ETC WHEN THE SETTLED THE NEW WORLD AND THEY ARRIVED IN DIFFERENT AREAS...

 

THEY HAD TO SURVIVE BY THEIR WITS

 

NO EDUCATION HARDLY MAYBE TO 6TH GRADE AND NO HEALTH CARE EITHER...

 

NO WELFARE LIKE ARCHIE BUNKER USED TO SAY

 

AND U KNEW WHEN U WERE DEAD MEN WERE MEN AND WOMEN WERE WOMEN ETC...

 

SO EVERYBODY HAD TO ADAPT TO THE LOCAL CONDITIONS AND DISEASES WERE RAMPANT AND OTHER OF LIFE'S CALAMITIES

 

MY FATHER YOUNGER BROTHER DIED DURING THE HURRICANE OF 1926 I THINK THAT RAVAGED THE WHOLE OF THE CARIBBEAN

 

MY FATHER SAVED HIS LIFE...HE LOST A BOOT IN FRONT OF THE

 

CAPOTE'S HOUSE GOING DOWN HILL AND THE OTHER BOY HIS YOUNGER BROTHER GOT SWEPT DOWN WITH THE MUD!...SO HE DID NOT SURVIVE!...

 

SO OF THE 12 ONLY SURVIVED TO PUBERTY...

 

THE REST DIED OF DISEASES...

 

AND ONE FABIAN PROBABLY THE MOST HANDSOME OF THE BOYS LOOKING WHOLESOME AS THE PURE STAMP OF HEALTH DIED OR HAD TO BE KILLED

 

WHEN HE CONTRACTED RABIES !...

 

NO CURE FOR RABIES BACK THEN SO HE HAD TO BE KILLED...

 

THAT'S WAS FABIAN THE 2ND BORN I BELIEVE A MOST BEAUTIFUL HANDSOME BOY!...

 

U SHOULD SEEA A PICTURE OF HIM HOW HANDSOME AND WHOLESOME LOOKING HE WAS!...

 

AND THAT'S WHAY LIFE WAS LIKE JUST LIKE IN THE PIONEERS DAYS IN THE US...THAT HAPPENED EARLIER

 

THEN CAME ALL THE CHANGES OF THE 20TH CENTURY THANKS TO THE AMERICANS THAT BROUGHT IN ALL THOSE THINGS AFTER THE SPANISH AMERICAN WAR

 

WHICH REALLY SHOULD BE THE WAR OF INDENPENCE FOR CUBA PUERTO RICO AND THE PHILLIPINES ETC...

 

THE LAST POSSESSIONS OF THE FORMER AND ONCE GLORIOUS SPANISH EMPIRE IN THE WORLD

 

GUAM AND DIEGO GARCIA ALSO ETC...

 

AND SO THE AMERICANS THE NEW KIDS IN TOWN BECAME THE NEW CHAMPIONS OF THE FREE WORLD...

 

BUT IT WAS REALLY THE CUBANS THAT FOUGHT THE SPANISH FOR MANY DECADES STARTING AROUND THE 1930 NO THE 1830'S...

 

AND THE US FINALLY GOT INVOLVED WHEN THE MAINE GOT BLOWN UP...IN HAVANA HARBOUR A PRETEXT TO COME INTO THE WAR SOME WILL SAY...AND THEY DID AND THEY THEN BECAME THE CHAMPIONS OF THE FREE WORLD AND THINGS THEN ACCELARATED IN CUBA AND ALL KINDS OF MODERN THINGS BECAME CUSTOMARY

 

BUT THAT'S THE WAY IT WAS IN THE 19TH AND EVEN EARLY 20TH CENTURY IN CUBA WHEN MY GRANDPARENTS I THINK OR THEIR PARENTS HAD JUST ARRIVED FROM SPAIN MOST PROBABLY OR OTHER PLACES

 

SINCE I ALSO DO NOT KNOW WHO MY GRANDFATHER IS OR WAS MY MOTHER AGUSTINA'S FATHER

 

THE MAN I FANTASIZE COULD HAVE BEEN LIKE U LUKAS!...

 

JESUS OR MARIO OR WHO KNOWS SINCE I HAVE SUCH A FASCINATION AND PREOCUPATION AND OBSESSION WITH GINGER HAIR...

  

MARIO JESUS ESSAU!...MY MOTHER AGUSTINA;S FATHER...

 

SOMEONE LIKE U LUKE WHO HAD AN AFFAIR WITH MARIA IN 1922 OR 1923 HAVANA OR ITS SURROUNDINGS AND THEN MY MOTHER GOT BORN 23 OCT NO WAIT 26 OCT 1923

 

SO I IMAGINE THAT MY MOTHER MUST HAVE BEEN CONCEIVED BY MARIA AND SOME MAN SOME BEAUTIFUL MAN THAT BECAME HER PARAMOUR SINCE SHE ALREADY HAD ANOTHER 4 OR 5 CHILDREN I FORGET...

 

I ONCE MET VICTOR WHO USED TO LIVE IN HAVANA...

 

VERY GOOD LOOKING BROTHER OF MY MOTHER AND VERY WELL DRESSED I THINK I ONLY SAW HIM A COUPLE OF TIMES...

 

THEN THERE WAS

 

NENA WHO WAS THE OLDEST SO AND JUAN ETC...

 

I CAN'T REMEMBER WHO ELSE...

 

THOSE WHERE FROM MARIA'S APPARENTLY :"REAL MARRIAGE"...

 

MY MOTHER WAS THE RESULT OF PARAMOUR AND MARIA AND THE MARIA GOT GROUND UP BY THE TRAIN AND BOTH MEN DISAPPEARED FROM THEIR LIVES...

 

NO1 WILL TALK TO ME ABOUT ANYTHING OTHER THAN

 

MARIA GOT GROUND UP LIKE AN

 

::"HAMBURGERIN"...

 

SO I WONDER

 

WAS HE GERMAN OR AMERICAN OR SPANIARD OR WHAT OR ANOTHER CUBAN...?

 

I HOPE I WILL FIND OUT BEFORE I DIE AND THAT SOME1 WILL EVENTUALLY COME FORWARD AND TELL ME THE WHOLE STORY SINCE I WRITE AND POST THESE THINGS I HOPE SOME1 WILL EVENTUALLY COME FORWARD AND I WILL KNOW WHO MY GRANDFATHER WAS

  

MAYBE A BRAZILIAN A PORTUGUESE?

  

I CANT WAIT TO FIND OUT IF SOMEHOW U AND I R IN FACT RELATED MY DEAREST OF MATES LUKE BRACEY!...

 

ALL MY LOVE LUKAS!...

  

MERRY LITTLE XMASS LUKE!...AND THE WORLD!...LUKE BRACEY 4 LITTLE XMASS SUN 8 DEC 2013...GEOCOUNTER GERMANY 270 ORKAN XAVER RIP WALKER CROUCH RODAS DONN MY GRANDMA LEONILA Y GRANDPA ALEJANDRO TAG 5DEZ2013 0442UHR.png

 

GUSVELAS@YAHOO.COM

WWW.SAVINGUGLYOMAR.COM !!!

OBRAELVON321@LOOMEE.DE

 

MITWOCH IM MEMORIAM MARIA MY GRANDMOTHER AND HER PARAMOUR "MARIO JESUS ESSAU" OR WHAT? TAG 11 DEZEMBER 2013 1933!!!...UHR

 

1933!!!...UHR

 

1933!!!...UHR

I have been to Throwley on at least three previous occasions, the fourth was going to be during Ride and Stride in September, but another crawler told me it had failed to open as per the list.

 

St Michael and All Angles is a large and from the outside and interesting looking church, looked like it had a story to tell. So, last week, I contacted the wardens through the CofE A church Near You website, I got a reply and a date and time agreed for Saturday morning.

 

We arrived 15 minutes early, and it was as locked as ever, but on a fine if frosty morning took the time to study the church ad churchyard, and saw yet more fine details we had missed previously.

 

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

 

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

 

St Michael & All Angels is the parish church of Throwley. The first church on the site was probably built between 800 and 825. This would have been a small wooden structure, barely distinguishable from a farm building.

 

After the Norman Conquest in 1066 this was replaced by a Romanesque stone structure.

 

This was still small, but as the population of the parish increased the church was enlarged, until in about 1510 it reached its present size. Since then its appearance has changed little, although an extra storey was added to the tower - now far seen - in the 1860s.

 

The church has an elaborate Romanesque west entrance; its east window in the chancel, by Curtis, Ward & Hughes of Soho, London, is a memorial to Throwley men who gave their lives in the First World War.

 

In the Harris chapel is the church's newest stained-glass window, commemorating Dorothy Lady Harris who died in 1981. It was designed and executed in the Canterbury Cathedral Workshops by Frederick Cole (see pictures on left).

 

The church has more than its fair share of fine 16th to 19th century monuments, mainly to members of the local Sondes and Harris families, and these are all described.

 

www.faversham.org/community/churches/throwley.aspx

 

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

 

TQ 95 NE THROWLEY THROWLEY

ROAD

(west side)

4/181

Church of

St. Michael

and All

24.1.67 Angels

 

GV I

 

Parish Church. C12, C13 north chapel, C14 south chapel, C15

nave arcades, restored 1866 and tower heightened. Flint and

plain tiled roofs. Chancel, north and south chapels, nave and

aisles, south tower and south porch. West doorway, C12, with

attached shafts and 3 orders, the outer panelled with X's on

circles, the centre roll moulded with the blocks offset and

alternately projecting, the inner with more X's on circles,

with 2 offset buttresses either side of doorway. South aisle

with plinth, string course and parapet, 3 offset buttresses and

C15 Perpendicular windows. South tower of 2 stages with square

south-eastern stair turret and C16 moulded brick surround

sundial. Water spouts on each corner in the 4 Evangelical

symbols. Half-timbered C19 south porch, south doorway with

rolled and double hollow chamfered surround, and outer surround

with label and quatrefoil spandrels. North aisle under 1 roof

with nave, with C15 fenestration, and C19 chimney to north west.

North and south chapels with C14 cusped 'Y' tracery fenestration,

with hollow chamfered and ogee drip moulds. Chancel east

window C19 curvilinear style. Interior: 2 bay nave arcades,

double hollow chamfered arches on octagonal piers. C12 single

arches to north and south eastern bay, that to south recessed

and double chamfered through tower wall. Barrel roof.

Chamfered arch on corbels from south aisle to tower, itself

with corbel table on south wall, and triple arch through to south

chapel C19 chancel arch. Chancel with 2 bay double chamfered

arcade to north chapel with octagonal capitals on round piers, and

single double chamfered arch on round responds to south chapel.

Fittings: hollow chamfered piscina and sedile in window reveal in

chancel and cusped recess in north wall. C19 reredos and altar

rail. Cusped piscina and four centred arched wall recess in

south chapel. Choir stalls, some C19, the four on the south C15

with carved misericords. Monuments: south chapel C16 chest tomb,

with shields in panelled sides, moulded plinth, lozenge-shaped

flowers, fluting and frieze. Chest tomb, Sir George Sondes,

Earl of Faversham, d.1677. Black marble with blank panelled sides.

Inscription on the top panel (made 1728). Standing monument,

Sir Thomas Sondes, died 1592. Marble tomb chest, gadrooned with

achievements on side panels. Kneeling alabaster figures of

knight and his Lady on opposite sides of central prayer desk,

carrying inscription. Mary Sondes, died 1603. Smaller and

identical to Sir Thomas Sonde's monument, with 2 adults and 2

infant sons and daughters on either side of sarcophagus. Misplaced

scrolled and enriched carved achievement on floor to east of

those monuments. Wall plaque, Captain Thomas Sondes, died 1668.

Black and white marble, with draped apron, swagged and draped

sides with military trophies. Broken segmental pediment with male

bust. Signed W.S. (B.0.E. Kent II, p.477 suggests William Stanton).

North chapel C16 chest tomb, moulded plinth, panelled sides with

shields (1 panel reset in south chapel south wall). Early C16

tomb recess with moulded jambs, with rope work, crenellated,

with late Perpendicular motifs in spandrels, and tomb with 3

panelled recesses with 2 shields on each panel. Wall plaque,

Charles Harris, d.1814, by Flaxman. White plaque on white

background; dead soldier lifted from the grave by Victory, with

palms and cannon in background. Statue, to George, first Lord

Harris, life size soldier with sword and plans, on four foot

plinth. By George Rennie, 1835. Nave, wall plaque, Stephen

Bunce, d.1634. Black plaque on coved base and apron. Foliated

sides. Scrolled nowy cornice and pediment with achievement.

(See B.O.E. Kent II, 1983, 476-7.)

  

Listing NGR: TQ9883454254

 

www.britishlistedbuildings.co.uk/en-176587-church-of-st-m...

 

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

 

LIES the next parish north-eastward from Stalisfield. It is called in the record of Domesday, Trevelei, in later records Truley and Thruley, in Latin ones Trulega and Truilla; it is now written both Throwley and Throwleigh.

 

THROWLEY is mostly situated on high ground, it is a more pleasant and open country than that last described, for though wild and romantic among the hills and woods, it is not so dreary and forlorn, nor the soil so uncomfortable, being much drier. Besides it has a more chearful and brighter aspect from the width of the principal valley which leads through it, from north to south, whence the hills rise on each side, with smaller delves interspersed among them. There is a good deal of wood-ground, mostly of beech, interspersed at places with oak and hazel, with some good timber trees of oak among them, especially in the northern and southern parts; much of the former belongs to the dean and chapter of Canterbury. The soil is mostly chalk, the rest a heavy tillage land of red cludy earth, the whole mixed with quantities of flint stones. There are some level lands, especially in the disparked grounds of Throwley park, which are tolerably good, much more so than those in the other parts of the parish; on the east side of the park are the foundations of the antient seat of the Sondes's, with the church close to them, the whole lying on high ground, with a good prospect of the surrounding country; not far from it is Town place, now only a farm-house. There is no village, excepting the few houses in Abraham-street may be so called, the rest of the houses, which are mostly cottages, standing dispersed throughout it, either single, or built round the little greens or softalls, of which there are several in different parts of the parish. On a larger one of these called Wilgate-green, there is a house belonging to the estate of Mr. Philerenis Willis's heirs, and another larger antient one, which with the estate belonging to it, was formerly the property of the Chapmans, and sold by them to Christopher Vane, lord Barnard, in 1789, gave it, with his other estates in this county, to David Papillon, esq. of Acrise, the present owner of it. (fn. 1)

 

There was a family named Wolgate, from whose residence here this green seems to have taken its name of Wolgate, or Wilgate-green. After they had remained here for some generations they ended in a daughter, for Mr. Ralph Wolgate dying in 1642, his daughter Anne married Mr. William Genery, and entitled him to her father's possessions here, at Posiers, in Borden, and other parts of this county. The Woodwards seem afterwards to have possessed their estate here, several of whom lie buried under a tomb in Throwley church-yard.

 

About half a mile distant south-westward from Wilgate-green, in Abraham-street, there is a seat, called, from its high situation and expensive prospect, BELMONT; it was built in the year 1769, by Edward Wilks, esq. storekeeper of the royal powdermills at Faversham, who inclosed a paddock or shrubbery round it, and occasionally resided here, till he alienated it in 1779 to John Montresor, esq. the present proprietor, who resides in it.

 

THE BEECH TREE flourishes in the greatest plenty, as well single to a large size, as in stubs in the coppice woods, which consist mostly of them, as well in these parts as they do in general on the range of chalk hills throughout this county, in some places extending two or three miles in width, and in others much more. The large tracts of ground in this and other counties, overspread with the beech-tree, the random situation of their stubs, and other circumstances which occur in viewing them, are strong proofs of their being the indigenous growth of this island, notwithstanding Cæfar's premptory assertion, in his Commentaries, of there being none here in this time. The Britons, he says, had every material for use and building, the same as the Gauls, excepting the fir and the beech. The former there is positive proof of his being grossly mistaken in, which will in some measure destroy that implicit credit we might otherwise give to his authority, as to the latter; indeed, the continued opposition he met with from the Britons, during his short stay here, assorded him hardly a possibility of seeing any other parts of this country than those near which he landed, and in the direct track through which he marched to wards Coway-stakes; too small a space for him to form any assertion of the general products of a whole country, or even of the neighbouring parts to him. Of those he passed through, the soil was not adapted to the growth of the beech tree; from which we may with great probability suppose, there were none growing on them, nor are there any throughout them, even at this time, a circumstance which most likely induced him to suppose, and afterwards to make the assertion beforementioned.

 

The slints, with which the cold unfertile lands in these parts, as well as some others in this county, are covered, have been found to be of great use in the bringing forward the crops on them, either by their warmth, or somewhat equivalent to it. Heretofore the occupiers of these lands were anxious to have them picked up and carried off from their grounds, but experiencing the disadvantage of it in the failure of their crops, they, never practice it themselves, and submit to the surveyors of the highways taking them off with great reluctance.

 

In the parish there are quantities of the great whitish ash coloured shell snail, which are of an unusual large size; they are found likewise near Darking, in Surry, and between Puckeridge and Ware, in Hertsordshire. They are not originally of this island, but have been brought from abroad, many of them are at this time observed in different parts of Italy.

 

MR. JACOB, in this Plantœ Favershamienses, has enumerated several scare plants observed by him in this parish, besides which, that scarce one, the Orchis myodes, or fly satrition, has been found here, growing on the side of the path, in a small wood, midway between the church and Wilgate green.

 

THIS PLACE, at the taking of the general survey of Domesday, about the 15th years of the Conqueror's reign, was part of the possessions of Odo, bishop of Baieux, and earl of Kent, the king's half brother, under the general title of whose lands it is thus described in it:

 

Hersrid holds Trevelai. It was taxed at three sulings. The arable land is eight carucates. In demesne there is one, and twenty-four villeins, with five borderers having six carucates and an half. There is a church, and five servants. Wood for the pannage of twenty bogs, and in the city three houses of thirty-two pence. In the time of king Edward the Conssessor it was worth seven pounds, and afterwards six pounds. Ulnod held it of king Edward.

 

On the bishop of Baieux's disgrace, about four years afterwards, this among his other estates, became consiscated to the crown.

 

After which it was held of the king in capite, by barony, by Jeffry de Peverel, and together with other lands made up the barony of Peverel, as it was called, being assigned to him for the defence of Dover-castle, for which purpose he was bound to maintain a certain number of soldiers from time to time for the desence of it, and to repair and defend at this own charge a particular tower or turret there, called afterwards Turris Gattoniana, or Gatton's tower.

 

In the reign of king Henry III. Robert de Gatton, who took his name from the lordship of Gatton, in Surry, of which his ancestors had been some time owners, was in possession of the manor Thrule, and died in the 38th year of that reign, holding it by knight's service of the king, of the honor of Peverel, by reason of the escheat of that honor, &c. (fn. 2) He was succeded in it by this eldest son Hamo de Gatton, who resided here, and served the office of sheriff in the 14th year of Edward I. His eldest son of the same name left one son Edmund, then an instant, who afterwards dying under age, his two sisters became his coheirs, and divided his inheritance, of which Elizabeth entitled her husband William de Dene to this manor, and all the rest of the estates in Kent; and Margery entitled her husband Simon de Norwood to Gatton, and all the other estates in Surry.

 

William de Dene had a charter of free warren for his lands in Thurley, in the 10th year of Edward II. He died anno 15 Edward III. then holding this manor by the law of England, as of the inheritance of Elizabeth his late wife deceased, of the king in capite, as of the castle of Dover, by knight's service, and paying to the ward of that castle. His son Thomas de Dene died possessed of it in the 23d year of that reign, leaving four daughters his coheirs, of whom Benedicta, the eldest, married John de Shelving, and entitled him to this manor, on whose death likewise without male issue, his two daughters became his coheirs, of whom, Joane married John Brampton, alias Detling, of Detlingcourt, and Ellen married John de Bourne, the former of whom, in his wife's right, became possessed of this manor. He lest only one daughter Benedicta his heir, who carried it in marriage to Thomas at Town, who was possessed of much land about Charing, and bore for his arms, Argent, on a chevron, sable, three crosscrostess, ermine, which coat is in the windows of Kennington church, impaled with Ellis, of that place. He removed hither in the reign of Henry VI. and built a feat for his residence in this parish, about a quarter of a mile from the church, which he named, from himself, Town-place, soon after which he died, leaving his possessions to his three daughters and coheirs, of whom Eleanor was married to Richard Lewknor, of Challock; Bennet to William Watton, of Addington, and Elizabeth to William Sondes, of this parish and of Lingfield, in Surry, in which county his ancestors had been seated as early as the reign of Henry III. at Darking, where their seat was named, from them, Sondes-place. (fn. 3) Upon the division of their inheritance, the manor of Throwley was allotted to William Sondes, and Town-place, with the lands belonging to it in Throwley, to Richard Lewknor, who sold it to Edward Evering, the eldest son of Nicholas, third son of John Evering, of Evering, in Alkham, and his daughter and heir Mary marrying in 1565, with John Upton, of Faversham, entitled him to this estate, which he very soon afterwards alienated to Shilling, from whom it as quickly afterwards passed by sale to Anthony Sondes, esq. of this parish, whose ancestor William Sondes, on the division of the inheritance of the daughters and coheirs of Thomas at Town as before mentioned, had become possessed of the manor of Throwley, and the antient mansion of it, in which he afterwards resided, and dying in 1474, anno 15 Edward IV. was buried in the north chapel of this church, though he ordered by his will a memorial for himself to be put up in the church of Lingfield. The family of Sondes bore for their arms, Argent, three blackmores heads, couped, between two chevronels, sable, which, with the several quarterings borne by them, are painted on their monuments in this church.

 

His descendant, Anthony Sondes, esq. of Throwley, in the 31st year of Henry VIII. procured his lands in this county to be disgavelled, by the act then passed, and died in 1575, having married Joane, daughter of Sir John Fineux, chief justice of the king's bench, by whom he had two sons, Thomas and Michael, and two daughters.

 

He was succeeded by his eldest son Sir Thomas Sondes, sheriff anno 22 Elizabeth, who founded the school in this parish. He died in 1592, leaving issue only by his second wife, one daughter Frances, married to Sir John Leveson, so that on his death without male issue, his only brother Sir Michael Sondes, of Eastry, succeeded to this manor and seat of his ancestors, in which he afterwards resided. He was sheriff in the 26th year of queen Elizabeth's reign, and died in the 16th year of king James I. having had by his first wife Mary, only daughter and heir of George Fynch, esq. of Norton, six sons and six daughters.

 

Sir Richard Sondes, the eldest son, resided at Throwley, where he died in the 8th year of Charles I. having had by his two wives a numerous issue, of both sons and daughters. He was succeeded in this manor and seat, with the rest of his estates, by his eldest son Sir George Sondes, who was made a knight of the Bath at the coronation of king Charles I. soon after which he began to rebuild his seat of Lees-court, in Sheldwich, and fixed his residence there, under the description of which a more particular account of him and his descendants may be seen. Not long after which this seat was entirely pulled down, and the park adjoining to it disparked. The foundations of the former still remain, and the disparked lands still retain the name of Throwley park.

 

Sir George Sondes was afterwards created Earl of Faversham, Viscount Sondes, of Lees court, and Baron of Throwley, whose two daughters became his coheirs; Mary was married to Lewis, lord Duras, marquis of Blanquefort, and afterwards earl of Faversham, and Katherine to Lewis Watson, esq. afterwards earl of Rockingham, who each successively, in right of their respective wives, inherited this manor and estate, which has since descended in like manner as Lees-court, in Sheldwich, to the right hon. Lewis-Thomas, lord Sondes, and he is the present possessor of this manor, with Town-place and the estate belonging to it. Acourt baron is held for this manor.

 

The denne of Toppenden, alias Tappenden, in Smarden, in the Weald, is an appendage to the manor of Throwley, and is held of it.

 

WILDERTON, alias Wolderton, called also in antient deeds Wilrinton, is a manor in this parish, which was once part of the possessions of the eminent family of Badlesmere, of which Bartholomew de Badlesmere was possessed of it in the reign of Edward II. of whom, for his services in the Scottish wars, he obtained in the 9th year of it many liberties and franchises for his different manors and estates, among which was that of free-warren in the demesne lands of this manor of Wolrington. (fn. 4) Having afterwards associated himself with the discontented barons, he was taken prisoner, and executed in the 16th year of that reign. By the inquisition taken after his death, which was not till anno 2 Edward III. at which time both the process and judgement against him was reversed, it was found that he died possessed of this manor, among others, which were then restored to his son Giles de Badlesmere, who died in the 12th year of Edward III. s. p. being then possessed of this manor. Upon which his four sisters became his comanor fell to the share of Margery, wife of William, manor fell to the share of Margery, wife of William, lord Roos, of Hamlake, who survived her husband, and died in the 37th year of Edward III. possessed of it, as did her grandson John, lord Roos, in the 9th year of Henry V. leaving no issue by Margaret his wife, who survived him, and had this manor assigned to her as part of her dower. She afterwards married Roger Wentworth, esq. whom she likewise survived, and died anno 18 Edward IV.

 

On the death of John, lord Roos, her first husband, s. p. the reversion of this manor, after her death, became vested in Thomas his next surviving brother and heir, whose son Thomas afterwards became a firm friend to the house of Lancaster, for which he was attainted anno 1 Edward IV. and his lands were consiscated to the crown.

 

On the death of Margaret, the widow of Roger Wentworth, esq. the manor of Wulrington, but whether by grant or purchase, I have not found, came into the possession of Richard Lewknor, of Challock, owner likewise of Town-place, as before-mentioned, who sold it to Edward Evering, already mentioned before, whose daughter and heir Mary marrying in 1565 with Mr. John Upton, of Faversham, entitled him to it. He joined with his brother Nicholas Upton, in 1583, in the sale of the manor-house, with all the demesne lands belonging to it, excepting one small piece called the manor-croft, and a moiety of the ma nor, which, from its situation, from that time was known by the name of NORTH-WILDERTON, to Anthony Terry, of North Wilderton, yeoman, upon whose death it came to his four sons, Arnold, William, Thomas, and George Terry, who in 1601 made a partition of their father's estates, in which this manor was allotted to Arnold Terry, and William his brother, from whom it descended to Anthony Terry, of Ospringe, who in 1689 sold it to Mr. Thomas Knowler, of Faversham, who devised it to his sister Abigail for her life, and after her death to John Knowler, gent. of Ospringe, in fee. She afterwards married John Bates, and they, together with John Knowler above-mentioned, about the year 1694, joined in the sale of it to Mr. Edward Baldock, of Aylesford, and Bennet his wife. He survived her, and by deed of gift in 1717, vested the fee of it in his son Edward Baldock, who passed it away to Mr. Thomas Greenstreet, of Norton, whose niece Elizabeth marrying with Mr. Thomas Smith, of Gillingham, entitled him to this manor, which has been since sold to John Montresor, esq. of Belmont, in this parish, the present owner of it. A court baron is held for this manor.

 

There was antiently a chapel at this manor of Wilrintune, as appears by a charter, dated anno 1217, lately in the treasury of St. Bertin's monastery at St. Omers, concerning the privilege of a bell to it.

 

BUT THE REMAINING MOIETY of the manor, with a small crost called the manor-croft, lying at the west end of Hockstet green, remained with John Upton, and thenceforward acquired the name of SOUTH, alias GREAT WILDERTON. After whose death it came to his eldest son John Upton, who died possessed of it in 1635, and was buried with his ancestors in Faversham church. They bore for their arms, Quarterly, sable, and or; in the first and fourth quarters, a cross flory, argent, each charged with a trefoil, azure. (fn. 5)

 

John Upton, his eldest son, inherited this manor, and at his death in 1664, by his will gave it to his daughter Anne, wife of Charles Castle, gent. who in 1688 devised it to her brother-in-law George Naylor, and George White, the former of whom becoming solely possessed of it, in 1705 devised it to his nephew Mr. John Dalton, gent. of St. Edmundsbury, for his life, and afterwards to his son Thomas Dalton, and his issue, in consequence of which it descended to Benjamin Shuckforth, of Diss, in Norfolk, who in 1741 sold it to Mr. Giles Hilton, of Lords, in Sheldwich, on whose death it descended to his three sons, John, William, and Robert Hilton, the youngest of whom, Mr. Robert Hilton, as well as by the devise of his two elder brothers, afterwards became the sole proprietor of this manor. He died in 1782, and his son Mr. John Hilton, of Sheldwich, as next in the entail, succeeded to it, and is the present possessor of it.

 

IN THE REIGN of king Stephen there was AN ALIEN PRIORY established in this parish, as a cell to the Benedictine abbey of St. Bertin, at St. Omers, the capital of Artois, in Flanders, William de Ipre, in 1153, having given this church, with that of Chilham, to it for that purpose; which gift was confirmed by king Stephen the same year, as it was by the several archbishops afterwards, and by the charters of Henry II. and III. The charter of this gift was till lately in the treasury of the monastery of St. Bertin, as were all the others hereafter mentioned relating to this church and priory.

 

There are very few formal foundations of these cells, the lands of them being usually granted to some monastery abroad, as an increase to their revenues, after which, upon some part of them they built convenient houses, for the reception of a small convent. Some of these cells were made conventual, having a certain number of monks, who were mostly foreigners, and removeable at pleasure, sent over with a prior at their head, who were little more than stewards to the superior abbey, to which they returned the revenues of their possessions annually; others were permitted to chuse their own prior, and these were entire societies within themselves, and received their revenues for their own use and benefit, paying perhaps only a yearly pension as an acknowledgement of their subjection, or what was at first the surplusage to the foreign house.

 

The cell at Throwley was of the former sort, for which reason, during the wars between England and France, as their revenues went to support the king's enemies, these kind of houses were generally seized on by the king, and restored again upon the return of a peace. (fn. 6)

 

In the 25th year of king Edward I. Peter, prior of Triwle, as it was spelt in the record, made fine to the king at Westminster, and had a privy seal for his protection, by which he had the custody of his house and possessions committed to his care, to retain them during the king's pleasure, answering to his exchequer for the profits of them, according to the directions of him and his council.

 

The scite of this priory was that of the parsonage of the church of Throwley, which, with that of Chilham, seems to have been all their possessions in this kingdom. These were valued in the 8th year of king Richard II. anno 1384, each at forty pounds annually, and their temporalities at 20s. 6d. at which time the parsonage of Throwley was become appropriated to this cell, and a vicarage was endowed in it. In which situation this priory remained till the general suppression of the alien priories throughout England, in the 2d year of Henry V. anno 1414, which was enacted in the parliament then held at Leicester, and all their houses, revenues, &c. were given to the king and his heirs for ever. (fn. 7)

 

This priory, with its possessions, seems to have remained in the hands of the crown till Henry VI. in his 22d year, settled them on the monastery of Sion, in Middlesex, founded by his father Henry V. with which they continued till the general suppression of religious houses, this being one of those greater monasteries dissolved by the act of the 31st year of king Henry VIII. How this priory was disposed of afterwards by the crown, may be further seen hereafter, under the description of the parsonage of the church of Throwley.

 

The only remains left of this priory are some few foundations, and two walls of flint, which support a building, standing behind the parsonage-house and garden.

 

THERE IS A FREE SCHOOL in this parish, the house of which is situated adjoining to the church-yard, which was founded by Sir Thomas Sondes, who died in 1592, who by his will devised a house and six poundes per annum to the master of it, to dwell in, and as a recompence for his pains; but having charged his executors and not his heirs to the fulfilling of this bequest, and charged the payment of the above sum, among other charitable legacies, on several leasehold estates, the terms of which expired in his nephew Sir Richard Sondes's time, and the house having tumbled down for want of repairs, Sir George Sondes, son of Sir Richard above-mentioned, thought it unreasonable, as he had none of the estates, that he should be bound to maintain the school; however, he voluntarily paid the master his salary, and gave him a house to live in, both which have been continued by the possessors of Throwley manor to this time, as far as I can learn, as of their own free gift.

 

The present right hon. lord Sondes appoints the schoolmaster as such during pleasure, and pays him a salary of twelve pounds per annum, besides which, he allots him an house and garden, worth about six pounds per annum, which his lordship repairs from time to time, and for which no parochial or church-dues are paid. There are at present fourteen boys taught reading, writing, and arithmetic, gratis, in this school, which though taken mostly from the parishes of Throwley, Badlesmere, and Leveland, are not confined to those parishes.

 

Charities.

 

CATHERINE, LADY SONDES, gave by will the sum of 40s. a year, to be received yearly on St. Barnabas's day, towards the relief of the poor, payable from a farm in it, called Bell-horn, now belonging to lord Sondes, and now of that annual produce.

 

THERE WERE three alms-houses in this parish, the gift of one of the Sondes family; one of them was some time since burnt down, and has not been rebuilt, but lord Sondes allows the person nominated to it the value of it in money yearly.

 

The poor constantly relieved are about thirty, casually double that number.

 

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

 

The church, which is dedicated to St. Michael, consists of three isles and three chancels. The steeple is a square tower, and stands in the centre of the south side of it, in which there is a peal of six bells, given in 1781, at the expence of Mr. Montresor, of Belmont. In the south isle is a memorial for Francis Hosier Hart, gent. obt. 1761, leaving three daughters, Mary, Elizabeth, and Diana Hosier. In the middle isle is a small monument for Stephen Bunce, esq. of this parish, one of the Antients of New-Inn, who died there in 1634, and was buried in St. Clement's church, London. In the middle chancel there are two stalls of wood, which are not fixed, and in the north isle three more of the like sort, joined together, with a desk before them, which seem to have been removed from the chancel, and were both intended for the use of the religious of the priory here. In the middle of this chancel is a memorial for Dr. Thomas Horsemonden, patron and rector of Purleigh, in Essex, prebendary of Lincoln, &c. who died anno 1632. In the north and south chancel are several monuments for the family of Sondes, with their essigies, arms and quarterings; one of them in the latter, a plain altar tomb of black marble for Sir George Sondes, earl of Faversham, his lady and descendants; many more of this family, as appears by the parish register, are buried in the vault underneath, but the family of Watson burying at Rockingham, this vault has not been opened for several years. The north and south chancels above-mentioned belonged, one to the possessors of Throwley manor, the other to those of Townplace, but they both belong now to lord Sondes.

 

There were formerly in the windows the arms of Sondes, Finch, and Gatton, and in the north window this inscriptin, Pray for the good estate of Alice Martyn, the which did make this window, MCCCCXLV.

 

In the church yard, at the west end of the north isle, there is a circular door-case of stone, having several bordures of Saxon ornaments carved round it. In the church-yard is an altar tomb for William Woodward, gent. of Wilgate-green, obt. 1681, and Anne his wife.

 

It appears by the will of William Sondes, esq. anno 1474, that this church had then constantly burning in it lights, dedicated to St. Michael, the Holy Trinity, the Holy Cross, St. Mary, St. Thomas, St. Christopher, St. George, St. Katherine, St. Margaret, St. Mary Magdalen, and St. Nicholas.

 

An account of the antient patronage of the church of Throwley has already been given, as first belonging to the alien priory here, and then to the monastery of Sion, to the time of the dissolution of the latter in the 31st year of Henry VIII. the year after which, the king granted the rectory, with the advowson of the vicarage of the church of Throwley, to the prebendary of Rugmer, in the cathedral church of St. Paul, London, in exchange for lands belonging to that prebend, to be inclosed within the king's park of Marybone, in pursuance of an act then passed. Since which this parsonage and advowson have continued part of the abovementioned prebend. The former is leased out by the present prebendary to the right hon. lord Sondes, but the advowson of the vicarage he retains in his own hands, and is the present patron of it.

 

¶There was a rent of 4l. 18s. 4d. reserved from the parsonage by king Henry VIII. nomine decimœ, which was granted by queen Elizabeth, in her third year, to archbishop Parker, among other premises, in exchange for several manors, lands, &c. belonging to that see, which rent still continues part of the revenue of the archbishopric.

 

A vicarage was endowed here in 1367, anno 42 king Edward III. by archbishop Langham, at which time the chapel of Wylrington belonged to it. (fn. 8)

 

It is valued in the king's books at 7l. 11s. 8d. and the yearly tenths at 15s. 2d.

 

In 1578 there were one hundred and eighty communicants here. In 1640 it was valued at forty-five pounds, communicants two hundred and twenty.

 

www.british-history.ac.uk/survey-kent/vol6/pp445-461

Replacing phone pole snapped in windstorm previous night. 255 Blue Hill Avenue, Milton, MA 10/8/20

Replacing the original number 19, this Leyland National was previously East Kent NFN71M then National Welsh N1504. It came to the Isle of Man in 1985. Seen in Douglas on 23 May 1986,

+++ DISCLAIMER +++

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

 

Some background:

The Gloster Meteor was the first British jet fighter and the Allies' first operational jet aircraft during the Second World War. The Meteor's development was heavily reliant on its ground-breaking turbojet engines, pioneered by Sir Frank Whittle and his company, Power Jets Ltd. Development of the aircraft itself began in 1940, although work on the engines had been underway since 1936. The Meteor first flew in 1943 and commenced operations in 1944 with the RAF.

 

Several major variants of the Meteor incorporated technological advances during the 1940s and 1950s. In order to replace the increasingly-obsolete de Havilland Mosquito as a night fighter, the Meteor was adapted to serve in the role as an interim aircraft. The new night fighter was designed to specification F.24/48 for a two seat, twin-engine, night fighter capable of intercepting contemporary bombers.

 

Gloster had initially proposed a night fighter design to meet the Air Ministry specification for the Mosquito replacement, based on the two-seater trainer variant of the Meteor, with the pilot in the front seat and the navigator in the rear. Once accepted however, work on the project was swiftly transferred to Armstrong Whitworth to perform both the detailed design process and production of the type; the first prototype flew on 31 May 1950.

 

Although based on the T.7 twin-seater, the night fighter used the fuselage and tail of the F.8 and the longer wings of the F.3. An extended nose contained the AI Mk 10 Air Intercept radar (the 1940s Westinghouse SCR-720). As a consequence the 20 mm cannons had to be moved from the fuselage flanks into the wings, outboard of the engines. A ventral fuel tank and wing mounted drop tanks completed the Armstrong Whitworth Meteor NF.11.

As radar technology developed, a new Meteor night fighter was developed to use the improved US-built APS-21 system. The NF.12 first flew on 21 April 1953. It was similar to the NF 11 but had a nose section 17 inches (43.2 cm) longer; the fin was enlarged to compensate for the greater keel area of the enlarged nose and to counter the airframe reaction to the "wig-wag" scan of the radar which affected the gunsight.

 

An anti-tramp motor operating on the rudder was fitted midway up the front leading edge of the fin. The NF.12 also had the new Rolls-Royce Derwent 9 engines and the wings were reinforced to handle the new engine. Deliveries of the NF.12 started in 1953, with the type entering squadron service in early 1954. The NF.12 was also exported, e. g. to Belgium, France or Denmark. In RAF service, however, the type was already replaced over 1958–59.

 

The final Meteor night fighter was the NF.14 (The NF.13 was a tropicalized variant of the NF.11, which served in Egypt, Syria and Israel). First flown on 23 October 1953, the NF.14 was based on the NF.12 but had an even longer nose, extended by a further 17 inches to accommodate new equipment, and a larger bubble canopy to replace the framed T.7 version.

 

Just 100 NF.14s were built; they first entered service in February 1954 beginning with RAF No. 25 Squadron and were being gradually replaced as early as 1956 with the Gloster Javelin. Overseas, they remained in service a little longer, serving with No. 60 Squadron at Tengah, Singapore, until 1961.

 

With only few flying hours on the clock several NF.14 were earmarked for being revamped and offered for export. 14 of these aircraft stayed in the UK, though, and were converted to training aircraft as NF(T).14 and given to No. 2 Air Navigation School on RAF Thorney Island where they served until 1965.

 

But some of the young NF.14s In 1955 Sweden ordered 22 of these surplus machines as replacement for its obsolete J30 (Mosquito NF.30) fleet that had entered service in 1948 and which was already due to be phased out. The Meteors were allocated only intended to act as stopgaps, though, just as in RAF service, while the Saab J32 Lansen (specifically its dedicated, radar-equipped all-weather fighter variant ‘B’) was still under development.

 

The batch of revamped Meteor NF.14s was gradually delivered and allocated to F 17 at Kallinge and F 21 at Luleå, starting in late 1956 when the first retired RAF aircraft trickled back to Armstrong Whitworth, and the last one was handed over to the Flygvapnet in mid-1957. In Swedish service the Meteor NF.14 received the domestic designation J31 (‘Jakt’). The machines differed only slightly from the RAF NF.14, main armament remained the four 20mm cannons in the wings. The external tanks were kept, too, in order to provide a sufficient range for patrol flights.

 

The J31s career was short and unspectacular, though. When the J32B finally reached the fighter units in 1958, the Swedish Meteors were gradually replaced and retired. Six machines were kept for radar operator training, and in this second line role six machines eventually served until 1965.

Strangely, none of the Swedish J31 Meteors were converted to target tugs. Instead Sweden bought several retired Meteors (T.7 and NF.11) from Denmark and used these aircraft with civil registrations through Svenska Flygtjanst as target tugs.

 

General characteristics:

Crew: 2

Length: Length: 51 ft 4 in (15.65 m)

Wingspan: Span: 43ft

Height: 13 ft 11 in (4.2 m)

Wing area: 350 ft² (32.52 m²)

Empty weight: 12.620 lb (5.725 kg)

Loaded weight: 21.200 lb (9.625 kg)

 

Powerplant:

2× Rolls-Royce Derwent 9 engines, rated at 3.800lb/16,9kN each

 

Performance:

Maximum speed: 585mph (511 knots, 942 km/h, Mach 0.8) at 10.000 ft (3.050 m)

Range: 875 mi (765 nmi, 1.408 km)

Service ceiling: 43,000 ft (13,100 m)

Rate of climb: 5,800ft/min at sea level

Wing loading: 44.9 lb/ft² (218.97 kg/m²)

Thrust/weight: 0.45

  

Armament:

4× 20 mm British Hispano Mk. V cannons in the outer wings

  

The kit and its assembly:

This whif is another tribute to fellow user SPINNERS at whatifmodelers.com who came up with a CG simulation of a Meteor NF.14 in Swedish colors. This looked VERY plausible - see the respective screenshots. I had a Matchbox/Revell Gloster Meteor NF.11, 12 and 14 night fighter in the pile without a real plan – until now!

SPINNERS’ screenshots basically became the design benchmark for my build, even though my hardware differs a bit in scheme and markings in order to match the narrow, historic slot for this whif.

 

Concerning the Matchbox kit there’s not much to say. It’s a simple kit that has been re-boxed several times and is also offered through Hannants under the Xtrakit brand. Fit is mediocre, how to mount the landing gear is up to the modeler, the cockpit is intended for pygmies (even though with nice dahsboard and radar equipment), you get several sink holes, and the fine, raised panels more or less disappear due to the unavoidable and extensive putty work all over the thing.

Since we have a NF.14 here, the kit was built OOB with the respective option parts. Even the belly and drop tanks are standard, only two pilot figures were added for the photo shooting.

 

Calling it J31 is a bit of a double, since the 31 had already been used for the Spitfire PR.19 photo reconnaissance variant, domestically called S31 (for ‘Spaning’). Therefore the J31 was theoretically ‘free’, even though not really correct. ;)

  

Painting and markings:

Basically, no surprises here, too, even though mimicking Swedish Air Force colors is a rather tricky task for the ambitious modeler. Especially the "mörk olivgrön/mörkblå/blågrå" scheme from the late 50ies is described with very contradictive suggestions concerning the tones to use, I even found “Blue Angel Blue” (FS 15050!) as serious paint suggestion from Hasegawa.

The colors themselves obviously varied considerably under light conditions and weathering influences: the blue could turn grey or even into a kind of turquoise, and depending on light and perspective the blue tone would even appear like a dull, very dark grey (think WWII German tank grey). The green, on the other side, also ranges from a dark green (FS 34079 is frequently suggested, but IMHO too "green") to a very dark olive drab, and in real life the tone could turn into an almost brownish khaki drab when thoroughly weathered. Much room for interpretation and speculation, even consulting pics of museum and service aircraft did not yield anything conclusive and consistent.

 

Well, I tried to find a compromise for the upper sides' basic colors for the and settled for Humbrol 163 (Extra Dark Slate Grey, it has that olive drab, reddish touch) and 77 (Navy Blue, which is discernable as a deep, greenish blue; Humbrol 123 is also often suggested, e. g. through Heller, but it’s IMHO too dark), while I used Model Master's "French Dark Grey Blue" (an authentic WWII tone; it is much less 'dark' than you'd expect) for the undersurfaces.

The authentic tone for the lower sides is supposed to be FS 36173 (US Neutral Grey), and pics from museum aircraft (e. g. close-ups from an J32E at the Linköping Swedish Air Force Museum) confirm that. But I think that the pure/original tone is much too dark for a 1:72 scale model kit. Pictures of real service aircraft rather appear like a pale bluish-grey, almost like RLM76?

 

The pattern itself was adapted from a late Saab J32 instead of SPINNERS’ RAF scheme with modified colors.

 

After basic painting the Meteor received serious dry-painting on the upper surfaces in order to create a worn and bleached look, e. g. with Humbrol 86 & 155 on the green, with Revell 79 and Humbrol 230 (PRU Blue!) on the blue as well as some "Italian Light Blue Grey" from Modelmaster on the lower surfaces. A black ink wash was also added to emphasize panel lines and other small details.

 

In order to add some color variation I painted the drop tanks in Aluminum. The radome was painted in satin black, the landing gear and the air intakes in various Aluminum shades. The cockpit was painted in very dark grey (Humbrol 184) with some medium grey dry painting. Gauges and instruments were added with black clear paint.

 

Roundels and tactical codes mostly come from an RBD aftermarket sheet from Sweden (great stuff!), which features many options for about a dozen J32 aircraft from all of the type's career. Most stencils come from the Matchbox sheet, though.

The red radome band is personal even though authentic addition. These nose colors were common practice in the Swedish Air Force, matching the tail letter code in earlier times that would indicate the aircraft's division (red for 1st, yellow for 2nd and blue for 3rd), even though this code would disappear with the change to individual aircraft numbers on the fin around 1960.

 

Finally, the kit was sealed with a coat of matt varnish.

  

Well, “Röd Niklas” is not a spectacular or complicated whif, rather just a color variant - realised in eactly one week from sprues to pics. But the Swedish colors and markings suit the Meteor SO well that it deserved to be taken to the hardware stage, at least as a 1:72 model kit. :D

 

Replacing an earlier scanned photo with a better version, plus Topaz DeNoise AI 04-May-24. (very yellowed negative!).

 

British European was just becoming 'FlyBe'

 

First flown with the British Aerospace test registration G-11-128, this aircraft was leased to Thai Airways International as HS-TBK in Apr-89. It returned to British Aerospace as G-BTJT in Apr-91.

 

It was briefly re-registered G-6-212 in 1992 before being leased to Jersey European Airways in May-93. Jersey European bought it in Sep-96. The aircraft was wet leased to British Regional Airlines for a month between Sep / Oct-98.

 

In Oct-98 it was wet leased to Flightline (UK) and returned to Jersey European in Dec-98. British Regional wet-leased it again in Dec-98 and operated it on behalf of British Airways.

It returned to Jersey European in Sep-99.

 

It was immediately leased to CityJet, operating on behalf of Air France, and returned to Jersey European in Feb-00. Jersey European was renamed British European Airways in Jun-00 and then FlyBe Airlines in Jul-02. The aircraft was permanently retired at Exeter, UK in Apr-08. It was broken up there in Jun-10. Updated 04-May-24.

  

Replacing the familiar Transunion logos with the revamped version introduced in 2013 is progressing slowly. I still remain to be convinced that this is an improvement. The new style is demonstrated by 6361 GMH, a Beulas Cygnus-bodied MAN 14.284.

Replaced the original BW version with this one in desaturated color to better show the discoloration and age. The dolls looked very dingy and forlorn to me.

Replaced the chrome side scuttles with the low profile R50 side scuttles.

 

Originally, they come with orange/amber side indicators, but decided to upgrade them with dynamic side indicators which look awesome!

replaced.

IID 435811 Islands Barrier Reef IM0169 Misc Dept No.A4110

 

Image source: Queensland State Archives Item ID ITM435811 Islands - Barrier Reef

 

Google is an American multinational technology company focusing on search engine technology, online advertising, cloud computing, computer software, quantum computing, e-commerce, artificial intelligence,[9] and consumer electronics. It has been referred to as "the most powerful company in the world"[10] and one of the world's most valuable brands due to its market dominance, data collection, and technological advantages in the area of artificial intelligence.[11][12][13] Its parent company Alphabet is considered one of the Big Five American information technology companies, alongside Amazon, Apple, Meta, and Microsoft.

Google was founded on September 4, 1998, by Larry Page and Sergey Brin while they were PhD students at Stanford University in California. Together they own about 14% of its publicly listed shares and control 56% of the stockholder voting power through super-voting stock. The company went public via an initial public offering (IPO) in 2004. In 2015, Google was reorganized as a wholly owned subsidiary of Alphabet Inc. Google is Alphabet's largest subsidiary and is a holding company for Alphabet's Internet properties and interests. Sundar Pichai was appointed CEO of Google on October 24, 2015, replacing Larry Page, who became the CEO of Alphabet. On December 3, 2019, Pichai also became the CEO of Alphabet.[14]

The company has since rapidly grown to offer a multitude of products and services beyond Google Search, many of which hold dominant market positions. These products address a wide range of use cases, including email (Gmail), navigation (Waze & Maps), cloud computing (Cloud), web browsing (Chrome), video sharing (YouTube), productivity (Workspace), operating systems (Android), cloud storage (Drive), language translation (Translate), photo storage (Photos), video calling (Meet), smart home (Nest), smartphones (Pixel), wearable technology (Pixel Watch & Fitbit), music streaming (YouTube Music), video on demand (YouTube TV), artificial intelligence (Google Assistant), machine learning APIs (TensorFlow), AI chips (TPU), and more. Discontinued Google products include gaming (Stadia), Glass,[citation needed] Google+, Reader, Play Music, Nexus, Hangouts, and Inbox by Gmail.[15][16]

Google's other ventures outside of Internet services and consumer electronics include quantum computing (Sycamore), self-driving cars (Waymo, formerly the Google Self-Driving Car Project), smart cities (Sidewalk Labs), and transformer models (Google Brain).[17]

Google and YouTube are the two most visited websites worldwide followed by Facebook and Twitter. Google is also the largest search engine, mapping and navigation application, email provider, office suite, video sharing platform, photo and cloud storage provider, mobile operating system, web browser, ML framework, and AI virtual assistant provider in the world as measured by market share. On the list of most valuable brands, Google is ranked second by Forbes[18] and fourth by Interbrand.[19] It has received significant criticism involving issues such as privacy concerns, tax avoidance, censorship, search neutrality, antitrust and abuse of its monopoly position.

In March 1999, the company moved its offices to Palo Alto, California,[52] which is home to several prominent Silicon Valley technology start-ups.[53] The next year, Google began selling advertisements associated with search keywords against Page and Brin's initial opposition toward an advertising-funded search engine.[54][22] To maintain an uncluttered page design, advertisements were solely text-based.[55] In June 2000, it was announced that Google would become the default search engine provider for Yahoo!, one of the most popular websites at the time, replacing Inktomi.

 

In 2003, after outgrowing two other locations, the company leased an office complex from Silicon Graphics, at 1600 Amphitheatre Parkway in Mountain View, California.[59] The complex became known as the Googleplex, a play on the word googolplex, the number one followed by a googol zeroes. Three years later, Google bought the property from SGI for $319 million.[60] By that time, the name "Google" had found its way into everyday language, causing the verb "google" to be added to the Merriam-Webster Collegiate Dictionary and the Oxford English Dictionary, denoted as: "to use the Google search engine to obtain information on the Internet".[61][62] The first use of the verb on television appeared in an October 2002 episode of Buffy the Vampire Slayer.[63]

Additionally, in 2001 Google's investors felt the need to have a strong internal management, and they agreed to hire Eric Schmidt as the chairman and CEO of Google.[49] Eric was proposed by John Doerr from Kleiner Perkins. He had been trying to find a CEO that Sergey and Larry would accept for several months, but they rejected several candidates because they wanted to retain control over the company. Michael Moritz from Sequoia Capital at one point even menaced requesting Google to immediately pay back Sequoia's $12.5m investment if they did not fulfill their promise to hire a chief executive office, which had been made verbally during investment negotiations. Eric wasn't initially enthusiastic about joining Google either, as the company's full potential hadn't yet been widely recognized at the time, and as he was occupied with his responsibilities at Novell where he was CEO. As part of him joining, Eric agreed to buy $1 million of Google preferred stocks as a way to show his commitment and to provide funds Google needed.

Google generates most of its revenues from advertising. This includes sales of apps, purchases made in-app, digital content products on Google and YouTube, Android and licensing and service fees, including fees received for Google Cloud offerings. Forty-six percent of this profit was from clicks (cost per clicks), amounting to US$109,652 million in 2017. This includes three principal methods, namely AdMob, AdSense (such as AdSense for Content, AdSense for Search, etc.) and DoubleClick AdExchange.

In addition to its own algorithms for understanding search requests, Google uses technology its acquisition of DoubleClick, to project user interest and target advertising to the search context and the user history.

In 2007, Google launched "AdSense for Mobile", taking advantage of the emerging mobile advertising market.

Google Analytics allows website owners to track where and how people use their website, for example by examining click rates for all the links on a page. Google advertisements can be placed on third-party websites in a two-part program. Google Ads allows advertisers to display their advertisements in the Google content network, through a cost-per-click scheme.[138] The sister service, Google AdSense, allows website owners to display these advertisements on their website and earn money every time ads are clicked.[139] One of the criticisms of this program is the possibility of click fraud, which occurs when a person or automated script clicks on advertisements without being interested in the product, causing the advertiser to pay money to Google unduly. Industry reports in 2006 claimed that approximately 14 to 20 percent of clicks were fraudulent or invalid.[140] Google Search Console (rebranded from Google Webmaster Tools in May 2015) allows webmasters to check the sitemap, crawl rate, and for security issues of their websites, as well as optimize their website's visibility.

Consumer services

Web-based services

Google offers Gmail for email, Google Calendar for time-management and scheduling, Google Maps for mapping, navigation and satellite imagery, Google Drive for cloud storage of files, Google Docs, Sheets and Slides for productivity, Google Photos for photo storage and sharing, Google Keep for note-taking, Google Translate for language translation, YouTube for video viewing and sharing, Google My Business for managing public business information, and Duo for social interaction. In March 2019, Google unveiled a cloud gaming service named Stadia. A job search product has also existed since before 2017, Google for Jobs is an enhanced search feature that aggregates listings from job boards and career sites.

Some Google services are not web-based. Google Earth, launched in 2005, allowed users to see high-definition satellite pictures from all over the world for free through a client software downloaded to their computers.

Software

Google develops the Android mobile operating system, as well as its smartwatch, television, car, and Internet of things-enabled smart devices variations.

It also develops the Google Chrome web browser, and Chrome OS, an operating system based on Chrome.

 

Hardware

 

In January 2010, Google released Nexus One, the first Android phone under its own brand. It spawned a number of phones and tablets under the "Nexus" branding until its eventual discontinuation in 2016, replaced by a new brand called Pixel.

In 2011, the Chromebook was introduced, which runs on Chrome OS.

In July 2013, Google introduced the Chromecast dongle, which allows users to stream content from their smartphones to televisions.

In June 2014, Google announced Google Cardboard, a simple cardboard viewer that lets user place their smartphone in a special front compartment to view virtual reality (VR) media.

Other hardware products include:

•Nest, a series of voice assistant smart speakers that can answer voice queries, play music, find information from apps (calendar, weather etc.), and control third-party smart home appliances (users can tell it to turn on the lights, for example). The Google Nest line includes the original Google Home (later succeeded by the Nest Audio), the Google Home Mini (later succeeded by the Nest Mini, the Google Home Max, the Google Home Hub (later rebranded as the Nest Hub), and the Nest Hub Max.

•Nest Wifi (originally Google Wifi), a connected set of Wi-Fi routers to simplify and extend coverage of home Wi-Fi.

 

Enterprise services

Google Workspace (formerly G Suite until October 2020) is a monthly subscription offering for organizations and businesses to get access to a collection of Google's services, including Gmail, Google Drive and Google Docs, Google Sheets and Google Slides, with additional administrative tools, unique domain names, and 24/7 support.

On September 24, 2012, Google launched Google for Entrepreneurs, a largely not-for-profit business incubator providing startups with co-working spaces known as Campuses, with assistance to startup founders that may include workshops, conferences, and mentorships. Presently, there are seven Campus locations: Berlin, London, Madrid, Seoul, São Paulo, Tel Aviv, and Warsaw.

On March 15, 2016, Google announced the introduction of Google Analytics 360 Suite, "a set of integrated data and marketing analytics products, designed specifically for the needs of enterprise-class marketers" which can be integrated with BigQuery on the Google Cloud Platform. Among other things, the suite is designed to help "enterprise class marketers" "see the complete customer journey", generate "useful insights", and "deliver engaging experiences to the right people". Jack Marshall of The Wall Street Journal wrote that the suite competes with existing marketing cloud offerings by companies including Adobe, Oracle, Salesforce, and IBM.

 

Internet services

In February 2010, Google announced the Google Fiber project, with experimental plans to build an ultra-high-speed broadband network for 50,000 to 500,000 customers in one or more American cities.[178][179] Following Google's corporate restructure to make Alphabet Inc. its parent company, Google Fiber was moved to Alphabet's Access division.[180][181]

In April 2015, Google announced Project Fi, a mobile virtual network operator, that combines Wi-Fi and cellular networks from different telecommunication providers in an effort to enable seamless connectivity and fast Internet signal.

 

Facebook is an online social media and social networking service owned by American company Meta Platforms. Founded in 2004 by Mark Zuckerberg with fellow Harvard College students and roommates Eduardo Saverin, Andrew McCollum, Dustin Moskovitz, and Chris Hughes, its name comes from the face book directories often given to American university students. Membership was initially limited to Harvard students, gradually expanding to other North American universities and, since 2006, anyone over 13 years old. As of July 2022, Facebook claimed 2.93 billion monthly active users,[6] and ranked third worldwide among the most visited websites as of July 2022.[7] It was the most downloaded mobile app of the 2010s.[8]

Facebook can be accessed from devices with Internet connectivity, such as personal computers, tablets and smartphones. After registering, users can create a profile revealing information about themselves. They can post text, photos and multimedia which are shared with any other users who have agreed to be their "friend" or, with different privacy settings, publicly. Users can also communicate directly with each other with Facebook Messenger, join common-interest groups, and receive notifications on the activities of their Facebook friends and the pages they follow.

The subject of numerous controversies, Facebook has often been criticized over issues such as user privacy (as with the Cambridge Analytica data scandal), political manipulation (as with the 2016 U.S. elections) and mass surveillance.[9] Posts originating from the Facebook page of Breitbart News, a media organization previously affiliated with Cambridge Analytica,[10] are currently among the most widely shared political content on Facebook.[11][12][13][14][15] Facebook has also been subject to criticism over psychological effects such as addiction and low self-esteem, and various controversies over content such as fake news, conspiracy theories, copyright infringement, and hate speech.

 

Zuckerberg built a website called "Facemash" in 2003 while attending Harvard University. The site was comparable to Hot or Not and used "photos compiled from the online face books of nine Houses, placing two next to each other at a time and asking users to choose the "hotter" person". Facemash attracted 450 visitors and 22,000 photo-views in its first four hours. The site was sent to several campus group listservs, but was shut down a few days later by Harvard administration. Zuckerberg faced expulsion and was charged with breaching security, violating copyrights and violating individual privacy. Ultimately, the charges were dropped. Zuckerberg expanded on this project that semester by creating a social study tool. He uploaded art images, each accompanied by a comments section, to a website he shared with his classmates.

A "face book" is a student directory featuring photos and personal information. In 2003, Harvard had only a paper version[ along with private online directories. Zuckerberg told The Harvard Crimson, "Everyone's been talking a lot about a universal face book within Harvard. ... I think it's kind of silly that it would take the University a couple of years to get around to it. I can do it better than they can, and I can do it in a week."[29] In January 2004, Zuckerberg coded a new website, known as "TheFacebook", inspired by a Crimson editorial about Facemash, stating, "It is clear that the technology needed to create a centralized Website is readily available ... the benefits are many." Zuckerberg met with Harvard student Eduardo Saverin, and each of them agreed to invest $1,000 ($1,435 in 2021 dollars[30]) in the site.[31] On February 4, 2004, Zuckerberg launched "TheFacebook", originally located at thefacebook.com.

Six days after the site launched, Harvard seniors Cameron Winklevoss, Tyler Winklevoss, and Divya Narendra accused Zuckerberg of intentionally misleading them into believing that he would help them build a social network called HarvardConnection.com. They claimed that he was instead using their ideas to build a competing product. The three complained to the Crimson and the newspaper began an investigation. They later sued Zuckerberg, settling in 2008 for 1.2 million shares (worth $300 million ($354 million in 2021 dollars[30]) at Facebook's IPO).

Membership was initially restricted to students of Harvard College. Within a month, more than half the undergraduates had registered.[36] Dustin Moskovitz, Andrew McCollum, and Chris Hughes joined Zuckerberg to help manage the growth of the website.[37] In March 2004, Facebook expanded to Columbia, Stanford and Yale.[38] It then became available to all Ivy League colleges, Boston University, NYU, MIT, and successively most universities in the United States and Canada.

In mid-2004, Napster co-founder and entrepreneur Sean Parker—an informal advisor to Zuckerberg—became company president.[41] In June 2004, the company moved to Palo Alto, California.[42] It received its first investment later that month from PayPal co-founder Peter Thiel. In 2005, the company dropped "the" from its name after purchasing the domain name Facebook.com for US$200,000 ($277,492 in 2021 dollars). The domain had belonged to AboutFace Corporation.

In May 2005, Accel Partners invested $12.7 million ($17.6 million in 2021 dollars) in Facebook, and Jim Breyer added $1 million ($1.39 million in 2021 dollars) of his own money. A high-school version of the site launched in September 2005. Eligibility expanded to include employees of several companies, including Apple Inc. and Microsoft.

 

Facebook was sued by the Federal Trade Commission as well as a coalition of several states for illegal monopolization and antitrust. The FTC and states sought the courts to force Facebook to sell its subsidiaries WhatsApp and Instagram.[183][184] The suits were dismissed by a federal judge on June 28, 2021, who stated that there was not enough evidence brought in the suit to determine Facebook to be a monopoly at this point, though allowed the FTC to amend its case to include additional evidence. In its amended filings in August 2021, the FTC asserted that Facebook had been a monopoly in the area of personal social networks since 2011, distinguishing Facebook's activities from social media services like TikTok that broadcast content without necessarily limiting that message to intended recipients.

In response to the proposed bill in the Australian Parliament for a News Media Bargaining Code, on February 17, 2021, Facebook blocked Australian users from sharing or viewing news content on its platform, as well as pages of some government, community, union, charity, political, and emergency services.[187] The Australian government strongly criticised the move, saying it demonstrated the "immense market power of these digital social giants".

On February 22, Facebook said it reached an agreement with the Australian government that would see news returning to Australian users in the coming days. As part of this agreement, Facebook and Google can avoid the News Media Bargaining Code adopted on February 25 if they "reach a commercial bargain with a news business outside the Code".

Facebook has been accused of removing and shadow banning content that spoke either in favor of protesting Indian farmers or against Narendra Modi's government. India-based employees of Facebook are at risk of arrest.

On February 27, 2021, Facebook announced Facebook BARS app for rappers.

On June 29, 2021, Facebook announced Bulletin, a platform for independent writers.[197][198] Unlike competitors such as Substack, Facebook would not take a cut of subscription fees of writers using that platform upon its launch, like Malcolm Gladwell and Mitch Albom. According to The Washington Post technology writer Will Oremus, the move was criticized by those who viewed it as an tactic intended by Facebook to force those competitors out of business.

In October 2021, owner Facebook, Inc. changed its company name to Meta Platforms, Inc., or simply "Meta", as it shifts its focus to building the "metaverse". This change does not affect the name of the Facebook social networking service itself, instead being similar to the creation of Alphabet as Google's parent company in 2015.

In November 2021, Facebook stated it would stop targeting ads based on data related to health, race, ethnicity, political beliefs, religion and sexual orientation. The change will occur in January and will affect all apps owned by Meta Platforms.

In February 2022, Facebook's daily active users dropped for the first time in its 18-year history. According to Facebook's parent Meta, DAUs dropped to 1.929 billion in the three months ending in December, down from 1.930 billion the previous quarter. Furthermore, the company warned that revenue growth would slow due to competition from TikTok and YouTube, as well as advertisers cutting back on spending.

Analysts predict a "death spiral" for facebook stock as users leave while ad impressions increase, as the company chases revenue.

On March 10, 2022, Facebook announced that it will temporarily ease rules to allow violent speech against 'Russian invaders'. Russia then banned all Meta services, including Instagram.

 

White Castle

Harold and Kumar aren't the only loyal customers who keep coming back to White Castle for some of those iconic sliders, and now, there is even an Impossible Slider on the menu.

Boston Market

From the rotisserie chickens to the delectable mac and cheese, Boston Market is always a great stop for a hearty meal. Here are The Best & Worst Menu Items at Boston Market.

Papa John's

Papa John's is always boasting about its better ingredients, and it seems like there are plenty of customers who continue to order these pizzas.

Little Caesars

"Pizza, pizza" has plenty of loyal fans, thanks to the "cheap and fast" vibe of the food. Speaking of pizza, do you know what the most popular pizza topping is in your state?

Starbucks

Starbucks has gathered a reputation for being the go-to place when you're in the mood for a pumpkin coffee drink once fall rolls around. And with their decadent Frappuccinos, there are plenty of sweet treats for non-coffee drinkers, too.

Quizno's

Quizno's offers up classic sandwiches, and who can resist the fresh pepper bar?

Five Guys

While Five Guys has some top-notch burgers and fries, this is a spot for peanut lovers, too. You can munch on peanuts that are available all over the restaurants while you order your meal.

Cold Stone Creamery

This ice cream shop serves up cold customized treats for whatever your heart desires, so it's basically a dream come true, right?

Sonic

Sometimes, you just want one of Sonic's frozen drinks and a burger to go along with it. Yum!

Burger King

While it may not be the most popular dining brand in the country, the King is still a top choice for many. Those Whoppers are still as tasty as ever, especially if you go for the Impossible Whopper.

Want to chow down on more juicy hamburgers? Here's where you can get The Absolute Best Burger in Every State.

KFC

The Colonel is still going strong! Who doesn't want to eat their chicken right out of a bucket?

A&W Restaurants

Yes, the root beer chain sells food! Here are The Best & Worst Menu Items at A&W.

Mrs. Fields

Those giant chocolate chip cookies that just call your name as you're walking by? They are a staple of all Mrs. Fields locations, so we don't blame you for having one now and then.

Subway

People surveyed described this sandwich shop as a "good value for money." If you're a Subway fan, you're not alone! Headed to Subway? Here's Every Subway Sandwich—Ranked for Nutrition!

McDonald's

Are you still McLovin' it? You might've expected Mickey D's to claim a spot closer to the top, but those golden fries and Big Macs seem to have some more competition.

Domino's

Domino's is hailed by fans for being well-made and a good value. With wings and yummy chocolate lava cakes to go alongside a pizza, Domino's is simply beloved.

Popeyes

Plenty of loyal Popeyes fans eat there on the reg, and we know the chicken sandwich was truly worth all the hype.

Panera

From its house-made lemonade to that tasty mac and cheese to those fresh-baked bagels, Panera has it all. No wonder it ranked so highly on YouGov's list!

Taco Bell

This taco joint rings its loyal customers' bells for being "everywhere and good quality." By the way, You'll Never Guess What Taco Bell Uses to Season Its Beef.

Chick-fil-A

Although loyal customers can't satisfy their fried chicken cravings on Sunday, Chick-fil-A still is a top spot to go when you're in the mood for a chicken sandwich and some waffle fries.

Pizza Hut

With a plethora of crusts, cheesy toppings, and grilled veggies to choose from, it's no surprise pizza lovers keep coming back to the Hut.

Arby's

For all the meat-lovers out there, Arby's is your place, especially if you're a fan of their staple, roast beef sandwiches.

Dunkin'

America actually does run on Dunkin', doesn't it? Those Munchkins are rather irresistible.

 

Cinnabon

No mall trip is ever done without a pit stop at Cinnabon for a warm, gooey, perfectly sticky cinnamon bun.

Wendy's

Ranking higher than McDonald's and Burger King is the beloved redhead! The real question is, which flavor Frosty do you get: chocolate or vanilla?

Krispy Kreme

From the affordably priced cups of caffeine to the hot-out-the-oven classic glazed doughnuts, it's easy to see why Krispy Kreme has such a devoted following.

Baskin-Robbins

Craving ice cream? Baskin Robbins comes in the first-place spot. And they have so many delicious scoop flavors!

Dairy Queen

Majority rules! Customers raved that the fast-food chain is "good quality," "never gets old," and is a "good value for money." That sounds like a winning combo to us! DQ even sold more than 175 million Blizzards the first year they introduced them in 1985—who knew?