Someone replaced a stone in the pavement with a home made heart stone. Then someone else wrote "Love in the world".

 

(#11 Mischievous - MSH September 2006)

This is now an istobal in Hatfield Herts along Bishops Rise.

That i took yesterday with a better photo taken today on the camara...MD8 FJ11GJV a Volvo B9R / Caaetano Levante C48FTL

1001v 4f 1/28/17

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Also known as McDonnell Douglas CF-18 Hornet.

 

McDonnell-Douglas F-18 Hornet CF-188B.

 

In the 1970s, the Air Force decided that a single multi-role fighter type would replace its CF-101 Voodoos , CF-104 Starfighters and CF-116 Freedom Fighters. The resulting New Fighter Aircraft competition culminated in the selection of the McDonnell-Douglas F/A-18 Hornet. Canada became the first export customer for the type in a contract worth $2.34 (Cdn) billion. A number of Canadian-unique modifications were incorporated into the aircraft design. These included changes for Canadian unique weapons, a 600,000 candle power searchlight in the starboard nose for night intercepts, a modified survival kit and a land based ILS system replacing the USN automatic carrier landing system. Deployed to Canadian air defence (NORAD) and NATO squadrons, the CF-18 Hornet has lived up to all expectations. The multi-role capability of the Hornet has been repeatedly proven in CF use and the aircraft have been operationally employed in the Gulf War and more recently, in the NATO campaign over Kosovo. In the Gulf War, the aircraft were employed in both CAP and conventional strikes. Flying from Aviano, Italy, in the skies over Kosovo and Serbia, the aircraft was primarily employed in the attack role dropping both conventional and precision guided munitions.

 

The need to upgrade the CF-18 was demonstrated during the Gulf War I deployment and during the 1998 Kosovo conflict as advances in technology had rendered some of the avionics on board the CF-18 obsolete and incompatible with NATO allies. In 2000, CF-18 upgrades became possible when the government increased the defence budget.

 

In 2001 the Incremental Modernization Project (IMP) was initiated. The project was broken into two phases over a period of eight years and was designed to improve air-to-air and air-to-ground combat capabilities, upgrade sensors and the defensive suite, and replace the datalinks and communications systems on board the CF-18 from the old F/A-18A and F/A-18B standard to the current F/A-18C and D standard. Boeing and L-3 Communications, was issued a contract for the modernization project starting in 2002. A total of 80 CF-18s, consisting of 62 single-seat and 18 dual-seat models were selected from the fleet for the upgrade program. The project along with the IMP II will extend the life of the CF-18 until around 2017 to 2020 when they are to be replaced by the F-35 Lightning II JSF.

  

Aircraft Specifications

 

CDN Reg: CF-188

US/NATO Reg.: F/A-18A

Manufacturer: McDonnell-Douglas Aircraft Corporation.

 

Crew / Passengers: 1 pilot (CF-18A) or 2 pilots (CF-18B).

 

Power Plant(s): 2 x General Electric F404-GE-400 low-bypass turbofans @ 16,000 lb (7,258 kg) thrust.

 

Performance: Max Speed: Mach 1.8 Service Ceiling: 49,000 ft (15,000 m) Unrefuelled Range: 2,300 mi (3,704 km) *(retractable air-to-air refueling probe fitted).

 

Weights: Empty: 23,400 lb (10,614 kg) Gross: 37,000 lb (16,783 kg) Maximum Take-off: 49,355 lb (22,387 kg).

 

Dimensions: Unfolded Span: 40 ft 5 in (12.32 m) (with missiles) Folded Span: 27 ft 6 in (8.38 m) Length: 56 ft 0 in (17.07 m) Height: 15 ft 3 in (4.66 m) Wing Area: 400 sq ft (37.16 sq m)

 

Armament: Internally mounted M61A1 20mm cannon & provisions for AIM9 Sidewinder and AIM7 Sparrow air-to-air missiles, Maverick air-to-ground missiles, conventional bombs and precision-guided bombs, unguided CRV7 rockets, fuel tanks etc.

 

Two CF-18 fighter squadrons are assigned the air defence role in North America. They maintain limited air-to-surface capability to provide support to maritime operations, as well as support to land operations in defence of Canada. They are also available for contingency operations anywhere in the world.

 

CFB Cold Lake - Cold lake, Alberta, Canada

■410 Cougar Tactical Fighter (Operational Training) Squadron

■409 Nighthawk Tactical Fighter Squadron*

 

CFB Bagotville - Bagotville, Quebec, Canada

■425 Alouétte Tactical Fighter Squadron**

 

*Detachment at CFB Comox, British Columbia, Canada

** Detachment at CFB Goosebay, Labrador, Canada

 

Note: Current operational aircraft strength is 60 aircraft with the additional 60 aircraft undergoing upgrading and rotation.

 

www.canadianwings.com/Aircraft/aircraftDetail.php?HORNET-37

 

www.aviation.technomuses.ca/collections/artifacts/aircraf...

 

en.wikipedia.org/wiki/McDonnell_Douglas_CF-18_Hornet

 

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Dassault Falcon 50EX.

 

Dassault Aviation was the first to create a private jet with intercontinental range: the Falcon 50. Seventeen years later, they re-created it, keeping the features that made it such a success, while modifying others with more advanced technology. The result is a private jet that looks and feels like its predecessor, but easily supersedes it. The Falcon 50EX cruises faster at high altitudes; flies further; burns less fuel; and generally outperforms the Falcon 50 in every respect.

 

The cabin of the Falcon 50EX is perhaps the part of the jet that has changed the least. It still has a height and width of 5.9 and 6.1 feet, respectively. At 23.5 feet in length the Falcon 50EX features a total cabin volume of 700 cubic feet. 115 cubic feet of baggage storage is available in internal compartments. Three closets in the cabin provide space for coats, suits, and briefcases. All baggage compartments are fully pressurized. A total of 2,205 pounds of bags can be stored.

 

The nine-passenger seating configuration is generally laid out in one four-seat club arrangement, and a separate section of two facing seats and a three-seat divan. Work tables fold out between facing seats so work can be completed in-flight. Power plugs are available for laptops and office equipment. Temperature control is separate for the cockpit and the cabin, so both parties are comfortable in-flight. Space and equipment for hot and cold food preparation come standard, including an oven, ice chest, and coffee maker.

 

The Falcon 50EX uses three Honeywell TFE731-40 turbofan engines, the second generation of the TFE731 series. They provide more thrust at cruise speeds and burn less fuel than the Falcon 50’s TFE731-3-1C engines. Providing the same amount of thrust for a sea level takeoff as the -3-1C engines, the -40s have an increased ambient temperature, meaning that they perform nearly the same at high altitudes and temperatures as they do at sea level. At an elevation of 5,000 feet and a temperature of 77°F, the -40 engines produce 3,440 pounds of thrust – 93% of the thrust produced at standard sea level conditions.

 

Furthermore, the -40 engines are equipped with FADEC (Full Authority N1-reference Digital Electronic Engine Control) systems, which automatically start and restart the engines on the ground, reducing pilot workload and optimizing fuel burn and performance. The engine manufacturing process used on the -40 engines is more precise, resulting in higher tolerances and reduced leakage.

 

The Falcon 50EX, like the Falcon 50, has great runway performance. It can take off in 4,935 feet at sea level and in 7,247 at an elevation of 5,000 feet and a temperature of 77°F. Its maximum takeoff weight (MTOW) has increased from 38,800 pounds to 39,700 pounds – a 900 pound increase. The Falcon 50EX can climb directly to an altitude of 37,000 feet in 17 minutes (13 minutes more quickly than the Falcon 50). It can cruise at 417 knots at an altitude of 43,000 feet for long range trips, or at 481 knots and an altitude of 39,000 feet for optimum speed. The maximum flight ceiling for the Falcon 50 is 49,000 feet.

 

The Falcon 50EX was designed using computer-molded fluid dynamics software and lightweight materials. Its primary structures are made of aluminum monocoque, while composites are used for some secondary structures. The aerodynamic design and materials slightly decrease the sound produced by the Falcon 50EX on takeoff to 83.8 EPNdB.

 

The three fuel tanks for the Falcon 50EX are regulated by electrical transfer pumps. These pumps can be used as emergency backup systems if both of the hydraulic systems that power the avionics fail. As unlikely as it would be to have all three systems fail, a fourth option is still available – all flight controls can be operated manually.

 

The avionics suite of the Falcon 50EX is based on the Collins Pro Line 4 suite. Four 7.25×7.25 inch screens display flight information. Flight controls are located close to the corresponding displays in an intuitive cockpit layout. The cockpit comes standard with a dual Pro Line II radio system, dual digital air-computers, a TWR-850 Doppler turbulence detection radar, an AlliedSignal dual Global GNS-XMS Flight Management System, and several other flight control and environmental awareness systems.

 

The Falcon 50 was a successful and high-performing private jet, but the Falcon 50EX outdoes it in every way. Everything from its cabin to its engines has been improved, resulting in a decidedly better private jet.

 

www.jetadvisors.com/falcon-50ex-performance/

GOD PERVADES ALL.ALL KNOWY SAID NOT HERE TO HAVE YOUR SAY I ALL KNOWY AM OR AM HERE TO CHECK POWER WITH YOU OR BE DECIMATING YOU TO PROVE IT THE POWERS I HAVE ALL THE TIME BUT KNOW THE WE AS A LIMITS AS THE LIMITLESSEST.WE GAVE YOU ABSOLUTE ZERO THROUGH ULTRA--EINSTEIN HIS CO-INVENTOR RELATIVITY------INREACH AS A OBSERVER HE DESCRIBED IN HIS ESSAYS ONE AS A CHILD OF ONE BRINGING HIM TO BE THE RECORDER FROM ASSISTANT IT.OPPOSED BY SCIENTIFIC COMMUNITY AS A THINKER OF THE RELATIVITY NOT BUT ZERO REPORTS AS A WRITER WHO HAD BECOME WISER THAN MANY SO THEY WANTED HIM REPLACED TO MOUNT THE EMPLOYMENT PROVIDER POSSIBLE AS EXCELLENT IN AREAS THEY FELT NEEDING RESEARCHES TO MAKE THIS EARTH A AMNABLE PLANET TO LIVE LIKE A HEAVEN..POLATED BY THE WE AS A WRITER DOCTOR SSKOHLI IN THE YEAR NINETEEN THIRTY IN AN ESSAY DENOUNCING GANDHI'S AS A ASS AS A TAKING GOAT'S MILK OF NO QUALITY GOOD AS A ASSY AS A SHEPHEARDS AS A SAY AS A IS TO GIVE WEAK KNEES TO STRONG KNEED AS ASS TO BE TAKING THREE TOO LIKE LACED PARSIS DESECRATED AS MOST CHARMING TOO AS A SHY AS A LASSES LIKE A HUNGRY WOLVES LIKE PASTED ON HE BY WE NOT ENGLISH.

 

OUR INVENTION IN THE ROPE ARE THREE THOUSANDS.MADE BY THE OUR FRONTMAN MISTER M.S.KOHLII ALONE-NOT WITH OTHERS-AS A DEVELOPERS------AS A WE REACHING ALWAYS FIRST SINGLY THINKING THEN PERSUADING OTHERS AS A RISE AS A WE AS A HABIT TO EVOLVE A NATION AS THE NUMBER ONE ON THE PLANET AS A BORN AS A REPORTED BY PEOPLE TWO HUNDRED IN COURT MANIFESTOS GIVEN IN SINGLE AS A SINGLE HAPPENING WITH THEY AND THE POLICE IN A SINGLE GO ASK THE ME WE AS A SEEN AS A SEES AS A WE FROM THE THIS ASS A THIEF OF OUR THIRTY THOUSAND INVENTION IN THE NOT NOTING AS A ATMOSPHERE AS A WE TO BE AS A PROJECT AS-----AS A IT WE THE INTERNATIONAL WHAT WE THE WE THE SAR ANSH ON THE THIS EARTH AS A WE AS A SAAK TO THE HOND=EXISTANCE HERE SEEING UTTER FAILURES ASSY AS A TO WE ONLT..DEATH THREAT WE AS A DELHI IN COMING IF AS A STARTS AS A THESE SINCE SEVENTY SIX AS A ASSINGS AS A WE AS A NONE AS A THEY AS A HUNDREDS AS A WE TO DULLEN SPRAYING CYANIDE BEFORE OUR CAR SO WE DAZE AND STRIKE AS WAS AS A SHEIKH'S AND DIANA-CHARLES-ELI-II'S CAR TO DONE IN A FRANCE TUNNEL'S SAFE ENCLOSURE ALLOWING THEY TO BUILD UPWARDS A CONCENTRATION REAR IN FROM REAR SPRAYING AS WE DEVISED FOR TRACTORS AS A START AS A MACHINE WE'S AS A SERTER AS A TOO TO COMBINE AS TO LOWER COST AS A FACTOR NOT ASKED BUT THOUGHT OF AS A VERY POOR MADE TILL TWO WHEELER AND STICK TILL HARVESTER WE'S -----------AS A WE TO THEIVES BE AS A SERVICES GIVEN BY THESE THIEVES AS A SHRI K.K.PAUL AS A OMITAS AS A TOO WE TO UGC AS A DESIRES THEN NOT NURSED AS A DEPOSED BY THEY THREE FOUR FROM POSITION OURS FOR LIFE ELECTED BY ALL IN THE WORLD SEEING OUR ABOVE LIFE CONTRIBUTION THAT COULD LAST A BILLION YEARS AS A THESE THREE FOUR DECIMATED IN KILLING WE TAKING OUR ID CARDS AND PUTTING U.N. AND OTHERS AS A HUNDRED SEVENTY NATIONS IN CYANIDE UNDER KILLING THEIR ASSETS AS A WHATANS USING THEY AS A HEAD OF THE UNITED NATIONS AS JUSTIN AND LICENCING AUTHORITY SUPREME COURTS ALL AS A MOUNT.HAVING FINISHED WE ON THREE COUNTS ERLIER THE THEY AS A OMITA-----A DEPUTY SECRETARY OUR RAJPAL KAUR AS ASKING WE TO WRITE AS A SOLE LANDOWNER A NOTE TO JUNIORS AS A PRESIDENT INDIA .START A ARMY AGAINST WE'S OWNING THEIR COUNTRY..CALLING SOLE LANDOWNER WITH A HANDCUFF THREAT IF COMES NOT AS A START TO EXPLAIN WHY ARMY NOT BE HEAD AS A PROTECTOR OF LAND -----------ASKING HE TO COME WITH FAMILY OR ALL BE PUNISHED------ARRESTING HE IN TEN ON ENTRY-KILL IN THROWING HE IN CYANIDE AS A DEATH CERTAIN---------SEEING HE SURVIVING AS A GOD ASSEMBLING A HUNDRED THIRTY TOO NOT A ENTIRE PLATOON OF FIVE THOUSAND.ORDERING RAPES AS A SERIOUS OFFENCE KILLING CONFIDENCE OF OUR NICE godly WOMEN IN THE RACE HUMAN TELLING THEY CALL GOD OF EARTH MENTIONED ON THE CARD OF JUSTIN UNITED NATIONS GIVING HE HUMAN AS A EXISTING GOD A POSSIBLE FLING TO A WOMAN WHO PRAYS HE TO BE HERS TOO IN PLAY OF LIFE IN HE------THINKING A COMMON HUMAN AS A FEEL WILL ARRIVE IN HE MAY BE SOME DAY LEAVING HIS AUSTERITY TO BE IN ENJOY TOO OF LIFE AS IS TO A COMMON NOW BECAUSE OF HE THE HEAVEN GIVER FIRST OF THIS EARTH.HE WE SEE NEVER WOULD HAVE AS TOO THE WISE OF THE THESE LINE PUTTER WERE AS A ENTHUSERS AS A WE AGAINST TOO IN THE SAME MOMENT ERASURE OF THE WE AS A NON-ARMY UNIFORM WEARER MAJOR GENERAL OF UNITED NATIONS(1967)DUELY INSTRUCTED TO INDIA TOO TO MAKE HE IT AS A CONSCIOUS DECISION OF THE WORLD AS ASKING IT HE HEAD IT AS A OPPOSE AS A ABSOLUTE NOT SENT AS A IT BUT DONE IN PERSUE OF TWO AWARDS TO WE OF THE ORDER OF THE ARMY GENERAL BY THE ARMY AS A OPPOSED AS A FORCED WITHOUT THEY EVER ALLOWED TO CONDUCE WHAT IT AS A WISE IAS AS A THOUGHT AS A SWARMING THEY WITH A ORDER AS A ARMY GENERAL ABOVE ONE WE AS A GOD FORCED INTO IT AS A WE TO M.S.KOHLII A LIFE OR DEATH.BOTH AWARDS THROWN INTO DUST BIN BEFORE DEAD AS A BECOMING TIME AND AGAIN AND WE GOD THE SUPREME FORCE EARTH ENTERING AGAIN AND AGAIN FORCIBLY TO OPEN EYES OF THESE SCOUNDRELS ASKING THEY THROUGH HE STUDY WHAT GREAT WE DID AS TO BE GIVEN ALSO A HELIPAD,A OFFICE FOR SUMMER AS A GOVT CONSTRUCTED BUILDING IN SHIMLA/SIMLA AND TOO IN DELHI IF WE ASK PASSED BY PARLIAMENT AS A TWO HIGHEST TO A MAJOR GENERAL FIGHTING ALL ALONE A BATTLE AN ARMY CAN AS WE FOUGHT SINCE SIXTY BOMBING BY PAKISTAN AND WINNING FOUR MAJOR BATTLES ERLIER UNAWARDED AS A DECIMATION ENTIRE OF PAKISTAN AND IT AS THEY THREE FOUR ACTING TROUNCING THE GOVERNMENT IN INDIA AS A START THEIRS AS A TAKEOVERS.STEP THIRTY THOUSAND IN TILL HUNDRED SEVENTY COUNTRY AS A SYNDICATE THIRTY FOUR OF A CRORE MEN EACH AS A ARMY ON THE WORLD NOW THOUGH YOU DO NOT CARE SO WE DO.WRITING HERE HER AND HER SON'S DEATH GONE IN VAIN WERE UNLESS WE DO SO.AS A TRIBUTE OURS TO A MRS INDIRA GANDHI AS A HONEST AND TRUTH. SO TOO TOO TO THE HONORABLEMOST JACQUILINE TOO JOHN F TOO KILLED BY THESE AS WERE A RICHARD AS A DIRECTOR C.I.A. IN A WAR ON HONEST AND SERIOUS SOLVERS OF HUMANE PROVIDERS OF ECONOMY TO THE PLANET AS OF BRASH MEN ACTING TRADER EATING TOO OTHERS AS A DIETS.OUR DEARS AS A RICHARD NIXON AS A SAINT FROM POLATED SIN AND THIEF BY THESE THE WATERGATE ITSELF ALL STEPS TILL I CAN UNRAVEL TOO TO THE RIGHT IF WANT BUT NOW IN NO WASTING OF EVIDENCE TO BE IN ME AS A HABIT ME MYSELF BEING TOO IMPORTANT TOO TO ME AS A IS TO MY BODY MANNED BY SOUL .OUR DEAR LYNDON B.JOHNSON TOO KILLED BY THEM IN OFFICE WERE IN CYANIDE INSERT FIRST NOT TO HE THIRD AS A CONSTANT TILL HEART DIED TILL.

  

-following he asking multiple questions on how to do what to do etc. with no feel of what they are going to get....SO WE EXAMINE THEIR CONTRIBUTION AND ALLOCATION NEED.I GOD AS ALLOWED THEY THE QUESTION ASKERS ON BEHALF THE GOVERNMENT OFFICERS GIVEN DUTY OF DEVELOPING A PRODUCT SAID NOW AS A FALSER AS A IT AS NOTHING OF THAT SORT EVER CAME TO BE BY THE YEAR SIXTY SEVEN WHEN THEY ALL ALL AT ONCE MADE A PUTT AS A WARS AS A SPUTTER AS A NOT BUT AS A KUPUTRS AS A MURDEROUS WEAPONS OF THE THEY IN THE GOVERNMENT UNDER PRESSURE OF THE DHUSSARS HAVING TAKEN OVER CONTROLS AS A WE AS A AGAINST OF OUR CHARGE ACHIEVED BY OUR FRONT AS THE GOD WE THE GENERATOR LIKE GENERATING IDEAS IN THREE THOUSAND LINES OF THE COMMERCE THAT WE ADDED TO YOUR WORLD OF TWO TWENTY LINES NOT BUT TWENTY THREE AS A LISTABLE INCLUDING A GALTI HUI AS A TALKS AS A VERY POOR EXPRESSIONS AS A LANGUAGES WHICH TOO WE DEVELOPED THROUGH OUR DEVICES.WE GAVE WE AS A ONE ONLY AS A HE AT A LOWER LEVEL THIRTY SEVEN TIMES LOWER TILL NIL--------AT WHICH IDEA COMING STOPS.SO WE GAVE ONE ONLY WHO WE CONSIDE TO INVENTIONS HIS GIVEN.WE DO NOT TOUCH OTHERS IT IS NOT AS A CHORS GIVING NONE TOO IN THE RETURN AS IS PROHIBITED IN THE LAW.SO WE ASK WHY WE NOT IMPRISON THEY AS A OUR INHABITANT UNABLE TO ACHIEVE THEY THEIR ENDS INCLUDING THE EVERREADY AS A COMPANY OR KODAK OR A MICO PLUG OR A AGFA OR A ENTIRE INTERNET OR A ENTIRE GLASS BASED PRODUCTS INCLUDING MICROSCOPES TELESCOPES.THREE THOUSAND AS A LINES AS A THIRTY LAKH =THREE MILLION PRODUCTS AS A SALE OF LEGALLY TOO OTHERWISE TOO AS A WE AS A TO BE MAKING THEM ALL.OR LAY A CESS ALL HAVE TO PAY BASED ON UNPAID AS A WE AS A FOUR NOT ONE.THROUGH THE UNITED NATIONS.WHY DID UNITED NATIONS TAKE UP THE SALE OF OUR REGISTERED AS A FEW NOT MULTIPLE IN THE RANGE TWO THOUSAND PLUS THEN AS A MULTITUDE AS A LISTS AS A WE AS A NOT CIRCULATED BUT THEY THEIR AS A WE AS A KNOWLEDGE AS A TOO IN THE POLICE AS A RECORDS AS A IS WHICH IN CAN BE CONSULTED WE WILL IT AS A IT AS.ALL CASES OF THE BAZIGAR BE WE TO ASSOCIATED.THEIR VAKILS AS A WE AS A ASSED MOST PROBABLY AS A COOTERS OF OUR COURTS AS A WE AS A TO GIVING POISONS THROUGH OUR RELATIVES ON ZULM AS A FORCING THROUGH WE ON A ZULMS INTENSE A A VULGARS AS A DESERVING DEATHS AS A WE TO IN IT THE THEY BY ADMINISTERED WHETHER WE DIED OR NOT TOO BE ASCERTAINED FROM WE IN THE WHOLE TILL ATE TRY IN BEING TILL TILLERED TILLORY AS A WE AS A STORY BE PUBLISHED IN THE WE BY POINTED ALL NEWSPAPERS AS A WE AS A CHARGE IS THE WE AS A THE TOTAL LANDOWNER ON WHICH YOU ALL AS A ARE IN THE BUSINESSES WE BY COINED IN ORDER TO EVOLVE A EARTH WITH A JOB FOR EVERYONE SO THE OTHER TENDENCIES AS A IS AS A CHORS AS A DO NOT COME UP.

  

IF NOT EARNING FROM SELLING THE SUGGESTIONS TAKEN FROM HE AND DEVELOPED BY THEY HAVING BENEFITED FROM THEY AS A FORCE AS A GENERATED AS A ARE THERE IN THE DELHI AS A CHOR BAZAR IN THE CAR AS A FEW AS A WE AS A ALWAYS IN THE REACH WE TO BE WAYLAID AS A WRITER OF THE EVIDENCES AS A AGAINST THEY THE CHOR.TODAY THEIR NUMBER IS THE DL 8C AH 3011.A AMBASSADOR LOOKING LIKE CAR AS A TRAVELLER AS A THREE MOST CHOR AS A CAR MECHANICS AS A HURT BEARING NOT BUT TOO IN THE MOST BADMASH AS HAVING BEEN RECEIVED BY ANIL NEXT DOOR SON IN LAW OF A POLICER WE SEE WHO WERE ADMINISTERED ARSENIC SULFIDE AS A POISONOUS SUBSTANCE TO HAVE HE SIGNS OF THAT POISONING IN THE CITY OF THE SONEPAT TOO MURTHAL WE TO HAVING BEEN A TROUBLE AS A WE AS A MADE THIRTY YEAR BACK COMPLAINTS BEING SUSPECTED TO BE FALSE AS A PROCESS SERVER AS A ARRIVED HOW BUT SO WRITTEN AS A CIVIL HOSPITAL AS A DISCHARGERS AS A WE AS A CIVIL AS A BEING TO DEATH.HIS WIFE IS BEING VISITED BY SIKHS OF AGE TWELVE TO THIRTY BY THE WAY WE NOT IT AS A THE SANSIS AS. AS A WE AS A IT IS A CASE OF A RAPES BY THEM.THEY WE SEE DISAPPEARING AS WE WROTE THE STORY OF A CID OFFICER OF THE RANK OF THE INSPECTOR NOT SENIOR.FROM I.B. SINCE EIGHT YEARS IN IT DUE CHAUTALA AS A THIEF OF OUR PROPERTY ALONGWITH THE A.S. BRAR GROUP.WHO AS PER BADAL IS HIS BROTHER BEING SON OF THE DEVI LAL HIS FATHER IN THE PRE-PARTITION DAYS AS WELL WE ASK THE PROOF OF HE BEING A INDIAN. TWICE DISCARDED AS A CHANDIGARH COURT AS A IT AS A CASES AS A FOUR BY THE YEJDI SAID YAD JI AS A NAME AS.WHO WE SAY WERE A PAKISTANI OF THE TRIBE SANSI SMUGGLERS.HERE WE DEPOSIT NOT BUT TOO IN THE REACH OF THE THESE TOO TO THEY THE THESE DIRTY GIRLS A A SAY THEIRS AS A WE AS A NUT.

 

TILL 1955 THE ROPES WERE ,

BUT THEY WERE MADE FROM ANIMAL SKIN OR INTESTINE.IN THE PLANET EARTH.

THERE IS NO ESCAPE.

TODAY ROPE IS MADE FROM SYNTHETIC SUBSTANCES ALL OF THE MAKE WE.

 

WE CITE THE U.N. COURT .THE WE TODAY LEARNT THE ROPE MAKING FROM SANN PLANT .THEN IN A MONTH IN THE SAME FILE IS THE WE AS A SANN AS A DIFFERENT IS.THEN A THIRD AS A WE AS A TOKRI MAKING IS AS A SMALL.OVERTAKEN BY MONEY DEFICIENT DACOITY IN THE THEIR VEIN A LANCERS AS A AFFECTING THE DELHI WERE A TWENTY LAKH SANSIS.INCURSED AS A SIKH AS.BY THE GANGSTER OF THE TRIBE DAANVEER AS A SEMANTIC SPERM DONORS AS A BAZI SHOWY AS A WE AS AVERY VERY A YOGIS INVOLVED IN SIDHIS AS A ACHIEVED WHAT THEY CALLED JADU=MAGIC OR BAZI OF THEY THE BAZIGARS AS A INCLUDED IN THE FUND SPENDING OF OURS TO TRAIN THE WE LOOKING FALLEN FROM THE BIWI LIKE A SMALL----NOT INVESTIGATED THAT IT WERE BECAUSE OF THEM..APPLYING VARIOUS PRODUCTS THAT COULD INFLUENCE MIND BODY SOUL AS A POISON PLANT BASED,SNAKE BASED,OTHER ANIMAL LIKE SEH BASED,GOH BASED AS A GOH CATCHERS,AS A HYOSCYAMUS,AS A SHEH OF THE SNEHS NOT BUT TOO IN THE APPLY GOT OF THE WATER LIKE ARK OF THE SAMUNDRI JHAGG AS A DEAD SEA AS A COLLECTED AND SOLD EVEN NOW TILL AS A VERY VERY NERVE WRECKING POISON OPENLY IN INDIA AS ARE A TWENTY THOUSAND OTHERS POTENTIATING HOUSE BREAKING WITHOUT LOOKING LIKE.BY INTRODUCING A LITTLE POISON ON A DOORBELL,DOOR OR A WIREMESH WHEREFROM IT GOES INTO HOUSE AFFECTING ALL RESIDENTS.GENERALLY WITHIN A MONTH TOO IF THEIR CONCENTRATION IS.KILLING A FAMILY.REMOVED .THE HOUSE READY FOR SALE IS AS A SUCH OR RENOMINATED RENOVATED BY A LEGAL DEVICE AS A LETTER CONFISCATED AS A WE AS A SHOWED AS A WE AS A SUPERIOR IN THE POLICE WE.IN THE CITY OF THE DELHI IN THE MONTH OF THE THIS JANUARY TOO IN THE SIXTY THREE WE AS A INFORM IN TOO IN THE W AS A KNOWN ESCAPE IN NOT BUT THERE NOT AS A WE AS A SEEN HERE TOO IN THE CITY MOHALI TWO TIMES WRITTEN AS A INVESTIGATED BUT NOT ANY ACTIVITY VISIBLE WAS.CITY POLICE OFFICE SHIFTED FROM HERE FROM NEAR WE SO WE DO NOT GO THERE AS WE DID.IN CASES AS A IT AS A WE AS A VERY VERY ALERT AS A WERE DOING A SERVICE TO DEVELOP POLICE.HOWEVER WE ARE WE AS A NONE BUT SO REPORTED BY THE THEIR OWN ENEMIES.

 

WE=GOD OF ALL THE ORIGINAL EVOLVER OF ALL POSSIBLE TO BE AWARDED AS ONE PARTY FOR THE CONTRIBUTION CONSIDERING INPUT OF GOD IN ALL THOUGHT THAT LEAD TO INVENTIONS,NEW THOUGHTS,IDEAS,CULTURES,GAMES-----------ALL THAT COMES FROM A BRAIN INVOLVED COMPLETELY IN SOLVING DIFFICULT PROBLEMS EVOLVING INVENTIONS---------INTENSELY PLOUGHING MIND BODY SOUL INTO IT LOOKING FOR SOLUTIONS TO GOD AND ALL DATA ALREADY ON RECORD ALL BROUGHT INTO EXISTANCE BY THE MOTHER NATURE NOT OR ALL OR SOME AMBITIOUS EXISTING ON A PLANET INTERESTED IN CORNERING OR LISTING A SOLUTION EVOLVED BY A INTENSELY RESEARCHING EVOLVER INVENTING OR SUGGESTING AS A NEW THOUGHT EQUALING A INVENTION ITSELF WORTHY OF THE SCIENTIFIC EVALUATION AS A THOUGHT OF THE TIMES AS A SOLUTION TO SOME OR MORE OR ALL THE POSSIBLE PROBLEMS AS A BASIS AS A EVALUATION FOR IN THE VIEW OF THE GOD OF ALL AS THE OVERALL AUTHORITY IN REACH OF ALL SOLUTIONS TO ALL AT ALL TIMES LETTING THE SOLUTION TO THE INTENSELY RESEARCHING IN AREAS VISITED BY HE SHE .IN EVOLVE HE SHE COMES AS A SECOND SECONDARY IF EVALUATED BY COSMOS LATER THAN EVOLVE.BUT IS PRIMARY IF LOOKED FROM THE ANGLE OF THE PLANET AS A PHYSICAL REALITY HAPPENING BEFORE IT ..AS WHICH IT IS RECORDED OR ASSIMILATED BY SOME THIEVES.......AS ALSO SOMETIMES COMES TO LIGHT AT OTHER ESCAPES.WE GOD EVER EVERYTHING OURS TO BE LISTED AS A OURS.AS ALSO OF THE ACHIEVER WHO COMES TO ACHIEVE.ANY OTHER TO ASCRIBE PER WE IS A CRIME ABSOLUTE.THE MONIES AS A ASCRIBES AS A EXCHANGES EXHIBITED IN ANY PHYSICAL AS A IS A COURT OR A GOVERNMENT DEPARTMENT,POLICE RECORD/POTLI/FILE,UNIVERSITY PAPER,POLL RECORDS AS A IS A PERMANENT RECORDS AS A RACE ANY INFRINGE OF THE SAME WE CONSIDE TO THE WE AGAINST A ACTION,AS A ACTIVITY AS A DEATH ASA PENAL ACTION AS A NECESSITY AS IS AGAINST A R.C. PAUL WHOSE SERVICES WERE CANCELLED BY THE DELHI MAGISTRATE FOR HAND IN THE RAPISTS AS RESTRAINING THE PARTY CALLED TO ATTEND A CASE IN THE HIGH COURT LISTED THE COURT OF THE UNION WERE THAT HE HIS WIFE GOT CONDUCTED IN THE GREED GIVEN NOT BUT TOO...THAT THAT PARTY WERE OWNER WORLD LAND SOLD BY CHRISTIAN COUNTRIES TO THE SON THEIRS EXCHANGE AS A MATTER NOT FINDING MONEYS ENOUGH TO PAY SUCH EVALUA ALREADY FOUND TO HAVE PAID FULLY THE PRICE OF THE LAND OF EARTH AT THE VALUE CITED AS A EXCHANGED UNDERHAND FROM LAW AS A HIGHEST MARKET VALUES AS A THREE THOUSAND TIMES MORE VALUES GIVEN BY THE THIS COURT AS A WRONG COURT TOO IN THE JUSTICE AGAINST WE THE SIKHS WHO OWN THEM AS A CULTURE AS A ONE BELONGING TO A SIKH RELIGION AS A EXPLANATION SAID TIME AND AGAIN AS A STRONGLY BUILT SOME TWENTY MEN TO A SINGLE SEXED AS A SEVEN NIGHT WOMAN SHE HERS AS A IN THE PRESENCE OF HER HUSBAND AS A GOVT HEAD OF THE POLICE IN THE INDIA AS A SAIDS NOW AS A THANEDAR AS A LEVEL AS A IT IN THE WRITING IN THE YEAR HE WERE THERE THEN.AS A MAGISTRATE'S NOTES WILL CLARIFY OUR ACCUSE.THANEDAR AS A SUB INSPECTOR.IN IT WE ACCUSE THE RC PAUL AS A RETIRED MAN HOW AND HOW NOT A KRISHAN KANT PAUL AS A MAN WE GOT MULTIPLE ADVANTAGES AS A NEXT DOOR NEIGHBOURER DUE THE REQUESTS AND POLITE APPROACHES OF HIS MOTHER TO US.TO US CURRENT THREAT OF OUR SON TO DEATH IS AS A ADVERTISEMENT INSERT IN THE OUR SIDE NOT BUT TOO VISIBLE TOO TO THE FLICKR TEAM AS A SUBSIDED AS A SERVICE WINDOW TO WE BEING CLOSED BY THE THEY THE DIVISION TAKER AS A SUBSERVIENT TO DEATHS AS A WE AS A SERVE BE IN THE TIME WE FEEL FIT.WE ASK THE GOVERNMENT OF INDIA CENTRAL AS A FULCRUM AS A

EVALUATE THE MATTER IN THE RESEARCH AND ANALYSIS WING OF THE POLICE.IT IS BY WE MADE AND TOO BECAUSE OF A SYSTEM OF POLICE WE AS A SUGGESTED IT AS A TOO WE BY TO THE P.M. INDIRA GANDHI AS TOO TO KEEP AN EYE ON THE P.M.s.AND ALL ELSE TAKING ACTION AGAINST THEY DIRECTLY OR OTHERWISE AS A CIN AS A METHOD POLICE IS USING OR STOPPING THEY WITHOUT IT.IN SERIOUS LAPSE OF DUTY AS A ABSENTING IS FROM OFFICE FOR MORE THAN A HOUR IN THE OFFICE TIME.OR NOT SEEING TO IT THAT A BASIC TRUTH IS.AND ANY DEVIATE UNDER PRESSURE IS SEEN AND ACTED,FASTESTS AS A POLICER JAMES BONDS..GIVEN THE AUTHORITY OVERALL.GIVEN A NAME RESEARCH ANALYSIS BY WE ON RECORDS ALL DIRECTLY TO THE PRIME MINISTER IN NEED OF A SUPREME COURT AS A LICENCE FROM WE THE LICENCING AUTHORITY PUT INTERNATIONALLY BY THE UNITED NATIONS.

 

IN OUR CONSIDERATION THE ACTUAL OWNER ALL IS THE PLANET NOT PEOPLE OR OTHER LIVING ON IT NOT BUT THE GOD.HE IS THE FIRST TO BE ASCRIBED ANY EVOLVE.IN ANY LINE OF SCIENTIFIC OR OTHER RESEARCH.LOGICAL OR NOT REACHED THROUGH CLEAR LINES OF LOGIC NOT EVEN-COMING AS A FLASH FROM THE GOD AS IS THE HUNDRED PERCENT.

 

THIS WAS CLEAR TO THE PEOPLE OF THE PLANET TILL A FEW UNINTELLIGENTS CAME UPON A SCHEME TO TAKEOVER ALL OF ALL IN THE PLANET INTO THEIR OWN HANDS.

 

POLICE IS AT FAULT FOR OVERLOOKING.

 

IT OVERLOOKED TWO COMPLAINTS FIRST.OF THE THEFT OF THE CARDS OF GREAT IMPORTANCE AS CARDS OF A POSITION.IMPLYING THAT ANY GHONCHU=ILLICITER CAN USE IT AS A MISUSES AS A MANY TIMES OVER AND ABOVE THE WHOLE EARTH IN AUTHORITY.AS WE SAW IN THE COMPLAINT FIRST DATED THREE OF THE TWENTY THREE WE.WE HERE WE AS A IS.IS TO BE INTERPOLATED LEST THE POLICE FROM DATA SLIPS.IT IS THE LOOSE MADE ORGAN ON THE ROCK READY TO BE PUNISHED FOR ANY AND ALL IN THE WE AS A SECONDARY TOO NOT PRIMARY IMPORTANCE.IN BEING OFFICIAL SENIORMOST AS A COUNTRY INDIA AS A DEMOCRACY TOO EXPRESSED AS A PARLIAMENT IN THE DATE SEVENTH OF THE SEVENTY FOUR AFTER A MEMBER OF THE RAJYA SABHA MADE A MATTER IN WRITING AS A BRIEFESTS AS A NOT BUT ATTACHED THE COURT PAPERS WHICH WE AS A S.S.KOHLI A SENIORMOST U.G.C. PROFESSOR GAVE NOT BUT TOO SAID AS AS A SIN IN CYANIDED =POISONED BY THE POLICER MISTER K.K.PAUL AS A NAMED CROOK FRONT-CROOKS OVERTAKEN MAN AS--OVERTAKEN FROM THE DATE OF THE TWO OF THE SIXTH MONTH OF THE YEAR SIXTY NINE------THROUGH A MAN KNOWN TO HIM AS OUR FAMILY MISTER D.I.S.KOHLII.NEVER TO BE CONSULTED ESPECIALLY IF KNOWN IN CYANIDING THE AUTHORITY TO JOIN OTHER IN PERSUADES SOMEHOW IN THE PHYSICALITY.AS WAS A K.K.PAUL TO CLEAR BUT AS A THREATENED TILL MOTHER,SISTER AND SEXES THREE BEFORE HE TO HIS WIFE BY THE D.I.S.KOHLI SAID BY SEXING ASSAULTER AS A CROOKS INTERESTED IN TAKING HIS POSITION CLEARLY MENTIONED IF JOINING THEN NOT OTHERWISE ASSAULTS IN HIS PRESENCE AS A CAUGHT BY SOME AND AS A SEXES BY SOME TO CONTINUE WERE ON HIM NOT HIS WIFE IN HIS PRESENCE.HIS MIND ADDICTED WERE BY INJECTION OF CHEMICAL .HE OVERTAKEN IN IT ALLOWED ..THINKING WILL REPORT BUT DID NOT SO THE STATE AS A IT THIS MATTER THE STATE OWNER ALLOWING THE DEMOCRACY IN THE STATE CAME TO HAPPEN.D.I.S.KOHLI/KOHLII TOO A CATCH FAR LESSER THAN THE POLICER HOW WERE IS A POINT WE DISCUSS.

THE SECOND

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

Tyne and Wear Metro-Metrocars 4001 and 4080 departing Gosforth West Yard to replace Faulty Metrocars 4089 and 4057 on Train 101 at South Gosforth.

Replacing the Bus Operator of 2014 advert, one of a number of buses now features a generic bright blue advert for the new Easyrider cards.

 

636 departs High Street Avenue in Arnold with a 58 to Killisick.

Replacing the Golden Chariot streetcar at lunch time today.

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.

Replaced. Capture One is GBP249 + VAT and this bug has been around for years. It seems to be almost unusable with the unsupported GR III showing drastic barrel distortion and a green tinge, so I will try in-camera JPEGs instead.

A fixed-lens 35mm SLR from c.1964. This has a CdS meter, replacing the 1963 Selenium-metered version. Can be operated as manual, aperture-priority automatic or fully auto exposure.

 

This seems very nice to handle, although focusing in low light is tricky. The aperture and shutter speed are adjusted by sliders on the underside of the lens barrel, with the settings showing in the window on top of the barrel, and the film speed is set by rotating the collar around the meter cell (on the front of the prism). This leaves the top quite plain, with only the shutter release, frame counter and model name on one side and the rewind crank on the other. Moving the aperture slider to the A (auto) position causes the shutter speed to jump to A.

 

I'm not sure the meter is working properly, as I suspect the battery I put in is a decade or so past it's sell-by date, but there is some movement of the in-viewfinder needle, so it looks promising.

 

Lens: Ricoh 5cm f2.8

Shutter: leaf shutter, 1/30-1/300+B

Meter speed range: 25-400ASA in 1/3-stop increments

 

Also sold as the Sears SL-9 and by Foto-Quelle as the Revue Reflex CDS

 

camera-wiki.org/wiki/Ricoh_35_Flex

First of all, I see from the Church of England website, the dedication is Laurence rather than Lawrence, so will correct my previous shots.

 

And with St Laurence, I have completed the listed churches in the Dover Deanery, a task that has taken some seven and a half years, and in which I have been frustrated by three churches that remained locked to me. But thanks to the internet and requesting access, I did finally get inside Whitfield, Preston and Betteshanger and cross them off the list.

 

I did see inside Hougham too, about 15 months ago during the Heritage Weekend, but found that the parish had arranged a festival to take place art the same time, and the inside was covered in quilts and carpets.

 

Of course.

 

St Laurence is situated on a down between Dover and Capel, and the village is dominated by the TV mast which beams us all TV and radio in the area. You approach the village up steep and narrow lanes from the Old Folkestone Road, or from River in Dover, and the church itself is in the middle of Church Hougham, down a dead end lane.

 

Unlike on previous visits, the door was unlocked so I dd not have to find a keyholder. The lightswitch beside the door lit just a single bulb above the doorway to the porch, but on a bright winter day, the church was full enough with light.

 

It was clear that the south wall of the chancel is leaning out at an alarming angle, but in fairly recent times, a buttress has been built to save it from falling.

 

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

 

In its day this must have been a magnificent church. Its day would have been during the period 1100 to 1150, for a large building was constructed at this time. Even today the remains are impressive. As in many east Kent churches there is no chancel arch. There is a tremendous lean to the south chancel wall. It also shows the blocked arcade to a former south chapel. The north chapel has an impressive east window in Early English style which was copied by the Victorians when they replaced the chancel east window, and for once it is possible to compare the Victorian and medieval work almost side by side. While nineteenth-century windows are fine elsewhere in the church this juxta-position at Hougham clearly demonstrates the superiority of the medieval work. By far the most interesting feature at Hougham is the tower. The arch from the nave is particularly lofty and leads into an extremely tall and spacious chamber which can best be described as cavern-like.

 

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

 

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OR Huffam, as it is called, and frequently written in Domesday, Hicham, being so denominated from its high situation, lies the next parish eastward from Polton. Part of it only is within this hundred of Bewsborough; another part is within the hundred of Folkestone; and the residue is within the jurisdiction of the cinque ports, and of the corporation of the town and port of Dover. A borsholder, for that part of this parish which is within the hundred of Bewsborough, is chosen at the court leet of the hundred.

 

THE PARISH of Hougham lies among the high eastern hills of Kent, in a healthy though a very rude and wild country. In the midst of it are two streets, called Church Hougham, and East Hougham; in the former of which the church stands, and at the south-west part of it, a hamlet called West Hougham. Great part of this parish is full of small inclosures, interspersed with frequent coppice wood, and much rough ground. The soil is but poor and barren, consisting of either chalk or a red earth, covered with a rotten slint stone, with which the narrow roads here abound. Towards the eastern part of it the ground lies high, being an open uninclosed down, across which the high road leads from Folkestone to Dover, quite to the sea-shore, over which the chalk cliffs here rise to a great height; from hence there is a most beautiful prospect over the channel, and the Bologne hills on the coast of France. Near the bottom of these cliffs are three holes, called Lydden Spouts, through which the subterraneous waters empty themselves continually on the beach of the shore; and the belief of the country is, that the waters of the Nailborne, at Drelingore, in Alkham, at least four miles distant, communicate subterraneously with these spouts, which increase as the springs heighten by wind and weather. Over these spouts, in the middle of the cliff, are two large square rooms cut out of the chalk, one within the other; they are called the Coining-house, and have a very difficult way to come at them, the cliff here being upwards of four hundred feet high.

 

When the plague raged in London in the year 1665, it was brought to Dover, and great numbers died there of the pestilence in that and the following years, for the burial of whom a piece of ground was bought in this parish, on the side of the hill fronting the pier fort, and consecrated for that purpose. It is computed that upwards of nine hundred of those who died of this pestilence were buried in it, since which it has been constantly known by the name of the Graves.

 

Henry Benger, gent. was of Hougham, and resided here anno 1619, and descended from John Benger, of Maningford, in Wiltshire. They bore for their arms, Or, a cross vert, surmounted by a bendlet, gules. (fn. 1)

 

THE PARISH OF HOUGHAM was part of those lands which were given to Fulbert de Dover, for the desence of Dover castle, (fn. 2) which made up together the barony of Fulbert, or Fobert, as it was usually called, being held in capite by barony, of which Chilham became the chief seat, or caput baroniæof which this place, as appears by the book of Dover castle, was afterwards held by knight's service. Among these lands was included THE MANOR OF HOUGHAM, otherwise called THE ELMES, at times called by the names of Great Hougham, alias Chilverton; and likewise Southcourt, from its situation in regard to the manor of Northcourt, alias Little Hougham, in this parish.

 

This manor was held in manner as above-mentioned by a family who took their surname of Hougham from it. This family bore for their arms, Argent, five chevronels, sable; which Philipott (fn. 3) says they bore in allusion to those of their superior lords, of whom they held lands, the Averenches, or Albrincis, lords of the barony of Folkestone, whose arms were, Or, five chevronels, gulesFrom this family of Hougham descended those of Weddington, in Ash, near Sandwich, now extinct; and from the latter collaterally, those now of St. Paul's near Canterbury. One of the above mentioned family, Robert de Hougham, held it in king Richard I.'s reign, and was present with that king at the siege of Acon, in Palestine. At length his descendant Robert de Hougham, leaving two daughters his coheirs, of whom Benedicta was married to John de Shelving, and the other to Waretius de Valoignes, the latter became entitled to this manor, on the share of his wife's inheritance; and in the 14th year of king Edward III. obtained a charter of free-warren for this manor of Hougham. He left two daughters his coheirs, one of whom married Sir Francis Fogge; the other Maud, married Thomas de Aldelyn, or Aldon, who in her right became possessed of this manor.

 

Thomas de Aldelyn, or Aldon, as the name was afterwards written, died possessed of this manor in the 35th year of the above reign; but it should seem that he had no further interest in it but for his life, for Maud his wife before her death had infeoffed William Tapaline and others in this manor, and they passed it away to Stephen, Richard, and John de Combe, the latter of whom was of Hastingligh, and afterwards became sole possessor of it. He conveyed this manor in the 10th year of king Richard II. in trust to sell it; after which it came into the name of Heron, in which it remained at the end of king Henry IV.'s reign, and from which it was after some interval alienated to William Fineux, gent. of Swingfield, who had three sons; Sir John Fineux, chief justice of the king's bench, who purchased Haw-house, in Herne, under which, an account of him and his descendants may be seen; William, to whom his father gave this manor of Southcourt; and Richard, who was of Dover. (fn. 4)

 

William Fineux, who had this manor of Southcourt by gift of his father, resided at Hougham, and dying possessed of it in 1534, s.p. he by his will gave it to William, the eldest son of his brother Richard deceased, who afterwards resided here, and in his direct descendants it continued down to Thomas Fineux, gent. of Dover, who in king Charles II.'s reign passed away this manor to Robert Breton, gent. who resided at the mansion, called the Elmes, in this parish, formerly the residence of the Nepueus, several of whom lie buried in this church, which seat he had purchased of William Nepueu, esq. of Twickenham, the grandson of Peter, the first builder of it, who was a native of France, and came over to England upon the edict of Nantes, and brought with him a considerable property. He died in 1658, and lies buried in Hougham church. They bore for their arms, Azure, a fleece, or. Robert Breton above-mentioned was descended from the Bretons, of Barwell, and on the mother's side from the Bassingtons, of Temple Rothley, in Leicestershire, being the son > of Nich. Breton, of Norton, near Daventry. He died possessed of this estate, and was buried in this church. His great-grandson M. Breton, esq. afterwards of Kennington-house, (fn. 5) alienated both manor and seat to Robert Lacy, esq. who resided at Elmes, where he served the office of sheriff in the year 1739, and he died possessed of them about the year 1746; upon which they came to his son-in-law Granado Piggott, esq. who in 1749 passed them away to Mr. Phineas Stringer, of Dover, who died in 1757, leaving two sons, Phineas, of whom hereafter; and George, of Canterbury. Phineas, the eldest son, is of Dover, and married the daughter of Mr. Richard Rouse, of Dover, by whom he has an only daughter and heir, married to Mr. Edward Broadrip, gent. of Dover. He bears for his arms, Per chevron, or, and sable, in chief, two eagles displayed of the second; in base, a fleur de lis of the first. He succeeded his father in this manor and seat, and is the present owner of them.

 

A court baron is held for this manor, the boundaries of which, as I am informed, begin at High-cliff, from whence they extend along the coast, to a place called Jews-gut, and there leaving the cliff, on towards Capel, whence including West Hougham, they go down to the Elmes, and the land of Dover priory.

 

THE MANOR OF HOUGHAM-COURT, alias NORTHCOURT, which latter name it took from its situation in regard to the former described manor of South court, was comprehended as part of those lands which, as has been mentioned before, were given to Fulbert de Dover, and with other lands made up the barony of Fobert, of which it was held afterwards by knight's service, by the family of Basing, of eminent account in the city of London during the reigns of king John and king Henry III. for the high offices of trust which they bore in it. At length Sir Thomas de Basing succeeding to this manor, he alienated it to Adam Sare, whose heirs were in the possession of it in the 20th year of king Edward III. How it passed afterwards, I have not found, till the beginning of king Henry VI.'s reign, when it was alienated to Clive, commonly called Cliffe, a family of good account in the counties of Salop and and Essex; from whence, at the latter end of that reign, it passed by sale to William Hextal, esq. of East Peckham. One of his daughters and coheirs Margaret, entitled her husband Wm. Whetenhall, esq. commonly called Whetnall, citizen and alderman of London, to it. (fn. 6) His descendant William Whetenhall about the middle of king Henry VIII.'s reign sold it to John Boys, esq. of Fredville, in whose descendants it continued down to Major John Boys, of Fredville, who possessed it in 1656.

 

Before his death he alienated this manor; but now it passed afterwards I have not learned, only that it became vested in the name of Woodroofe; and in the year 1720, William Woodroofe, clerk, of Cambridgeshire, sold one moiety of it to John Walker, citizen and draper, of London, who passed it away to Francis Cabot, and he, at his death in 1753, devised it to his widow Barbara, as she did to her father Mr. Robert Cooper, of Salisbury, and her brother in law William Barnes. In 1786, this moiety was in possession of Robert, son of the above-mentioned Robert Cooper, and of Anne Barnes, and they joined in the sale of it to Mr. Michael Becker, of Dover, who in 1792 sold it to Mr. Philip Leman, of Dover castle, the present owner of it.

 

The other moiety continued afterwards in the descendants of William Woodroofe above-mentioned down to the Rev. Mr. Woodroofe, of Shoreham, in this county, the present possessor of it; so that this manor remains in undivided moieties at this time.

 

There is no court held for this manor; to it is annexed the right to wreck of the sea along the coast, from High cliff to Archcliff fort.

 

SIBERTON, alias SIBERSTON, is a manor in the north-east part of this parish, which made likewise part of the barony of Fobert before-mentioned, of which it was held by knight's service. John de Herste held this manor in the 2d year of king John, and in the 20th year of king Edward III. the heirs of another John de Herst held it by the description of lands in Siberston, of the barony of Chilham, by the like service, and the payment of ward to Dover castle; not long after which it appears to have been in the possession of a family who took their surname from it, one of whom, Richard de Siberston, as appeared by an old dateless deed of that time, demised it to John Monins, in whose descendants it continued down to Edward Monins, esq. of Waldershare, whose lands were disgavelled by the act of the 2d and 3d Edward VI. He died possessed of it in the 6th year of that reign, and by his will gave this manor of Seberston, to his second son George Monins, and he sold it to Thomas Pepper, jurat of Dover, who dying in the 17th year of queen Elizabeth, gave it to Thomas, son of Richard Pepper, and he in king James I.'s reign alienated it to Moulton, of Redriff, in whose descendants it remained at the time of the restoration of king Charles II. 1660, after which it was alienated, after some intermediate owners, to Mr. Phineas Stringer, of Dover, whose son, of the same name, is the present possessor of it.

 

But this manor, by unity of possessionhas for some year since been so blended with that of Hougham, otherwise called the Elmes, above described, that it is now accounted one and the same manor.

 

THE TITHES of the manor of Siberston, lying in Elms bottom, in this parish, were part of the possessions of the priory of St. Martin, in Dover, and continued so till the dissolution of it in the 27th year of Henry VIII. when this portion of tithes, among the rest of the possessions of the priory, came into the king's hands, who granted it with the scite and other possessions of the priory, in his 29th year, to the archbishop in exchange, in manner as has been already frequently mentioned before, in which state it has continued ever since, his grace the archbishop being at this time entitled to the inheritance of it. John Monins, esq. of Canterbury, is the present lessee of it.

 

FARTHINGLOE, alias VENSON DANE, is another manor in this parish, which was antiently part of the possessions of the canons of St. Martin, under the general title of whose possessions it is thus entered in the survey of Domesday:

 

In Beusberg hundred. In Ferlingelai, William the son of Ganfrid holds one suling, and there he has in demesne one carucate, and four villeins, with one carucate. It is worth four pounds. In the time of king Edward the Confessor, six pounds. Sired held it as a prebend.

 

And immediately following, under the title of the same possessions:

 

In Hicham, Balduin holds one suling, and there he has four villeins, and five borderers, with two carucates. It is worth four pounds. In the time of king Edward the Confessor, one hundred shillings. Eduuin holds it.

 

As the canons of St. Martin's priory had other possessions in this parish, besides the manor of Farthingloe, the latter entry no doubt contains the description of them, and includes their estate here, called Venson Dane, alias Wellclose, mentioned below, which together with the manor of Farthingloe, remained parcel of the possessions of the above priory, till the final suppression of it in the 27th year of king Henry VIII. when they both came into the king's hands, who granted them in his 29th year to the archbishop in exchange, as has been already more particularly mentioned before; since which this manor of Farthingloe, with the estate of Venson Dane, alias Wellclose, has remained parcel of the possessions of the see of Canterbury, his grace the archbishop being at this time entitled to the inheritance of them. The interest of the present lease is vested in the widow of Mr. Nath. Walker, deceased, and Mr. John Marsh (the present occupier); the former possessing the lands, and the latter the great tithes, for their respective shares.

 

This estate is exempted from the payment of the great or corn tithes. There is not any court held for this manor.

 

The manor of Farthingloe was held of the prior and canons in king Henry III.'s time, by a family, who from their residence at it, took their surname from it. One of them, Matilda de Farthingloe, is mentioned by Prynne, anno 44 Henry III.

 

MAXTON, or Maxton court, is another manor situated in this parish, at no great distance from Farthingloe, which in king Henry III.'s reign, as appears by the book of knights fees kept in the king's remembrancer's office, was in the possession of Stephen Manekyn, who held it by knight's service of the barony of Fobert, and together with other lands elsewhere made up that barony, and were given for the desence of Dover castle. After this it seems to have been divided into moieties, and to have been held by Richard Walsham, and Alice, daughter of Stephen Manekin, who alienated the whole of it to William, son of Nicholas Archer, of Dover, whose seal was, A stag's head, caboshed, as appears by a deed in the Surrenden library, dated anno 17 Edward III. His son William Archer, in the 21st year of the next reign of king Richard II. passed it away by sale to John Alkham, of Alkham, a family of good estate in this neighbourhood, in the descendants of which this manor remained for some time; but at the latter end of king Edward IV. it was become the property of Roger Appleton, from whom it passed to Hobday, and thence to Harman, of Crayford, from which name it was sold by Thomas Harman to Sir James Hales, who at or about the middle of queen Elizabeth's reign alienated it to Andrews, of Dover, who some few years afterwards sold it to Pepper, and he in king James I.'s reign conveyed it to Sir Thomas Wilford, of IIden, who in king Charles I.'s reign passed it away to Mr. William Richards, of Dover, whose descendant of the same name, devised it to his nephew John Sladden, of Dover, merchant, as he did to his sister Mary, who carried it in marriage to Mr. Thomas Fagge, of Dover, whose trustees, after his death, to perform the uses of her will, sold it in 1783 to Tho. Biggs, esq. of Dover, the present owner of it, who has much improved the mansion of this manor, by making several additional buildings to it. A court baron is held for this manor.

 

Charities.

 

THOMAS PEPPER, jurat of Dover, by his will in 1574, de vised to the poor within the parishes of our Lady of Dover and Hougham, one annuity of 40s to be distributed equally between them, issuing out of his manor of Syberstone, and the lands belonging to it, with power to distrain, &c. now vested in Phineas Stringer, esq. and the money is distributed to such as do not receive weekly allowance of the parish.

 

There is a house divided into two small dwellings, inhabited by two persons placed there by the churchwardens and overseers of the poor; but how it came to the parish is not known.

 

The poor constantly maintained are about twenty-five, casually fifteen.

 

HOUGHAM is within the ECCLESIASTICAL JURISDICTION of the diocese of Canterbury, and deanry of Dover.

 

The church, which is dedicated to St. Laurence, is an ancient building, but small, consisting of two small isles and a chancel, having neither tower nor steeple, but it has a place for three small bells. In the chancel lie buried several of the families of Hougham and Malmaines; the brasses of whose stones have been long since torn off, though the lines of their portraitures still remain. In the chancel is a monument for Wm. Fyneux, esq. son of Robert. He died in 1587; arms, Vert, a chevron, between three eagles displayed, or, crowned, gules, impaling Warren, azure, a cross, or; in the first and fourth quarters, a martlet; in the second and third, a chaplet of the second. Another for Peter Nepeau, gent. who lies buried in a vault underneath; he built and resided at the Elmes, in this parish, still continuing the trade of a merchant; he died in 1658. William, his only surviving son, married Sarah, daughter of Mr. Bulteel, of Tournay, in Flanders, who was also buried in this chancel. His youngest son William succeeded to the Elmes, which he sold, and settled at Twickenham; he died in 1710; arms, Azure, a fleece, or. Another for Robert Breton, esq he died in 1707; arms, Azure, a bend between six mullets, pierced, or. And for William Hannington, esq. who married a daughter of William Monings, lieutenant-governor of Dover-castle; he died in 1607.

 

¶This church was part of the possessions of the priory of St. Martin, to which it was appropriated by archbishop Stratford, in 1345, and a vicarage endowed in it, (fn. 7) both which were at the suppression, in the 27th year of king Henry VIII. granted with the scite of the priory and other possessions of it in the exchange to the archbishop, with a reservation of the antient pension from the prior of forty shillings to the vicar, in manner as has been frequently more particularly mentioned before. In which state they now continue, his grace the archbishop being possessed of the appropriation of this church, with the advowson of the vicarage of it. The parsonage is called Little Hougham court, which with the tithes are held under the archbishop by Mr. Thomas Walker, of Dover. The glebe land is ninety acres.

 

In 1588 here were one hundred and twenty communicants, and it was valued at forty pounds per annum. This vicarage is valued in the king's books at 6l. 13s. 4d. Archbishop Juxon, anno 14 Charles II. augmented this vicarage with twenty-five pounds, to be paid by the lessee of the great tithes, which was again confirmed anno 22 of that reign. The vicar still receives the antient pension of forty shillings from the archbishop. It is now a discharged living of about the clear yearly value of forty-six pounds.

 

www.british-history.ac.uk/survey-kent/vol9/pp451-462

Totally impromptu portrait. I was setting up the lighting for my first conceptual shot in a long time (I couldn't really do any recently because I've been getting my roof replaced and there have been workers absolutely everywhere all the time and I can't concentrate at all. Plus I feel running around with no clothes on taking selfies isn't exactly the best etiquette when you have guests over.

 

Anyway, things started to turn out looking pretty neat, so naturally I began to jump around wildly.

Since 1840

Shiawasseetown, Michigan

 

A dam was first built at this site in 1840 and replaced with a hydroelectric dam in 1904. Consumer’s Power Company acquired the dam in 1911, raised it height and expanded the impoundement; they operated the dam as a power facility until 1955. Ownership then passed to Shiawassee and Vernon Townships.

 

Shiawassee County became the owner of the damsite in 1965 and operated the dam as a recreational facility. During this time, the impoundment hosted hydroplane races, and the County Park was more fully developed.

 

From 1973 to 1976 improvements were made to the dam and spillway and new wooden gates were added to control impoundment levels. In 1974 there was a flood event that nearly caused the failure of the dam embankment. In 1981, another flood event almost resulted in the overtopping of the dam. In 1985 and 1986, the County removed the wooden gates to reduce the amount of water storage behind the dam and the level of the impoundment dropped.

 

The County sold the dam as real property to a hydroelectric power company in 1986, and four separate companies tried, unsuccessfully, to find an economically feasible use for the dam. During the next 13 years of private ownership, there is no documentation of any dam maintenance.

 

In 1988, a 13 year-old boy drowned at the dam; it was reportedly the fifth drowning in 20 years.

 

In 1999, the dam reverted to the State of Michigan for failure to pay property taxes.

 

Another flood event in 2001 again almost resulted in the failure of the dam. A 75-foot trench was dug as an emergency spillway and sandbags were added on the embankment. Subsequently, the Department of Natural Resources spends $68,000 for repairs.

 

The Michigan Department of Environmental Quality conducted a safety inspection in 2010 and concluded that the dam was in poor condition and could become structurally unstable and fail. It ordered the owner of the dam, the State of Michigan, to undertake immediate repairs and/or begin removal.

 

In 2011, the State of Michigan asked the Friends of the Shiawassee River to become the local liaison to help assess options for dam removal and restoration of the site.

 

In May 2012, a 12 year-old girl drowned in the area below the dam apron in an 18-foot deep scour hole.

 

In the fall of 2012 partial dam removal began with funds from the US Fish and Wildlife Service (Phase I). The dam was lowered to within 4 feet of the river bed elevation, and the hole below the dam apron was partially filled with concrete rubble. The enlarged opening and lowered profile of the dam was enough to permit run-of-the river flow levels even at flood stage, thus reducing the risk of dam failure.

 

In 2013, the Friends of the Shiawassee River received additional funding from the Michigan DNR and the Saginaw Bay Watershed Initiative Network to further assess the site, do additional work to minimize safety concerns, restore fish passage, and begin restoration of the river at the damsite (Phase II).

 

In 2014, An advisory group of local officials was established to work with the Friends of the Shiawassee River, state representatives, and consulting engineers to review and develop plans for dam removal, river restoration, and park improvements. Shiawassee County Commission grants approval for access to the site and endorses dam removal project. Meetings held with surrounding property owners.

 

In 2015, an Aquatic Habitat Restoration Grant was awarded from the Michigan DNR to assist in rehabilitation of the river at the site of the Shiatown dam (Phase III). Plans for removal (Phase II) were revised to better restore the river and support healthy fish populations and other habitat improvements.

 

In the fall of 2015, the stakeholders group met with consulting engineers and state officials to design a comprehensive project. In addition, Shiawassee County began an update of its County Parks Plan and improvements were proposed for Shiatown Park that would take advantage of the recreational opportunities made possible by dam removal and site restoration.

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!

I just replaced a 40-inch LED TV with a 55-inch model. I used it to go online awhile ago, but it's slow and cumbersome, even with a 50Mbps Wi-Fi connection. Going from an ergonomic keyboard to an infrared remote is an enormous step backwards.

 

I also have Amazon Prime video. For me, though, it is a novelty; I very seldom use it. I never sit and watch TV; I have it on while I'm doing something else.

 

Tomorrow, I'm expecting UPS to deliver a new integrated amp, capable of 360 watts per channel. This will raise the total audio power from 400 watts to 1,120 watts rms, or an increase of 4.47 db.

 

Fortunately, my nearest neighbor is about a hundred feet away. So, maybe he won't be calling 9-1-1.

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.

 

Dead on time the warden arrived, and was very welcoming indeed. They loved to have visitors she said. Now I know how to contact them, I can see that.

 

She was clearly proud of the church, and rightly so, most impressive was the south chapel with a pair of kneeling couples on top of chest tombs, staring at each other for all eternity.

 

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

 

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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 an earlier scanned photo with a better version 11-Jul-19.

 

Transitional livery. The 'british midland' titles were later discarded and it was just 'bmi'

 

First flown with the Airbus test registration F-WWDQ, this aircraft was delivered to BMA British Midland Airways as G-MIDY in Jun-99. BMA was re-named 'bmi british midland' in Feb-01. 'bmi' was merged into British Airways in Aug-12. Current, updated (Jul-19).

P11 in the latest v/line scheme is the 'top of a tops and tails" P class set passing through the now replaced West Footscray station.

My new contact lenses came in today. Yes, as mentioned somewhere in the notes on our medicine cabinet photo a few days ago, I wear contact lenses that you have to actually take out and wash every day and replace every 12-24 months.

 

Do you know how HARD it is to hold a remote control in the same hand you're holding your eye open with and push the button??

 

And... for the 48 Questions thing over at 365 Days (the rest of you are excused from yet more self involvement on my part):

 

1. WERE YOU NAMED AFTER ANYONE? My mother got my name from a line from Wuthering Heights, something about "gathering Heather on the moors" or such. I remember wanting to rip my eyeballs back out while trying to read the novel in high school.

 

2. WHEN WAS THE LAST TIME YOU CRIED? I honestly don't remember. It probably hasn't been that long, just not over anything very memorable!

 

3. DO YOU LIKE YOUR HANDWRITING? It's legible and functional, that's the best I can say for it.

 

4. WHAT IS YOUR FAVORITE LUNCH MEAT? Turkey

 

5. DO YOU HAVE KIDS? Oh, look at my photos, you'll figure that out quickly. ;-)

 

6. IF YOU WERE ANOTHER PERSON WOULD YOU BE FRIENDS WITH YOU? If I were another person, who would there be for me to be friends with that this question is about??

 

7. DO YOU USE SARCASM A LOT? Sarcasm? Me? Never.

 

8. DO YOU STILL HAVE YOUR TONSILS? Yep

 

9. WOULD YOU BUNGEE JUMP? Not by choice.

 

10. WHAT IS YOUR FAVORITE CEREAL? Honey Bunches of Oats with Almonds.

 

11. DO YOU UNTIE YOUR SHOES WHEN YOU TAKE THEM OFF? I don't have many shoes that tie. But when they do, usually not.

 

12. DO YOU THINK YOU ARE STRONG? I think I'm stronger than others tend to realize.

 

13. WHAT IS YOUR FAVORITE ICE CREAM? Reverse chocolate chip (chocolate ice cream with white chocolate chunks) or mint chocolate chip.

 

14. WHAT IS THE FIRST THING YOU NOTICE ABOUT PEOPLE? Depends on the person!

 

15. RED OR PINK? Red

 

16. WHAT IS THE LEAST FAVORITE THING ABOUT YOURSELF? Just one?? I procrastinate way too much.

 

17. WHO DO YOU MISS THE MOST? (That should be whom) A whole lot of people for a whole variety of reasons, the "most" changes from moment to moment.

 

18. DO YOU WANT EVERYONE TO SEND THIS BACK TO YOU? No, I don't think I could handle responses from everyone in the world.

 

19. WHAT COLOR PANTS AND SHOES ARE YOU WEARING? Black and mulberry (slippers).

 

20. WHAT WAS THE LAST THING YOU ATE? Roast chicken, mashed potatoes, and stuffing.

 

21. WHAT ARE YOU LISTENING TO RIGHT NOW? My keyboard clacking and Rowan cleaning the guinea pig cage.

 

22. IF YOU WERE A CRAYON, WHAT COLOR WOULD YOU BE? Is broken and stubby a color?

 

23. FAVORITE SMELLS? Vanilla, my grandmother's cellar, a few particular perfumes/colognes.

 

24. WHO WAS THE LAST PERSON YOU TALKED TO ON THE PHONE? My boss.

 

25. DO YOU LIKE THE PERSON WHO SENT THIS TO YOU? Who would be rude enough to say no??

 

26. FAVORITE SPORTS TO WATCH? Gymnastics or coed naked volleyball (just checking if anyone's actually reading this whole thing)

 

27. HAIR COLOR? Red

 

28. EYE COLOR? Blueish, grayish, sometimes greenish.

 

29. DO YOU WEAR CONTACTS? Was this a well timed photo or what??

 

30. FAVORITE FOOD? Pretty much anything someone else cooks for me!

 

31. SCARY MOVIES OR HAPPY ENDINGS? Scary (but not icky gross bloody things)

 

32. LAST MOVIE YOU WATCHED? In a theatre? Mr. Brooks. At home, I think Miss Congeniality.

 

33. WHAT COLOR SHIRT ARE YOU WEARING? None. (okay, just checking again - black)

 

34. SUMMER OR WINTER? Autumn

 

35. HUGS OR KISSES? Depends who else is involved!

 

36. FAVORITE DESSERT? Just one?? Petit Fours

 

37. MOST LIKELY TO RESPOND? n/a

 

38. LEAST LIKELY TO RESPOND? n/a

 

39. WHAT BOOK ARE YOU READING NOW? I have been carrying Limitations (Scott Turow) in my bag for several days, each of which was meant to have a time I could start it, but I keep running into people I know at the places where I was planning to read and talking the time away.

 

40. WHAT IS ON YOUR MOUSE PAD? My mouse. (And 4 photos, it was a freebie from Kodak that I earned by drinking way too much Diet Cherry Coke)

 

41. WHAT DID YOU WATCH ON T.V. LAST NIGHT? Reaper and Law & Order: SVU.

 

42. FAVORITE SOUND? Silence, or when Gary and Rowan start laughing really, really hard until neither can breathe. Which, of course, leads to silence.

 

43. ROLLING STONES OR BEATLES? Beatles if I must. You know, I don't think I could name a Rolling Stones song. I'm sure I *know* many of them, but I can't tell you what they perform. When I hear their name, the song that pops into

my head is "Papa was a Rolling Stone" which, unless I'm way off, I don't think they sang!

  

44. WHAT IS THE FARTHEST YOU HAVE BEEN FROM HOME? Wherever I laid my hat was my home. Oh, wait. England.

 

45. DO YOU HAVE A SPECIAL TALENT? I have plenty of special talents, alas, few are performable.

 

46. WHERE WERE YOU BORN? Worcester, Massachusetts, USA

 

47. WHOSE ANSWERS ARE YOU LOOKING FORWARD TO GETTING BACK? I'm sure they'll all be thrilling

 

48. WHERE WILL YOU BE FOR THE HOLIDAYS? Which one? For Presidents' Day I'll be in Texas!

+++ 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.

Garden City

Replacing an earlier scanned photo with a better version 22-Nov-21 (DeNoise AI).

 

This aircraft was delivered new to Channel Airways in Mar-69 as G-AWKJ. It was leased to BUA British United Airways in Apr-69 and returned to Channel Airways at the end of the summer season in Oct-69.

 

At the end of Feb-72, Channel Airways ceased trading and the aircraft was returned to the British Aircraft Corporation and stored. In Jan-74 it was re-registered G-BIII and sold to Air Hanson Helicopters who fitted it out for their VIP Charter operation.

 

Obviously it wasn't terribly lucrative and in Jul-74 it was sold to the Philippine Government as RP-C1. In May-85 it was sold to Bryan Aviation and returned to the UK as G-NIII. It was stored at Manchester, UK, and remained there.

 

In Nov-86 it was sold to Okada Air, Nigeria, however it remained stored until Sep-87 when it became 5N-AYV. It operated for Okada Air for another 10 years until it was retired and stored at Benin City, Nigeria in Dec-97. It was eventually broken up.

 

I also have a photo of this aircraft with British United as G-AWKJ taken in May-69, see...

www.flickr.com/photos/kenfielding/6785559629

Replacing an earlier scanned photo with a better version 16-Jan-21.

 

'Rendesvous', China World Tail c/scheme. The only example of this tail scheme to have a cream/yellow background. Most were either white or partial pink.

 

This aircraft was delivered to British Airways as G-BMRG in May-88. It was sold to Barclays Mercantile Finance (as trustee) in Feb-02 and sold on to EAT European Air Transport the same day. The aircraft was converted to freighter configuration with a main deck cargo door, sold to Boeing Capital and leased back to EAT as OO-DPI in Jul-02. It was operated on behalf of DHL Air. The aircraft was transferred to Blue Dart Aviation (India) in early Apr-06. It became VT-BDJ three weeks later, still operating on behalf of DHL. In Mar-14 it was transferred to DHL Aviation Services (Middle East) as A9C-DHF (Bahrain). The aircraft returned to the UK register as G-BMRG (again) with DHL Air Ltd in Apr-15. After 28.5 years in service, it was permanently retired at Madrid in Jan-18. It was broken up at Madrid in Jul-18. Updated Jan-21.

+++ DISCLAIMER +++

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

  

Some Background:

The Grumman F8F (G-58, Grumman Aircraft's design designation) Bearcat was a U.S. Navy/Marine Corps single-engine, fighter aircraft. It was introduced late in World War II as a carrier-based fighter. In replacing the obsolescent F4F Wildcat and F6F Hellcat, climb rate was an important design factor for the F8F, which was faster and lighter than the F6F carrier-based fighter. In late 1943, Grumman began development of the F8F Bearcat and deliveries from Grumman began on 21 May 1945.

In 1946, the F8F set a climb record of 6,383 fpm and held this record until it was broken by a jet fighter in 1956. Early F8Fs first flew in August 1944, followed by production aircraft starting in February 1945, the war ended before the F8F saw combat.

 

The F8F was Grumman’s last piston engine fighter Production ended in 1949, after Grumman had produced 1,265 F8F Bearcats in total. Directly after the war, the F8F was a key fighter for the U.S. Navy/Marine Corps. Since it was one of the best-handling piston fighters ever, its performance made it the top selection in 1946 for the U.S. Navy’s elite Blue Angels demonstration squadron. When the F8F became obsolete (The last ones in U.S. service were retired in 1952), it was replaced with jet fighter aircraft, the F9F Panther and the F2H Banshee.

 

From 1946 to 1954, the F8F saw its first combat during the French Indochina War, being used by French forces. Surviving Bearcats from that war were given to the Republic of Vietnam Air Force and to Cambodia, and some were mothballed. The Royal Thai Air Force also flew a number of Bearcats that were purchased from the U.S. Navy.

 

Gabon became another, rather late operator of the F8F. In the early 1960s, following the country's independence from the French Republic, aerial detachments remained inside the country. The first president of Gabon, elected in 1961, was Léon M'ba, with Omar Bongo Ondimba as his vice president. As a starting stock of flying equipment, Gabon took over twenty refurbished, former Armée de L’air F8F Bearcats from French surplus stock and used them both as advanced trainers and for operational military duties, which became more and more the Bearcats’ primary mission. After M'ba's accession to power, the press was suppressed, political demonstrations banned, freedom of expression curtailed, other political parties gradually excluded from power, and the Constitution changed along French lines to vest power in the Presidency, a post that M'ba assumed himself.

 

However, when M'ba dissolved the National Assembly in January 1964 to institute one-party rule, an army coup sought to oust him from power and restore parliamentary democracy. French paratroopers flew in within 24 hours to restore M'ba to power. At that time the small Gabonese F8F fleet was joined by a couple of former French Douglas AD-4 Skyraiders, which had been originally procured for use in the Algerian War. After the end of this conflict in 1964, the machines were used in Djibouti, Madagascar and Chad, among other places, and eight of them joined the Gabonese forces as part of the Presedential Guards, flown by French mercenaries because the Gabonese troops lacked flight and – moreover – combat experience. After a few days of fighting, the coup ended and the opposition was imprisoned, despite widespread protests and riots. French soldiers still remain in the Camp de Gaulle on the outskirts of Gabon's capital to this day.

 

After these riots, Gabon’s first official aerial installation was established in 1966: Mouila Training Center in the south-west of the country. When M'Ba died in 1967, Bongo replaced him as president. In March 1968, Bongo declared Gabon a one-party state by dissolving the BDG and establishing a new party—the Parti Democratique Gabonais (PDG). He invited all Gabonese, regardless of previous political affiliation, to participate. Bongo sought to forge a single national movement in support of the government's development policies, using the PDG as a tool to submerge the regional and tribal rivalries that had divided Gabonese politics in the past.

 

On January 25, 1972, by presidential decree signed by President Omar Bongo, the Gabonese Air Force became an official branch of the armed forces, separate from the army, and funds were allocated to replace the outdated and worn-out AD-4s and F8Fs with more adequate equipment. The implementation of this plan would take some more years, though, starting with the procurement of modern Mirage 5 fighter bombers from France in 1978, which replaced the old types until the end of the decade. In January 1980, at the initiative of President Bongo, the Air Force eventually developed and adopted a combat structure and created the dedicated Mvengue Air Base in the capital.

 

Today, Gabon has a small, professional military of about 5,000 personnel, divided into army, navy, air force, gendarmerie, and national police. Gabonese forces are oriented to the defense of the country and have not been trained for an offensive role. A well-trained, well-equipped 1,800-member guard provides security for the president.

  

General characteristics:

Crew: 1

Length: 28 ft 3 in (8.61 m)

Wingspan: 35 ft 10 in (10.92 m)

Height: 13 ft 10 in (4.22 m)

Wing area: 244 sq ft (22.7 m²)

Aspect ratio: 5.02

Airfoil: root: NACA 23018; tip: NACA 23009

Empty weight: 7,650 lb (3,470 kg)

Max takeoff weight: 13,460 lb (6,105 kg)

 

Powerplant:

1× Pratt & Whitney Pratt & Whitney R-2800-34W Double Wasp 18-cylinder air-cooled radial piston

engine with 2,100 hp (1,600 kW), driving a 4-bladed constant-speed propeller

 

Performance:

Maximum speed: 455 mph (732 km/h, 395 kn)

Range: 1,105 mi (1,778 km, 960 nmi)

Service ceiling: 40,800 ft (12,400 m)

Rate of climb: 4,465 ft/min (22.68 m/s)

Wing loading: 42 lb/sq ft (210 kg/m²)

Power/mass: 0.22 hp/lb (0.36 kW/kg)

 

Armament:

4× 20 mm (.79 in) AN/M3 cannon in the outer wings

2,000 lb (907 kg) of ordnance on three prime hardpoints (incl. bombs, rocket pods, napalm tanks

or drop tanks), plus four underwing hardpoints for light loads like 5” (127 mm) HVAR unguided rockets

  

The kit and its assembly:

A rather quick/simple project that had been lingering in The Stash™ for a couple of years. The idea and inspiration: what if the French air force had left more than just a couple of Skyraiders in Northern African countries after their independence? The F8F was operated by the French Armée de l’air until 1954, even though primarily in Indochina. But some of these could have been transferred to countries like Chad, Central African Republic or Gabon, too, and from this thought this what-if model was born.

 

There are certainly better F8F kits (e. g. the Art Model kit with resin parts, including a finely detailed landing gear wells interior), but for a "budget build" or a conversion this one is a good starting point – and I had a Monogram F8F (Revell re-boxing) ready in stock. The model was basically built OOB, just with some cosmetic changes. The Monogram F8F in 1:72 holds only small surprises. It's a typical vintage Monogram kit (IIRC, the molds are from 1976) with raised (yet fine) details and vague fit - even though nothing fatal. PSR was basically necessary at any seam, esp. the unique wing/fuselage solution calls for some seam-filling. The cockpit interior is bare, but, except for the (quite nice) seat and the dashboard, nothing can be seen later. In order to pimp the interior, I added a dashboard – the kit comes with a rather symbolic one, consisting of two sections molded into the fuselage halves with an ugly seam. A styrene tube was added behind the engine block to take the propeller’s new metal axis, and a small pitot was added under the left wing, made from wire.

The clear parts (two pieces) are very transparent but came with lots of flash and massive attachment points to the sprue, what left visible marks on the parts. The landing gear is simple but O.K., very robust, but it appears quite stalky to me and the wells are totally bare. The oil cooler intakes in the wing roots are just holes, so I filled them with bits of foamed styrene. The underwing ordnance was changed into triple bazooka unguided missile launchers in the standard pylons' poristions (which had to be sanded away since they are molded into the wings' lower half), procured from an Academy P-51 kit, and on short notice I added four small bombs to the HVAR stations, from a Hobbycraft Skyraider. Not certain what they are supposed to be (maybe M47 incendiary bombs?), because of their small size and the vintage "box tail", but they could be light anti-personnel/shrapnel bombs?

  

Painting and markings:

I used the real-world Gabonese AD-4s as benchmarks – and even had a complete decal set for one of these machines (from a Hobbycraft kit) at hand. Consequently, I gave the F8F an overall NMF look, created with a base of Revell 99 (Aluminum), some single panels in Humbrol 56 (Aluminum Dope) and later a panel-shading with Humbrol 27001 (Matt Aluminum Metal Cote) and some good rubbing with a soft cotton cloth and a bit of graphite for some more depth in between the tones. Quite complex process, but it creates a nice, uneven and worn metallic look.

Parts of the cowling and the exhaust area became black, created with paint and decal material. The anti-glare panel was also painted in black, just with s slightly different tone (Revell 06, Tar Black).

 

I adopted a green cheatline as an individual aircraft marking, and the respective decals from the Hobbycraft Skyraider’s sheet were tailored accordingly to match the small F8F’s hull. A matching green tone was mixed for the wing, stabilizer and fin tips, and the propeller’s tip was painted green, too. The propeller blades’ tips received two yellow stripes on overall black – inspired by the design of the real Gabonese AD-4s’ markings.

 

All interior surfaces except for the cockpit were painted with bright green zinc primer (Revell 361, the cockpit ina darker Humbrol 226), the landing gear became silver-grey (Humbrol 56) – the former French F8Fs had kept the USN all-dark blue livery, and their landing gear would have been blue, too, but as a refurbished aircraft, stripped off of its former livery, would probably have a bare metal landing gear, too?

 

The kit received a black ink washing before aforementioned surface treatment was applied. After the addition of the decals the whole kit was sealed with a semi-gloss acrylic varnish to promote sine, except for the anti-glare panel, which became matt. Oil stains around the engine were created with Tamiya X-19 (Smoke) and soot stains around the guns and the exhaust ports were dry-painted with black acrylic paint and some graphite.

  

Well, this is, despite being more or less built OOB, a highly exotic what-if model, and I think that the NMF together with the green cheatlines suit the Bearcat well - adapting the paint scheme from a Douglas Skyraider onto the similar F8F was quite easy (and incidently the same path I had taken with another Monogram F8F in Cambodian markings some months ago).

 

18Megapixel SLR from Canon, announced in February 2011.

 

This one replaced a 1000D, although I still use the 1000D occasionally.

 

The 600D (a.k.a. Rebel T3i) does HD video (the 1000D does not do video at all), has more pixels (18 v 10Mpx), wireless flash control through the pop-up gun, pop-out/swivelling screen and a few more hardware buttons, RAW files, faster sensor (6400ISO with option of 12800, vs 1600) and (annoyingly) has a slightly different battery. I bought the 600D mostly for the better flash control and higher ISO.

 

The 18-55mm f3.5-5.6 lens seems the same, but the new one is the mk.II, which, externally, has a few styling differences; I have seen a mk.III on a 60D. I'm not sure if the new lens is any better; the old one seems optically fairly good, but a little horrid to operate, particularly for manual focus. The new one seems just as bad to use, and is reputedly the same optical design, so the difference must be cheaper manufacturing. I looked hard to find a reasonably-priced alternative, but couldn't find one that suggested I should not buy the kit lens as well. Initial results show a lot of chromatic aberration on high contrast images (e.g. the edges of sunlit swans with a dark water background) - but this may be just that there are more pixels to show more fringing.

 

camera-wiki.org/wiki/Canon_EOS_600D

I recently broke my Class of 1984 Texas A&M Aggie Ring and had to have it replaced with a new one. The new one is still a Class of ’84 ring, but it is of the newer one-piece cast design specification that all Texas Aggie Rings have been manufactured to since 1998. So, in effect, it is a 2014 ring with my old class year on it. (I’ll refer to it as the 2014 ring throughout this text).

 

While enjoying a wonderful Mason Jar full of Maker’s Mark at my favorite dive bar on the Jersey Shore, I was looking at my new ring (she’s a beautiful thing) and a Class of 1942 A&M College of Texas ring that I purchased from an estate sale a couple of years ago. The Class of ’42 ring apparently was never worn by the Texas Aggie who purchased it. I did the research on him (his name is inside the ring) and he won some very distinguished awards during WW II. He survived the war in Europe and died an old man in the early 2000s. The old ring is way too small for ANY of my fingers so I wear it occasionally on a leather cord around my neck.

 

While examining my new (2014) model Aggie Ring and the “experienced” 1942 Aggie Ring, I was taken back by the vast number of differences there are in the design of the two rings. There are many!!! I then went online and found out a few facts that helped to explain why the rings are so different:

 

1) My original Class of 1984 Aggie Ring (and the new 2014 replacement for it) were manufactured by Balfour Corporation of Austin, Texas which has been the sole manufacturer of Aggie rings since 1949.

 

2) My older Aggie decorated combat veteran’s ring from the Class of 1942 was manufactured by Josten’s Ring Division headquartered in Owatonna, Minnesota which was the sole manufacturer of Texas A&M Rings from 1940 to 1948.

 

As the two companies aren’t connected, it stands to reason that when Balfour Corporation was awarded the contract, their designer would have had to make new patterns for the A&M ring. Over the years, Balfour has continued to modify the “patterns” that are used to cast the Aggie rings.

 

While I’m sure I’m missing some of the differences in the two Aggie rings, here are some things that immediately jumped out at me while I was casually observing the two rings next to each other.

 

Beginning with the ring crest:

 

1) The large oval around the eagle and inner art is much more prominent on the Balfour 2014 model than the older Jostens one. In fact it’s almost sharp to the touch and stands up way above the crest content. The oval on the 1942 Jostens model is much lower (almost even with the eagle) and smoother. The only way I can explain the tactile feel of the difference between the two would be that the 2014 oval band feels like the top of a beer can while the band on the 1942 ring feels like the smooth bottom of a beer can. The 2014 ring is more of a long oval while the 1942 oval is more round as typical of most older college class rings. If I were to need to punch anyone in the face with one of these rings on, I’d definitely wear the Balfour model as that sharp edge on the oval could definitely do more damage to a human skull than the smooth edge on the older ring.

 

2) The text font on the two rings are totally different. While both rings use a serif font, the font on the 1942 ring is easier to read and not as harsh as the font on the 2014 ring. The font on the 2014 ring almost seems to be cast in a “false perspective” as if it were designed on a computer. The ampersand “&” on the 1942 ring is clearly distinguishable as such while the ampersand on the 2014 ring in the “A&M” is almost unrecognizable as that character and looks more like the cousin of a “6” or a “B.”

 

3) The class year on the 1942 ring is set in a font that is low and wide and blends into the background of the crest quite well. The 2014 ring class year is a bit harsh and tall. It almost looks like a sans-serif font and is so set apart from the art on the rest of the crest that it looks like the class year was added as an afterthought.

 

4) The shield in front of the eagle on both of the rings are very different. While both have 13 stripes in the shield that refer to the 13 original states and symbolize the intense patriotism of graduates and undergraduates of A&M and five stars in the shield refer to phases of development of the student; mind or intellect, body, spiritual attainment, emotional poise, and integrity of character, the aspect ratio and size of the two shields are completely different. The shield on the 1942 ring is much smaller and looks how a shield was depicted in artwork I have seen from the 1800s and early 1900s. The shield on the 1942 ring has five stars with the center of the five stars larger than the two stars on either side of it. The 2014 ring has a much taller and larger shield which unfortunately, obscures much more of the body of the eagle. Also, the stars on the newer ring are all of the same size and are almost distinguishable as stars. They almost look like “dots.”

 

5) The eagle which stands for agility and power is vastly different on the two different rings. The 1942 ring eagle’s head, while smaller than the one on the 2014 ring rises much higher in the crest and is more easily identifiable as an eagle than the one on the 2014 ring. The eagle’s wings on the 1942 ring are much higher on the crest and show distinctly three layers of the eagle’s wings while the wings on the 2014 ring are almost two dimensional at the bottom of the crest and an observer really has to look hard to distinguish any detail. The eagle on the 1942 ring is clearly perched on a rock and you can quite easily see its feet and talons. On the 2014 ring, I can’t really make out the eagle’s feet because of the size of the class year font and the larger shield. It “might” be perched on a branch, but I can’t really tell. It definitely isn’t on a large rock like it is on the 1942 ring. You can even seek the belly of the eagle on the 1942 ring. [Look at the photos of the two crests and note how significant the difference is between the two eagles and shields on the different rings!]

 

Moving on to the side of the ring with the Great Seal of the Republic (State) of Texas which includes the five-pointed star surrounded by a wreath of olive or laurel leaves symbolizing the strength to fight joined at the bottom by a circled ribbon indicating the necessity of joining the two traits to accomplish one’s ambition to serve [the military and the Republic of Texas.]:

 

1) The two “Lone Stars of Texas” on both rings are virtually identical. The olive / laurel leaves on the 1942 ring are more defined and not as obscured with other embellishment as the 2014 ring. The background behind the “Lone Star” on the 1942 ring is plain and simple which makes the star stand out more than on the 2014 ring where there are all sorts of indeterminate lines behind the star which tend to detract from it.

 

2) The ribbon tying the two pieces of vegetation on the 1942 ring is more “three dimensional” where the one on the 2014 ring looks just like a series of lines.

 

3) The American flag on the left of the wreath of the 1942 ring is much easier to identify. While you can only see three stars on the flag and even though they are much smaller on the older ring, they are much sharper than the ones on the 2014 ring which look more like three “dots” or even a raised triangle.

 

4) The “chevrons” at the bottom of the crest are of different proportions on the two rings. The 1942 ring having proportions more like one would have seen on military rank back in the 1800s/1900s.

 

The other side of the ring includes an artillery cannon, a saber, and an infantry rifle which allow us to remember that the men of the Republic of Texas fought for their land and are determined to defend the Republic.

 

1) This side of the ring is were both the 1942 ring and the 2014 ring are the most similar with only minor variations. One of note is that the 2014 ring correctly shows the opening on the cannon where the fuze would have been inserted while the 1942 ring omits this detail.

 

2) The cannon on the 1942 ring is in better proportion to a real cannon and looks slightly better than the cannon on the 2014 ring.

 

3) The “Lone Star” on the Texas flag is bigger on the 2014 ring which I like better than the smaller one on the 1942 ring while the stars on the 1942 ring US flag are more recognizable as stars than their counterparts on the 2014 ring.

 

4) There are minor differences between the rifle and saber on both rings, but they are trivial in nature.

 

The “holes” or pits on the bottom of the ring which any Aggie can tell you stand for “certain individuals who went to Texas University” are effectively identical.

 

Finally, the inside of the ring:

 

1) Both rings contain a mark indicating the gold content of the ring and the manufacturer’s symbol. The Balfour ring has “Balfour” spelled out and some additional letters and numbers that have no meaning to myself.

 

2) The inscribed name of the owner is in different places on the two rings. On the 1942 ring, the name inscription starts at the area that is effectively directly behind the top of the cannon and continues down towards the bottom of the left side of the ring. The 2014 ring inscribed owner’s name is centered underneath the crest so that the owner’s middle initial is effectively underneath the shield. The font on the 2014 ring is much larger than the font on the 1942 ring and a bit “rough.” The font on the 1942 ring is very smooth and formal. Almost reminiscent of old calling cards.

 

Either way, both rings work their “Aggie Magic” and I consider myself lucky to have more than one!!!

By mistake I ended up in West Malling, but it was a good thing, as the village is chocolate box pretty, and the church very fine indeed. The only church I visited that had no wardens to welcome (I think, sorry if I have mis-remembered). Anyway, a fine church, amazing coat of arms, and glad I visited.

 

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

 

A story of all's well that ends well. A Norman tower and thirteenth-century chancel are linked by a twentieth-century nave that had in its turn replaced one erected to replace its medieval predecessor in the eighteenth century! The west window and those in the south aisle are by C.E. Kempe and Co. Ltd, and of special note is the one depicting the Three Kings. On the south side of the chancel, backing on to a medieval lean-to vestry, is the splendid tomb of Sir Robert Brett (d. 1620), which has recently been restored. The colours are superb and show how churches must have looked when these monuments were new. In the north aisle is a large painting of the Last Supper by Francis Slater, the eighteenth-century artist who painted the ceilings of nearby Mereworth Castle. Hanging on the front of the west gallery are the outstanding Royal Arms of James II, of carved and painted wood. The twentieth-century rebuilding of the church was financed by the sale of an Elizabethan stoneware jug (now in the British Museum), the transaction being recorded on an inscribed stone in the north porch.

 

www.kentchurches.info/church.asp?p=West+Malling

 

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

 

WESTWARD from East Malling lies the town and parish of West Malling, now most commonly called Town Malling.

 

It is written in Domesday, MALLENGETIS, and in the Textus Roffensis, MELLINGES. In many deeds after the conquest, it is stiled MILLINGES PARVA, to distinguish it from East Malling, then the larger and more noted village of the two.

 

The town and parish of West Malling, excepting the borough of St. Leonard, which is under the jurisdiction of the constables of the hundred of Larkfield, is under the jurisdiction of its own constables, of which there are two chosen yearly.

 

THE PARISH of Town Malling, as it is usually called, is situated equally pleasant and healthy. It lies on high ground, and though dry is well watered, the soil of it being in the northern part a sand, the rest of it a loam, covering the quarry rock, which is very fertile, as has been frequently noticed before in the like situations. The high road from London through Wrotham to Maidstone, at the twenty-ninth mile stone leads along the northern boundaries of the parish, being called in king Edmund's grant of this place to the bishop of Rochester, the military way, no doubt from its having been used as such by the Romans, southward of it the ground gently rising; at less than a quarter of a mile's distance is the town of Malling, which is well built, having many genteel houses in it, the streets of a handsome width, and well paved. At the east end of it is the abbey, to which the approach is by a venerable antient gateway. Although the house itself was almost all of it pulled down and rebuilt by Mr. Honywood, yet many of the antient buildings and offices be longing to it are still remaining, and are made use of as such at present. A handsome tower of the church, the front of which is decorated with intersecting arches and zig-zag ornaments, similar to those on the west front of Rochester cathedral, built by the same founder, bishop Gundulph, is still remaining, as is an antient chapel or oratory, now made use of as a dwellinghouse.

 

From the foundations discovered in levelling the ground by Mr. Honywood, it appears, that this abbey consisted of two quadrangles or courts, with cloysters, and a spacious hall; and that the church had another tower, of the like size to that now standing. The burying-place seems to have been on the south side of the church, as in digging there, great quantities of human bones have been thrown up, and two stone coffins with skeletons in them, the lids of them had no inscriptions on them, but were ornamented each with a cross, having a quaterfoil pierced at the upper end, the stem of which was crossed more than once with foliage, several rings and trinkets, and some old coins have likewise been found at different times in cleaning away the rubbish.

 

Over the west end of the grand gateway, which stands at the entrance into the precinct of the abbey from the town, at the west end of the building, there is carved in stone, a heart distilling drops of blood, and on the other side, in a shield, Ermine, a crozier in bend sinister, on a chief three annulets.

 

In the meadows above the gardens, are large square excavations still visible, where the fish ponds of the aunnery formerly were.

 

The precinct of this monastery is washed by a rivulet of excellent clear water, which rising in the hamlet of St. Leonard, runs by the house, and through the gardens of it, whence gushing through the wall with a cascade, it crosses the road towards the Rev. Mr. Brooke's gardens. There is a view of this abbey in its present state published by Mr. Grose, in his Antiquities of England.

 

Near the abbey gate there is a good house, with a large garden, canal, and pleasure grounds, behind it, reaching down to the London road. It has been many years the residence of the Brooke's, from whom it passed by the will of Joseph Brooke, esq. who died in 1792, after the decease of his widow in 1796, to the Rev. John Kenward Shaw, brother of Sir John Gregory Shaw, bart. who has since, in pursuance of the above will, and by the king's licence, taken the name of Brooke, and now resides in it. A little further westward there is a very antient stone building, called the Old Gaol, having narrow gothic windows, and the walls of great thickness. It is reported to have been the prison belonging to the abbey, and is now used as an oast for the drying of hops. About the middle of the street stands the church, and a little distance from it a good house, late the residence of Benjamin Hubble, esq. whose family have been inhabitants of this town for some length of time, several of them lying buried in this church. He died in 1780, leaving his widow, sister of Richard Savage, esq. of Boughton Monchelsea, surviving, and two daughters, his coheirs, one of whom having married Thomas Augustus Douce, esq. he now resides in it; further southward is the hamlet of St. Leonard, now making part of the town, and called St. Leonard's-street, in which is an antient seat, some years ago the residence of Charles Stewart, esq. whose father admiral Stewart purchased it of judge Twisden. This district had once a cell in it, belonging to the abbey, with a chapel. It was given at the time the manor and church was to it, as has been already mentioned. The whole of it has been long since desecrated, and in ruins; the square tower of the chapel which stands in the next field south-west from the late Mr. Stewart's house, is all that remains of it. It was purchased by him some years ago, of Sir John Honywood, in exchange for other premises near the abbey, and is now made use of as a stowage for hops. Mr. Stewart died in 1780, and was buried near his father in this church, and he was succeeded here by the hon. admiral John Forbes, who lately died posfessed of it. A market is held in the principal highstreet every Saturday, which is plentifully supplied and well frequented. There are three fairs, which are held by the alteration of the stile on August 12, October 2, and November 17, yearly, for horses, cattle, toys, &c. The whole town is excellently well watered with fine springs, which having supplied the town and abbey, collect themselves into one stream, and passing northward through Mr. Brooke's grounds, cross the high Maidstone road, and runs from thence into the Addington brook, just above Leyborne mill.

 

About half a mile south-east from the abbey there is a good modern-built house, called New Barne, which formerly belonged to Mr. Alchin, from whom it passed to Graham, the present possessor, who resides in it.

 

Above St. Leonard's street is the high road from Teston over East-Malling-heath, and through this parish to Offham, southward of which this parish extends into the large tract of coppice woods which reach to West Peckham and Mereworth.

 

Dr. William Briggs, an eminent physician, resided at the latter end of the last century at Town Malling, where he died, Sept. 1704, æt. 64, and was buried in this church, He was a great traveller into foreign countries, and was greatly esteemed for his skill in his profession, as well as for his learning, of which the several writings he published are sufficient testimonies. He was physician in ordinary to king William, and to St. Thomas's hospital, and bore his arms, Gules, three bars gemelles, or, a canton sable. (fn. 1)

 

THIS PLACE was given, about the year 945, by Edmund, king of the Angles and of Mercia, to Burhric, bishop of Rochester, by the description of a small portion of his land, called Meallingas, containing three plough lands; and he granted it to him, for the good of his soul, in perpetual inheritance, in augmentation of the revenues of his monastery of St. Andrew, with all its rights, liberties, members, and appurtenances, and this he did with the consent of his nobles and princes, whose names were subscribed to it. After the names of king Edmund, Edred his brother, and Eadgife his mother, are those of the archbishops and bishops, and then that of Ælgifu, the king's concubine, Ego Ælgifu Concubina Regis affui, and after her the dukes, &c. The bounds of this land are thus described in Saxon, viz. from the south part of it to the king's plaine, and from thence to the bounds of the parish of Offaham, and thence to the military way, and so along the said way over Lilleburne to the bounds of the parish of Est Meallinges, and so directly southward from the east of the cross or gallows to the broad way towards the south, in a direct line along the said way to the king's plaine. To which the king added certain denberies for the pannage of hogs.

 

This land did not continue long in the possession of the church of Rochester, being wrested from it in the time of the Danish wars; and when William the Conqueror had attained the crown, he gave it to Odo, bishop of Baieux, his half brother, from whom it was recovered, together with the church of Mallinges, in the solemn assembly of the whole county held on this occasion, by the king's command, at Pinenden heath, in 1076, by archbishop Lanfrance, who afterward restored it to bishop Gundulph, and the church of St. Andrew; which gift was confirmed by archbishops Anselm and Boniface. (fn. 2)

 

In the survey of Domesday, taken about four years afterwards, this manor is thus described, under the general title of the bishop of Rochester's lands:

 

The same bishop (of Rochester) holds Mellingetes, it was taxed, in the time of king Edward the Confessor, at three sulings, and now at one and an half. The arable land is three carucates. In demesne there is one, and five villeins, with fix borderers, having two carucates. There is a church, and one mill of two shillings, wood for the pannage of twenty hogs. In the time of king Edward the Confessor, and afterwards, it was worth forty shillings, and now four pounds.

 

Bishop Gundulph, in the 4th year of the reign of king William Rufus, anno 1090, having founded an abbey of Benedictine nuns in this parish, to the honor of the Virgin Mary, gave this manor and church to it, with other possessions for the endowment of it; (fn. 3) and although it was, about one hundred years after its being first erected, with the adjoining village, destroyed by fire, yet it was again soon afterwards re-edified, and continued to increase in a flourishing state.

 

In the 7th year of king Edward I. anno 1278, the abbess of Malling claimed sundry liberties in this parish, by grant from king Henry III. and a market weekly throughout the year on a Saturday and Wednesday; and she claimed by grant from king John to have warren in all her lands at Malling, by grant from king Henry, from time beyond memory; and to have fairs in the parish on the eve, day, and morrow of St. Matthew the apostle, and the like on the eve, and day of St. Leonard, and the like on the eve, and day of St. Peter, ad vincula.

 

By which, and such like favours granted to it, this place, which at the first foundation of the monastery was plain fields, and almost without an inhabitant, became notwithstanding its former calamity mentioned before, exceedingly populous from the numbers who flocked to it from all parts, who building themselves houses here, increased the village to a large size, well suited for trade, to the no small emolument of the nuns; whence it soon lost its name of Malling Parva, which was for some time transferred to the neighbouring parish of East Malling, as appears by some grants, &c. of this time, and king Edward III. (fn. 4)

 

In the 15th year of king Edward I. the temporalities of the abbess of Malling in this parish and East Malling were valued at forty-five pounds.

 

There was an annual pension of ten pounds of wax, and one boar, paid by the abbess to the bishop of Rochester, as an acknowledgment of her subjection to that see.

 

In the year 1321, the bishop of Rochester, at the king's request, to whom the nuns had made a complaint, that their monastery was ruined by the bad management of their abbess, sister of Bartholomew de Badlesmere, visited it, and heard the complaints against her; in consequence of which she resigned, and the lady Agnes de Leyborne, was chosen in her room. Three years after which she died, and the bishop, at the unanimous request of the nuns, appointed Lora de Retling abbess here, though much against his will, knowing her to be very ignorant, and unfit for the office. However, he inhibited her giving a corredy to her maid servant, as had been the custom, and sequestered their common seal, inhibiting her from using it without his licence.

 

A great pestilence raging in the year 1348, the bishop made two abbesses here, who presently died; nor were there more than four nuns professed, and four not professed, remaining in this monastery; and he com mitted the custody of the spirituals and temporals to two of them, as there was not a proper person for the office of abbess.

 

In the year 1493, anno 9 Henry VII. Joane Moone was abbess of this monastery. (fn. 5)

 

This abbey was surrendered into the king's hands, with all its possessions, (fn. 6) among which were the manors of East and West Malling, with the precincts of Ewell and Parrock annexed to the latter, by Margaret Vernon, abbess, and the convent of it, in the 30th year of king Henry VIII. at which time it was valued at 245l. 10s. 2½d. annual rent, according to Speed, and 218l. 4s. 2½d. clear value, according to Dugdale, and there was granted to the abbess a pension of forty pounds yearly, and to eleven nuns from 31. 6s. 8d. down to 2l. 13s. 4d. yearly pensions, each for their lives.

 

After which that king, by his letters patent, in his 31st year, granted and sold, in exchange, among other premises, to Thomas Cranmer, archbishop of Canterbury, the scite of the abbey, with the precinct and circuit of it, and the manors of West Malling, Ewell, and Parocke, and the parsonage of West Malling, late appropriate to it, excepting to the king all advowsons, presentations, &c. to hold by knight's service, at the yearly rent therein mentioned; and as the king was entitled to the tenths of these premises, he discharged the archbishop of them, and all other outgoings whatsoever, except the rent therein mentioned. Which grant was in consequence of an indenture made between the king and the archbishop, inrolled in the Augmentation-office.

 

These manors and premises were again exchanged with the crown in the beginning of the reign of queen Elizabeth, in the 12th year of which she granted them in lease to Sir Henry Brooke, alias Cobham, fifth son of Sir George Brooke, lord Cobham; after which they were held by the same possessors, as the manor of East Malling before described, till at length, after the death of Sir Robert Brett, anno 1621, king James granted the manor of West, alias Town Malling, with the precinct of Ewell annexed, the scite of the late monastery, with the house, buildings, and ground within the precinct of it with all their appurtenances, late parcel of the possessions of the late monastery, in fee, to John Rayney, esq. which was further confirmed to Sir John Rayney, his eldest son, in the 2d year of king Charles I. He was of Wrothamplace, in this neighbourhood, and was created a baronet of Nova Scotia, in 1641, and his son of the same name, about the time of the restoration, conveyed these premises to Isaac Honywood, gent. of Hampsted, Middlesex, who was the only son of Edward, third son of Sir Thomas Honywood, of Elmsted, ancestor likewise of the present Sir John Honywood, of Elmsted, baronet, and he continued to bear the same coat of arms; whose second son, Isaac Honywood, esq. of Hampsted, succeeded him in this manor and estate. Frazer Honywood, esq. of Hampsted and London, his only son and heir, rebuilt the abbey house of Malling in the antient gothic taste, at a very great expence, making it one of the seats of his residence, and having thus greatly improved it, he died possessed of this seat and manor, with the estate belonging to it, in 1764, leaving no issue by his wife, the daughter of Abraham Atkins, of Clapham. He gave them, as well as the rest of his estates here and elsewhere, by will, to his kinsman, Sir John Honywood, bart. of Elmsted, and his heirs male, with divers remainders over to the family of Honywood. Sir John Honywood, bart. is since deceased, and his grandson of the same name is the present owner of this manor, with the precinct of Ewell annexed, and the seat of Malling abbey, with the lands and appurtenances in this parish belonging to it, but Mr. Foote resides in it.

 

The family of Say antiently possessed THE MANOR of CLEMENTS IN EWELL, in this parish. Geoffry de Say held it in the 7th year of king Edward II. as half a knight's fee. His son, Geoffry de Say, paid aid for it in the 20th year of king Edward III. as half a knight's fee, which John at Forde held before in Ewell, in Malling, of the bishop of Rochester. This manor was afterwards in the name of Coveney, (fn. 7) and in the latter end of king Henry VIII. it was in the possession of Mr. William Fowle. Since which it has sunk into such obscurity, that neither the scite nor the owners of it can be traced out even by the most diligent enquiries.

 

CHARITIES.

 

THERE is a lecture founded in this church of a sermon every fortnight, on the Saturday; two of the preachers to be the ministers of East and West Malling, who are to be paid 10s. for every sermon they preach; the other preachers are appointed at the will of the trustees.

 

FRANCIS TRESSE, gent. of this town, who died in 1632, by his will gave a piece of land, and 40l. towards the building of a free school in this parish; and he charged one of his houses in Town Malling with the sum of 13s. 4d. per annum, for the keeping of it in repair; and appointed that four principal freeholders of this parish should be trustees for the execution of this part of his will for ever. This school was accordingly erected, and was made use of for the teaching of boys writing and arithmetic. The charity is veisted in the minister and tour substantial freehold inhabitants, and the estate out of which it is paid in Mr. Robert Sutton, of this parish, but there being no master, the school-house is at present let to the late master's widow at 2gs. perannum, which with the 13s. 4d. is applied towards the maintaining of the building. He also gave two silver cups for the use of the holy communion, and 6s. 8d. payable yearly out of a piece of land, called Cousin's Plat, now vested in Mary Brome, widow.

 

SIR ROBERT BRETT, by will in 1620, gave land sufficient to pay yearly 10s. per week, to be bestowed in bread and meat to twenty poor persons, or else to be distributed in money to them. His executors accordingly conveyed lands in Tewksbury, in Gloucestershire, for this purpose, which is now vested in lord Romney, and twenty-three others, trustees, of the annual produce of 26l. but of late years the annual produce has been but 19l. 14s.

 

TOWN MALLING is within the ECCLESIASTICAL JURIDISCTION of the diocese of Rochester, and gives name to the deanry of Malling, in which it is situated.

 

The church, which is a handsome building, with an elegant spire steeple, is dedicated to St. Mary.

 

At the latter end of the year 1778, some of the main pillars of the body of it giving way, the whole roof of it fell in, leaving only the steeple and chancel at the two extremities of it standing. It has since been repaired, and thoroughly finished by a brief, which was obtained for that purpose.

 

The church of West Malling was given, with the manor, to the church of Rochester, by king Edmund, in 945; and having afterwards been taken from it, was again restored by archbishop Lanfranc to bishop Gundulph, in the time of the Conqueror, who gave it to the monastery here, at his foundation of it, and this gift was confirmed by several succeeding kings, archbishops of Canterbury, bishops of Rochester, &c. as has been already mentioned.

 

It was appropriated to the abbess and convent by bishop Gundulph, at the time it was given to them; which appropriation was specially confirmed by Simon, archbishop of Canterbury, in the year 1351.

 

In the reign of king Edward III. great discutes arising between the abbess and nuns of this monastery, and Robert de Beulton, perpetual vicar of this church, especially concerning the receiving of the tithes of flax and hemp, and the payment of archidiaconal procurations, they were at last settled by Hamo, bishop of Rochester, who in the year 1339, decreed, that, saving the due and accustomed portion of the prebend of the great mass in the conventual church of Malling, and the portion of the vicar, as undermentioned, the religious should take all tithes of corn within the parish, and all oblations and obventions belonging to their conventual church, and the cell of St. Leonard; and that they should not be bound to pay to the vicar the tithes of their hay, woods, or mills. And whereas the bishop was informed, and it was allowed, that the above-mentioned prebendary, and other domestics, serving in the monastery, or in the houses of the prebendary, or perpetual chaplain, celebrating for the dead, as also the brothers and sisters, and other persons dwelling in the monastery, or house of the prebendary, who, when they were without the monastery and houses, were not housekeepers in the parish, were wont to receive the sacraments and sacramentals, in life and in death, and to be buried there, if they happened to die within the monastery or houses, unless by chance they chose to be buried elsewhere; in which case, the religious had the first mass for the body before them, in their monastery, and received all the oblations then and there made, so that no portion was left for the vicar of the parish church. And further, that the prebendary for the time being had been used to receive antiently, and to that time, in part of the portion due to him, all the great and small tithes of the demesne lands of the religious, and of the food of their cattle, and also the great tithes arising from many of the crofts of their tenants situated in the said parish, and also the small tithes of his house, and of the house and land of the perpetual chaplain aforesaid, and all the predial tithes arising from the houses or messuages, curtilages and gardens, late of Thomas atte Shoppe and William Cake, in the street, called Holirode-strete, of this parish of Malling, situated above the house of the prebendary; and of all the houses, messuages, curtilages, and gardens whatsoever, from thence towards the east and north in Holirode-street, and in the street, called Tan-street, as far as the end of the parish of Malling on that side; and that the religious and prebendary had possessed all and singular the premises aforesaid, in certain distinct portions, peaceably and without contradiction, from the time beyond memory. (fn. 8)

 

The bishop, therefore, that none of the premises should be altered, decreed, saving all and every matter as aforesaid, that the vicar should receive for his portion all other small tithes, oblations, obventions and profits belonging to the parish church more especially, viz. the tithe of herbage, silva cedua, apples, pears, flax, hemp, wool, milk, cheese, calves, lambs, pigs, pidgeons, geese, ducks, bees, eggs, merchandizings, fowlings, fishings, swans, pulse, and other fruits, and also of corn growing in orchards or gardens, as he had-been accustomed to receive them.

 

¶And that the vicar should also receive the personal tithes of the inhabitants of the houses or messuages of Thomas atte Shoppe and William Cake, and of others, inhabiting in the houses or messuages situated in the streets, called Holirode-strete and Tan-strete, and the oblations due and accustomed to the parish church, and should administer ecclesiastical rights to them, and should have the burial of them in the parish church; and that the vicar should have for his habitation, as assigned to him by the religious, the dwelling with its precinct, which the vicar then inhabited, and his predecessors used to inhabit, which he should repair at his own expence, and preserve in a decent state, and should pay the yearly rents and services, due and accustomed from thence; all which the bishop adjudged to be a sufficient portion for the vicar for the time being. And he further decreed, that the vicar should cause the books to be bound, the vestments to be washed; and the same, and the rest of the ornaments of the parish church, which belonged to the religious to find, as often as need should require, to be repaired, and should cause them to be safely and honestly kept; and that he should provide and find bread, wine, processional tapers, and other lights necessary and accustomed in the chancel, the necessary and accustomed ministers, rochets, surplices, napkins, unconsecrated vessels, basons, and also green rushes to strow the church, if they had been so accustomed, and did not belong to the parishioners to find; and that he should pay the dues to the bishop, and the archidiaconal procurations, and that the vicar should acknowledge and undergo, according to the rate of the taxation of his portion as under-mentioned, all ordinaries and extraordinaries, which, although it might amount to five marcs, being near the moiety of the value of the whole church, according to the estimation then had, he decreed should remain according to the antient taxation of it, as often as burthens of this kind were to be borne, and paid from small benefices. And he decreed, that the religious should acknowledge and undergo all and singular other burthens happening to the parish church, by reason of their portion, which he estimated at twelve marcs, according to the antient taxation of it, notwithstanding this assignation, which was made with the consent of both parties, and which by his episcopal authority, he corroborated and confirmed, &c. and that it might not be called in doubt in future times, or be litigated, he had caused it to be entered in his register, and to be reduced into three different writings, of which he decreed one to remain in the hands of the religious, another in the hands of the vicar, and the third in the hands of the prebendary aforesaid, to perpetuate the memory of it, and had caused it to be authenticated with his seal, &c.

 

This parsonage, prebend, and the advowson of the vicarage, were, on the dissolution of the abbey in the 30th year of king Henry VIII. surrendered into the king's hands. After which the king, next year, granted this parsonage, with the manor of West Malling, and other premises, to Thomas Cranmer, archbishop of Canterbury, to hold by knight's service, at the yearly rent therein mentioned. After which it passed, with the manor of West Malling, in a like succession of ownership, down to Sir John Rayney, bart. who sold these premises, about the time of the restoration, to judge Twisden, and his descendant, Sir John Papillon Twisden, bart. is the present possessor of this parsonage, and the advowson of the vicarage of West or Town Malling.

 

The vicarage is valued in the king's books at ten pounds, and the yearly tenths at one pound.

 

www.british-history.ac.uk/survey-kent/vol4/pp518-533

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 on historical facts. BEWARE!

  

Some background:

The Waffenträger (Weapon Carrier) VTS3 “Diana” was a prototype for a wheeled tank destroyer. It was developed by Thyssen-Henschel (later Rheinmetall) in Kassel, Germany, in the late Seventies, in response to a German Army requirement for a highly mobile tank destroyer with the firepower of the Leopard 1 main battle tank then in service and about to be replaced with the more capable Leopard 2 MBT, but less complex and costly. The main mission of the Diana was light to medium territorial defense, protection of infantry units and other, lighter, elements of the cavalry as well as tactical reconnaissance. Instead of heavy armor it would rather use its good power-to-weight ratio, excellent range and cross-country ability (despite the wheeled design) for defense and a computerized fire control system to accomplish this mission.

 

In order to save development cost and time, the vehicle was heavily based on the Spähpanzer Luchs (Lynx), a new German 8x8 amphibious reconnaissance armored fighting vehicle that had just entered Bundeswehr service in 1975. The all-wheel drive Luchs made was well armored against light weapons, had a full NBC protection system and was characterized by its extremely low-noise running. The eight large low-pressure tires had run-flat properties, and, at speeds up to about 50 km/h, all four axles could be steered, giving the relatively large vehicle a surprising agility and very good off-road performance. As a special feature, the vehicle was equipped with a rear-facing driver with his own driving position (normally the radio operator), so that the vehicle could be driven at full speed into both directions – a heritage from German WWII designs, and a tactical advantage when the vehicle had to quickly retreat from tactical position after having been detected. The original Luchs weighed less than 20 tons, was fully amphibious and could surmount water obstacles quickly and independently using propellers at the rear and the fold back trim vane at the front. Its armament was relatively light, though, a 20 mm Rheinmetall MK 20 Rh 202 gun in the turret that was effective against both ground and air targets.

 

The Waffenträger “Diana” used the Luchs’ hull and dynamic components as basis, and Thyssen-Henschel solved the challenge to mount a large and heavy 105 mm L7 gun with its mount on the light chassis through a minimalistic, unmanned mount and an autoloader. Avoiding a traditional manned and heavy, armored turret, a lot of weight and internal volume that had to be protected could be saved, and crew safety was indirectly improved, too. This concept had concurrently been tested in the form of the VTS1 (“Versuchsträger Scheitellafette #1) experimental tank in 1976 for the Kampfpanzer 3 development, which eventually led to the Leopard 2 MBT (which retained a traditional turret, though).

 

For the “Diana” test vehicle, Thyssen-Henschel developed a new low-profile turret with a very small frontal area. Two crew members, the commander (on the right side) and the gunner (to the left), were seated in/under the gun mount, completely inside of the vehicle’s hull. The turret was a very innovative construction for its time, fully stabilized and mounted the proven 105mm L7 rifled cannon with a smoke discharger. Its autoloader contained 8 rounds in a carousel magazine. 16 more rounds could be carried in the hull, but they had to be manually re-loaded into the magazine, which was only externally accessible. A light, co-axial 7,62mm machine gun against soft targets was available, too, as well as eight defensive smoke grenade mortars.

 

The automated L7 had a rate of fire of ten rounds per minute and could fire four types of ammunition: a kinetic energy penetrator to destroy armored vehicles; a high explosive anti-tank round to destroy thin-skinned vehicles and provide anti-personnel fragmentation; a high explosive plastic round to destroy bunkers, machine gun and sniper positions, and create openings in walls for infantry to access; and a canister shot for use against dismounted infantry in the open or for smoke charges. The rounds to be fired could be pre-selected, so that the gun was able to automatically fire a certain ammunition sequence, but manual round selection was possible at any time, too.

 

In order to take the new turret, the Luchs hull had to be modified. Early calculations had revealed that a simple replacement of the Luchs’ turret with the new L7 mount would have unfavorably shifted the vehicle’s center of gravity up- and forward, making it very nose-heavy and hard to handle in rough terrain or at high speed, and the long barrel would have markedly overhung the front end, impairing handling further. It was also clear that the additional weight and the rise of the CoG made amphibious operations impossible - a fate that met the upgraded Luchs recce tanks in the Eighties, too, after several accidents with overturned vehicles during wading and drowned crews. With this insight the decision was made to omit the vehicle’s amphibious capability, save weight and complexity, and to modify the vehicle’s layout considerably to optimize the weight distribution.

 

Taking advantage of the fact that the Luchs already had two complete driver stations at both ends, a pair of late-production hulls were set aside in 1977 and their internal layout reversed. The engine bay was now in the vehicle’s front, the secured ammunition storage was placed next to it, behind the separate driver compartment, and the combat section with the turret mechanism was located behind it. Since the VTS3s were only prototypes, only minimal adaptations were made. This meant that the driver was now located on the right side of the vehicle, while and the now-rear-facing secondary driver/radio operator station ended up on the left side – much like a RHD vehicle – but this was easily accepted in the light of cost and time savings. As a result, the gun and its long, heavy barrel were now located above the vehicle’s hull, so that the overall weight distribution was almost neutral and overall dimensions remained compact.

 

Both test vehicles were completed in early 1978 and field trials immediately started. While the overall mobility was on par with the Luchs and the Diana’s high speed and low noise profile was highly appreciated, the armament was and remained a source of constant concern. Shooting in motion from the Diana turned out to be very problematic, and even firing from a standstill was troublesome. The gun mount and the vehicle’s complex suspension were able to "hold" the recoil of the full-fledged 105-mm tank gun, which had always been famous for its rather large muzzle energy. But when fired, even in the longitudinal plane, the vehicle body fell heavily towards the stern, so that the target was frequently lost and aiming had to be resumed – effectively negating the benefit from the autoloader’s high rate of fire and exposing the vehicle to potential target retaliation. Firing to the side was even worse. Several attempts were made to mend this flaw, but neither the addition of a muzzle brake, stronger shock absorbers and even hydro-pneumatic suspension elements did not solve the problem. In addition, the high muzzle flames and the resulting significant shockwave required the infantry to stay away from the vehicle intended to support them. The Bundeswehr also criticized the too small ammunition load, as well as the fact that the autoloader magazine could not be re-filled under armor protection, so that the vehicle had to retreat to safe areas to re-arm and/or to adapt to a new mission profile. This inherent flaw not only put the crew under the hazards of enemy fire, it also negated the vehicle’s NBC protection – a serious issue and likely Cold War scenario. Another weak point was the Diana’s weight: even though the net gain of weight compared with the Luchs was less than 3 tons after the conversion, this became another serious problem that led to the Diana’s demise: during trials the Bundeswehr considered the possibility to airlift the Diana, but its weight (even that of the Luchs, BTW) was too much for the Luftwaffe’s biggest own transport aircraft, the C-160 Transall. Even aircraft from other NATO members, e.g. the common C-130 Hercules, could hardly carry the vehicle. In theory, equipment had to be removed, including the cannon and parts of its mount.

 

Since the tactical value of the vehicle was doubtful and other light anti-tank weapons in the form of the HOT anti-tank missile had reached operational status, so that very light vehicles and even small infantry groups could now effectively fight against full-fledged enemy battle tanks from a safe distance, the Diana’s development was stopped in 1988. Both VTS3 prototypes were mothballed, stored at the Bundeswehr Munster Training Area camp and are still waiting to be revamped as historic exhibits alongside other prototypes like the Kampfpanzer 70 in the German Tank Museum located there, too.

  

Specifications:

Crew: 4 (commander, driver, gunner, radio operator/second driver)

Weight: 22.6 t

Length: 7.74 m (25 ft 4 ¼ in)

Width: 2.98 m ( 9 ft 9 in)

Height: XXX

Ground clearance: 440 mm (1 ft 4 in)

Suspension: hydraulic all-wheel drive and steering

 

Armor:

Unknown, but sufficient to withstand 14.5 mm AP rounds

 

Performance:

Speed: 90 km/h (56 mph) on roads

Operational range: 720 km (445 mi)

Power/weight: 13,3 hp/ton with petrol, 17,3 hp/ton with diesel

 

Engine:

1× Daimler Benz OM 403A turbocharged 10-cylinder 4-stroke multi-fuel engine,

delivering 300 hp with petrol, 390 hp with diesel

 

Armament:

1× 105 mm L7 rifled gun with autoloader (8 rounds ready, plus 16 in reserve)

1× co-axial 7.92 mm M3 machine gun with 2.000 rounds

Two groups of four Wegmann 76 mm smoke mortars

  

The kit and its assembly:

I have been a big Luchs fan since I witnessed one in action during a public Bundeswehr demo day when I was around 10 years old: a huge, boxy and futuristic vehicle with strange proportions, gigantic wheels, water propellers, a mind-boggling mobility and all of this utterly silent. Today you’d assume that this vehicle had an electric engine – spooky! So I always had a soft spot for it, and now it was time and a neat occasion to build a what-if model around it.

 

This fictional wheeled tank prototype model was spawned by a leftover Revell 1:72 Luchs kit, which I had bought some time ago primarily for the turret, used in a fictional post-WWII SdKfz. 234 “Puma” conversion. With just the chassis left I wondered what other use or equipment it might take, and, after several weeks with the idea in the back of my mind, I stumbled at Silesian Models over an M1128 resin conversion set for the Trumpeter M1126 “Stryker” 8x8 APC model. From this set as potential donor for a conversion the prototype idea with an unmanned turret was born.

 

Originally I just planned to mount the new turret onto the OOB hull, but when playing with the parts I found the look with an overhanging gun barrel and the bigger turret placed well forward on the hull goofy and unbalanced. I was about to shelf the idea again, until I recognized that the Luchs’ hull is almost symmetrical – the upper hull half could be easily reversed on the chassis tub (at least on the kit…), and this would allow much better proportions. From this conceptual change the build went straightforward, reversing the upper hull only took some minor PSR. The resin turret was taken mostly OOB, it only needed a scratched adapter to fit into the respective hull opening. I just added a co-axial machine gun fairing, antenna bases (from the Luchs kit, since they could, due to the long gun barrel, not be attached to the hull anymore) and smoke grenade mortars (also taken from the Luchs).

 

An unnerving challenge became the Luchs kit’s suspension and drive train – it took two days to assemble the vehicle’s underside alone! While this area is very accurate and delicate, the fact that almost EVERY lever and stabilizer is a separate piece on four(!) axles made the assembly a very slow process. Just for reference: the kit comes with three and a half sprues. A full one for the wheels (each consists of three parts, and more than another one for suspension and drivetrain!

Furthermore, the many hull surface details like tools or handles – these are more than a dozen bits and pieces – are separate, very fragile and small (tiny!), too. Cutting all these wee parts out and cleaning them was a tedious affair, too, plus painting them separately.

Otherwise the model went together well, but it’s certainly not good for quick builders and those with big fingers and/or poor sight.

  

Painting and markings:

The paint scheme was a conservative choice; it is a faithful adaptation of the Bundeswehr’s NATO standard camouflage for the European theatre of operations that was introduced in the Eighties. It was adopted by many armies to confuse potential aggressors from the East, so that observers could not easily identify a vehicle and its nationality. It consists of a green base with red-brown and black blotches, in Germany it was executed with RAL tones, namely 6031 (Bronze Green), 8027 (Leather Brown) and 9021 (Tar Black). The pattern was standardized for each vehicle type and I stuck to the official Luchs pattern, trying to adapt it to the new/bigger turret. I used Revell acrylic paints, since the authentic RAL tones are readily available in this product range (namely the tones 06, 65 and 84). The big tires were painted with Revell 09 (Anthracite).

 

Next the model was treated with a highly thinned washing with black and red-brown acrylic paint, before decals were applied, taken from the OOB sheet and without unit markings, since the Diana would represent a test vehicle. After sealing them with a thin coat of clear varnish the model was furthermore treated with lightly dry-brushed Revell 45 and 75 to emphasize edges and surface details, and the separately painted hull equipment was mounted. The following step was a cloudy treatment with watercolors (from a typical school paintbox, it’s great stuff for weathering!), simulating dust residue all over the hull. After a final protective coat with matt acrylic varnish I finally added some mineral artist pigments to the lower hull areas and created mud crusts on the wheels through light wet varnish traces into which pigments were “dusted”.

  

Basically a simple project, but the complex Luchs kit with its zillion of wee bits and pieces took time and cost some nerves. However, the result looks pretty good, and the Stryker turret blends well into the overall package. Not certain how realistic the swap of the Luchs’ internal layout would have been, but I think that the turret moved to the rear makes more sense than the original forward position? After all, the model is supposed to be a prototype, so there’s certainly room for creative freedom. And in classic Bundeswehr colors, the whole thing even looks pretty convincing.

 

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.

 

I've been agonizing about posting one of these pics all week. Aaaarrrr, can easily be replaced by Aaaargh! If you knew what I had to do to make it come out even this well, you wouldn't believe it!

 

I've recently lost about 37 pounds. It was not an easy task and required me to use a lot of discipline to get there. Still being quite a ways from my goal, I had a choice of ordering a costume for my friends' vow renewal service in regular sizes or in plus sizes. Afraid that it would be much too small, as many made in China clothes are, I opted for the plus size. Well, the white chemise underneath was big enough to stuff an elephant in, while the outside, red overlay did fit, mostly because they went by sizes with measurements, (they were ordered separately) but because of the huge bulky white thingy, made me look like a pregnant rhinocerous.

 

Another problem was hair. Though I wear it long and that works well for the medieval theme, I wear bangs and don't pull it back, which hides numerous flaws, like the kind of jowl fullness a nearly 60 year old woman has, compounded by the lovely turkey waddle neck- a family trait. You could say the hair-do looked great, but did nothing for me, just like the costume that made me look as big as I was before I lost the weight, even AFTER I edited it to make myself look smaller! Not one of my favorite pics for that reason, but I like the aesthetics of it, anyway.

 

Since I will be doing these up for my friends, I needed something of myself to put in there, and the pics taken with the entire bridal party are horrendous, to say the least.

 

In any case, the little girl was adorable, and this gave me some more practice in salvaging horrible photos!

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.

Replace the original image with a better one I found the following year. Thanks to travelingwild for ID help and Tim for additional info.

 

kswildflower.org/details.php?flowerID=232

Aston Martin

 

The company was founded in 1913 by Robert Bamford and Lionel Martin as Bamford & Martin Ltd.

 

The Aston Martin name came into existence in 1914 following one of Lionel Martin’s successful runs at the Aston Hill Climb in Buckinghamshire, England.

 

1921-1926

Financial problems plagued the company over the next decade with the business forced to close in 1925 only to be rescued by a group of investors in 1926, forming Aston Martin Motors Ltd, and one year later the AM monogram was replaced with the iconic Aston Martin wings.

 

1947 saw the dawn of the ‘David Brown era’ as the business was acquired by the English industrialist.

 

Frequently acclaimed as the most beautiful car in the world, the Aston Martin DB5 entered production in 1963.

 

The following year saw the birth of a relationship that has left an indelible mark on popular culture, as the DB5 was chosen to be James Bond’s car of choice in the classic film ‘Goldfinger.’

  

Vehicle make: ASTON MARTIN

Date of first registration: April 1963

Year of manufacture: 1963

Cylinder capacity (cc): 3670 cc

CO₂Emissions: Not available

Fuel type: PETROL

Export marker: No

Vehicle status: Tax not due

Vehicle colour: SILVER

Vehicle type approval: Not available

Wheelplan: 2 AXLE RIGID BODY

Revenue weight: Not available

 

Aston Martin DB5

 

The Aston Martin DB5 is a British luxury grand tourer that was made by Aston Martin and designed by the Italian coachbuilder Carrozzeria Touring Superleggera. Released in 1963, it was an evolution of the final series of DB4. The DB series was named honouring Sir David Brown (the owner of Aston Martin from 1947 to 1972).

 

Although not the first in the DB series, the DB5 is famous for being the most recognised cinematic James Bond car, first appearing in the James Bond film Goldfinger (1964).

 

Design

The principal differences between the DB4 Series V and the DB5 are the all-aluminium engine, enlarged from 3.7 L to 4.0 L; a new robust ZF five-speed transmission (except for some of the very first DB5s); and three SU carburettors.

 

This engine, producing 282 bhp (210 kW), which propelled the car to 145 mph (233 km/h), available on the Vantage (high powered) version of the DB4 since March 1962, became the standard Aston Martin power unit with the launch in September 1963 of the DB5.

 

Standard equipment on the DB5 included reclining seats, wool pile carpets, electric windows, twin fuel tanks, chrome wire wheels, oil cooler, magnesium-alloy body built to superleggera patent technique, full leather trim in the cabin and even a fire extinguisher. All models have two doors and are of a 2+2 configuration.

Like the DB4, the DB5 used a live rear axle.

 

At the beginning, the original four-speed manual (with optional overdrive) was standard fitment, but it was soon dropped in favour of the ZF five-speed.

 

A three-speed Borg-Warner DG automatic transmission was available as well.

The automatic option was then changed to the Borg-Warner Model 8 shortly before the DB6 replaced the DB5.

 

Standard coupé:

* Engine: 3,995 cc (243.8 cu in) Inline-6

* Power: 282 bhp (210 kW) at 5,500 rpm (210) Net HP

* Torque: 288 lb·ft (390 N·m) at 3,850 rpm

* Weight: 1,502 kg (3,311 lb)

* Top Speed: 143 mph (230 km/h)[8]

* 0–60 mph (97 km/h) Acceleration: 8 s

 

James Bond's DB5

 

Two Aston Martin DB5s were built for production, one of which had no gadgets.

The Aston Martin DB5 is one of the most famous cars in the world thanks to Oscar-winning special effects expert John Stears, who created the deadly silver-birch DB5 for use by James Bond in Goldfinger (1964). Although Ian Fleming had placed Bond in a DB Mark III in the novel, the DB5 was the company's latest model when the film was being made.

 

The car used in the film was the original DB5 prototype, with another standard car used for stunts. To promote the film, the two DB5s were showcased at the 1964 New York World's Fair, and it was dubbed "the most famous car in the world",and subsequently sales of the car rose.[12] In January 2006, one of these was auctioned in Arizona; the same car was originally bought in 1970 from the owner, Sir Anthony Bamford, by a Tennessee museum owner.[13] A car, mainly used for promoting the movie, is now located in the Louwman Museum, Netherlands.

 

The first DB5 prototype used in Goldfinger with the chassis number DP/216/1 was later stripped of its weaponry and gadgetry by Aston Martin and then resold. It was then retrofitted by subsequent owners with nonoriginal weaponry. The Chassis DP/216/1 DB5 was stolen in 1997 from its last owner in Florida and is currently still missing.

Within the universe of James Bond, the same car (registration BMT 216A) was used again in the following film, Thunderball, a year later.

 

A different Aston Martin DB5 (registration BMT 214A) was used in the 1995 Bond film, GoldenEye, in the which the car is Bond's personal vehicle. Three different DB5s were used for filming. A variation of the registration number (BMT2144) was used on the BMW 750IL in Tomorrow Never Dies (1997) and was set to make a cameo appearance in the Scotland-set scenes in The World Is Not Enough (1999), but these were cut in the final edit. Yet another DB5 appeared in Casino Royale (2006), this one with Bahamian number plates and left-hand drive (where the previous British versions had been right-hand drive).

 

Another silver-birch DB5 with the original registration BMT 216A is used in the 23rd James Bond film, Skyfall, during the 50th anniversary of the release of the first James Bond film Dr. No.

 

In the film "M" (Judi Dench) describes the car as "not very comfortable". The DB5 is destroyed in the film's climactic finale. It is seen again in Spectre, firstly in Q's underground workshop in various stages of rebuild, and at the film's ending, fully rebuilt, with Bond driving away with it.

 

On 1 June 2010, RM Auctions announced the upcoming auction of a DB5 used in both Goldfinger and Thunderball. The owner (Jerry Lee, president/owner of WBEB Radio in Philadelphia, Pennsylvania) originally bought the car from the Aston Martin company in 1969. At the auction, the DB5 was sold for £2.6 million.

 

In popular culture

 

Although the DB5 is often credited as being the first car James Bond drives in the movies, it is in fact not. The first "Bond car" was a 1962 Sunbeam Alpine Series II used in the very first movie Dr. No. The DB5 is however unquestionably the most recognised cinematic James Bond car.

 

It was also used by actor Roger Moore, as he played a James Bond parody character in the film The Cannonball Run. Moore plays Seymour Goldfarb, Jr., a man who believes himself to be both Roger Moore and James Bond, who participates in a madcap, cross-country road race. The registration number BMT 216A, and the original bond car in its original dark red paintjob also appear in "The Noble Sportsman", a 1964 episode of "The Saint" TV series starring Roger Moore.

 

The 1983 reunion telefilm The Return of the Man from U.N.C.L.E.: The Fifteen Years Later Affair includes a brief cameo by George Lazenby as "JB", a white-tuxedoed British man shown driving an Aston Martin DB5, who assists Napoleon Soloduring a car chase. "It's just like On Her Majesty's Secret Service," enthuses a female character at the conclusion of the cameo. This special came out in 1983, the same year as Octopussy and Never Say Never Again.

 

It appears in several video games such as 007 Racing, Driver San Francisco (Deluxe Edition), James Bond 007: Agent Under Fire, From Russia with Love, and James Bond 007: Blood Stone. The From Russia with Love movie was released in 1963, one year before Goldfinger (in which the DB5 used the first time), but the video game used the car.

 

It appeared in animated form in James Bond Jr. in the very first episode "The Beginning". In the episode it was able to transform into a plane and could be driven by remote control. The car was destroyed in a plane crash and its remains recycled into a red sports car, which the PAL VHS cover identifies as the "Aston Martin Super".

A version of the car appeared in Grand Theft Auto: London 1969, being called a "James Bomb".

 

Leonardo DiCaprio was seen driving one in Catch Me If You Can, imitating Bond (even down to the suit) in Goldfinger.

In 2003, it appears in the action comedy film Charlie's Angels: Full Throttle, driven by Bernie Mac's character, Jimmy Bosley. It is only seen once in which Bosley is driving a witness, Max Petroni (portrayed by Shia LaBeouf) to his mother's house, to be safe from the O'Grady Crime Syndicate.

 

The 2004 French spy comedy film, called Double Zéro (directed by Gérard Pirès) also showed a DB5. It can be seen once in the film, when the two main characters go to meet the parody of Q.

 

In 2011, an Aston Martin DB5 appeared in heavily stylized form as "Finn McMissile", a British secret agent voiced by Michael Caine in the 2011 Pixar film Cars 2. The car character was a homage to the Bond DB5 although has also been known to bear resemblance to the Volvo P1800, as used by the fictional British secret agent Simon Templar in The Saint.

 

In 2013, Grand Theft Auto V featured a car called the "JB 700" that heavily alluded to being a DB5, or was based on the DB5; specifically the one used by James Bond. Need for Speed: Most Wanted released a DLC named "Movie Legends" that featured the car.

 

The music video for the Usher song Burn, features a DB5. The exact same car with the same registration number appears a number of times in the short lived TV series Fastlane, it later turned out to be fake.

 

In the 2015 TV series Thunderbirds Are Go a DB5 can be seen as Lady Penelope gets into Fab 1 in the first episode Ring Of Fire.

2014 Gore Aussie Muscle Mania Car Show (12-4-14)

 

GTR-XU1

 

Overview:

The Giant Killer GTR XU1 was the work of Harry Firth and the Holden engineers with parts availability and price in mind. The cost to do a home grown six cylinder with after market and factory bits was going to be about half the cost of going the American V8 way. What they achieved was an amazing little car that in 186 cid form with it's triple stromberg 150CD carbs and the twin branch headers had a claimed output of 160 bhp. The Aussie 4 speed (M21) which was special in it's design replaced the weaker Opel units, they were also given heavy duty radiators. After proving that it was a competitive race car the 186ci it was replaced by the newly developed 202ci and the carbs were increased in size to the 175CD's along with larger valves, ported head with combustion chamber modifacations, revised camshaft, roller rockers, lighter flywheel (approx 20 pounds) and larger exhaust system. That was where the XU1 was going to end for the XU2 V8 was well under way until it was terminated which forced Harry Firths team to produce the ultimate six cylinder Holden race car, these cars at Bathurst were putting out in excess of 240 bhp (twin throat webber carbs). Just 150 Bathurst Specials were built with random engine numbers from JP 386598 to JP 404176, the public were never told of these but were given to dealers to pass them on to the right type of person. The unmistakable signs of an original 1973 Bathurst Model are, extra stiffening down the centre tunnel and braces under the front guards, these bodies were intended for the V8 version, the XU-2.

 

The Reason:

The history of the GTR XU-1 really began with the GTS 350 Monaro. The Monaro, as good as it was, was going to be expensive to build into a good handling, braking and power-to-weight race car. It would also have to source it's parts from GM in America which would make things even more expensive and against GM company rules about racing so it was decided to build a home-grown light weight car that used easily acquired parts! This way it could be hidden as a sports alternative to the family cars. GM in America was dead against any involvment in racing and frowned on even the suggestion of a team to do this.

 

The Beginning of a legend:

The first car was built early 1970 and raced in the sports sedan class by Anthony (Tony) Roberts under the guise of the HDT with a 186ci engine it had a small chamber blueprinted 161ci head to increase compression, and had triple Stromberg carburettors. HDT (Holden Dealer Team) was a group of dealerships who banded together to race the cars that they sold in the showrooms. GM-H did not back racing officially but did decide to build a Torana and called it 'GTR XU-1' which they released to the public on 19th August 1970 so enough would sell to allow it race under the homolagation rules. The price for these cars was just A$3148 which made it an easily acquired race car for many privateers.

 

Racing begins:

 

The XU-1 was not an instant success on the track and a lot work went into the handling and steering of the early cars which had understeer. A balance between tyres, shocks and springs sorted this out without going beyond the rules. Harry Firth who was snapped up by HDT after working for the Ford racing team saw the Torana as a potent racing machine. He also saw a young man in a Monaro GTS 350 that could be moulded into a sensational driver, Peter Brock. Sandown saw the first race of the now named GTR XU-1 in the annual September 250 mile race, Ford also debuted it's new GT Falcon, so a lot of interest was developed in the meeting of these two brand new cars. The fastest XU-1 which was driven by Colin Bond was four seconds a lap slower than the fastest GT and could only manage 6th position on the grid. The Falcon's were dominating the race but one by one fell by the wayside with mostly engine failures and when the chequered flag dropped the XU-1 of Colin Bond finished in second place, one lap down from Alan Moffats Falcon and in front of Norm Beechey's Valiant Pacer with Peter Brock in fourth.

 

Bathurst 1970:

Bathurst 1970 saw 12 Torana XU-1's, 3 were from the HDT in which Colin Bond had one to himself, Peter Brock and Bob Morris paired in another plus the pairing of Women drivers Christine Cole(later Gibson) and Sandra Bennett. The other makes were represented well with 14 GT Falcons and 6 Valiant Pacers among others. Just before the race CAMS (Confederation

of Australian Motor Sport) allowed some adjustments to the XU-1 to help it become competitve. Some of these adjustments included a revised camshaft profile (specifications bottom of this page), new axle tube baffles, modified clutch & pressure plate, modified rear suspensionbump stops, front suspension alignment settings, baffling in the fuel tank, front guard lips were rolled to allow for wider front tires and wheel spacers.

Practice: The fastest Torana was the HDT car of Colin Bond with a best lap of 2:54s which put him in fourth spot on the grid with Alan Moffat taking pole some 5 seconds quicker. During the practice sessions many of the Falcons suffered engine problems and the Torana's were running reliably so the feeling was high that the Falcons could breakdown during the running and allow the reliable cars in!

Race day: And they're off with Bond in hot pursuit of Moffat up the hill, over the top and Bond is sitting on Moffat's exhaust, then down Conrod Straight where the big Falcon could stretch it's legs until the end where the big car took some stopping and Bond dived in front under brakes. Going along the front straight the crowd gave a huge cheer of approval to the little Torana, the dice between Bond and Moffat went on for 5 laps until Moffat regained the lead and wasn't headed. The Torana's with Bond and Brock were 2nd and 3rd for quite a while but eventually succumbed to mechanical problems and dashed any hope of a HDT Torana being on the Podium but the privateer entry of Don Holland took third outright and a class win. In fact five privately entered XU-1's were in the top ten, third, sixth, seventh, ninth, and tenth outright plus the HDT all women pairing of Cole/Bennett taking 13th outright, this showed that the six cylinder 186ci Torana was close to the 351ci Falcon's but needed a bit more work to become a superior package! It turned out that the mechanical problems with HDT cars were a manufacturer fault with the valves, this also affected some private entries as well.

 

Torana GTR XU-1 1971.

1971 was very successful for the XU-1 with successes in rallies, hill climbs, rally-cross and circuit races, it also became very popular with the privateers due to the competitiveness and the cost of maintaining it compared to the GTHO. This year saw the introduction of a Manufacturers Championship in which the first round was the Easter Bathurst meeting, Peter Brock took third place and Colin Bond fourth. The second round was at Warick Farm and this time Colin Bond won it from Peter Brock coming second.

Sandown 250: The third round saw the debut of the new Bathurst XU-1 at the Sandown 250, also on debut was the new Phase III GTHO Falcon. After the previous years engine failures, Ford had tested the 351 Cleveland extensively and claimed the power to be 300 bhp (224kW) but in race trim was around 380 bhp (284kW). In practice Moffat (pole 1m21.4s) was 1.9 seconds faster than Bond (3rd) and a huge 3.4 seconds faster than Brock. In the race though both Moffat and French had mechanical problems and Bond ran strongly to take the win and finished a tremendous 5 laps in front of second place Murray Carter (GTHO) with Tony Roberts 3rd (XU-1) and Bruce McPhee (XU-1) 4th.

Bathurst: This was not part of the Manufacturers Championship but was the next race and of course all eyes were on the 'Great Race'. Bathurst saw a new foe in the Valiant E38 harger with it's triple webbers on the Hemi 265 engine which produced 280 bhp (209kW) and until recently held the title as the fastest Australian production car in a straight line! But as fast as the Valiant was it was limited with only a 3-speed gearbox and unpower assisted brakes so the mountain was not very kind to this car. The Bathurst race wasn't kind on the HDT and saw Moffat on pole with 2m38.9s and the fastest XU-1 was Brocks car with a 2m46.3. Moffat led from flag to flag with Bond finishing 4th and Brock coming in 6th with some problems.

Phillip Island: The 500 km race at Phillip Island resumed the Manufacturers Championship and was just three weeks after the demoralising Bathurst race. The Big Falcons had big problems here, as they cooked and ripped there tyres up the Torana XU-1's of Bond and Brock did a 1-2 for the HDT with Doug Chivas well behind in his Valiant Charger. Even a privately entered Torana beat the 5th placed Moffat home!

Surfers Paradise: The Rothmans 250 was the final race to find honours in the Manufacturers Championship and Moffat took the win, with Brock in 3rd and Bond in 4th it was enough to win the title for GM-H.

 

1972 Bathurst

The next time on the podium was 1972 and it was Peter Brocks turn, he won convincingly in what was a tremendous battle against Alan Moffat who had won the previous two Bathursts. Brocky did the 500 mile race solo which started in the wet and with team mate Colin Bond crashing very early in the race the next hour was spent dicing with Moffat, up the hill the Torana would catch the Falcon and then down Conrod the Falcon would pull away, lap after lap until Moffat aquaplaned almost the same place Bond crashed and although Moffat got going again Brock was never going to be beaten. The Legend of the Bathurst Winning Torana had begun with the biggest legend in Australian motor sport although he was a junior at this stage with a third in a Monaro in 1969 previous. The 1973 Bathurst was the Torana's but for an error of judgment trying to stretch the fuel, while out in front Doug Chivas was asked to do another lap and while coming over the top of the hill the car started to cough until it ran out of fuel along Conrod Straight. He coasted all the way and when in the pit entry tried a clutch start but all this did was to take any momentum the Torana had away and without the rest of team being allowed to help him until the car actually entered there designated pit area they stood, watched and yelled encouragement while Chivas (not a large person by any means), pushed the wide tyred Torana up the hill in the pits. Brocky put up an almighty fight but it wasn't enough and the rest is history.

(Ref: holden.itgo.com/gtrxu1.html)

Brockdish is one of three parish churches within about a mile that can be seen from the A143, but only the top of the tower is visible when heading north, and only fleetingly. THe only other clue is the truncated Church Lane which cuts across the main road, the name of which indicates the nearby church.

 

I came here at about eleven in the morning, having visited Oulton in Suffolk earlier, and wasn't expecting to find it open to be honest. But I heard the bells being rung, or at least pealing in intermittent intervals, the reason being some people were being given lessons.

 

Three cars were parked in the lane beside the church, which you reach by traveling up a green lane north out of the village before taking the track to the church.

 

The door to the tower, where the bellringers were being taught was ajar, and I could have gone up, but instead I go to the porch to try the door, and finding it open, I go inside lest someone comes and closes it.

 

Soon I am joined inside by the warden who is surprised, but pleased, to find a visitor: she is there to make teas for the ringers, and would I like one?

 

My breath had already been taken away by the tiles in the chancel, which are of exceptional quality. Tiles are something easily overlooked, and indeed many were clearly bought from catalogues, and so many are similar, but when more attention to detail was given, when extra quality was installed, it shines through.

 

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When I first visited this church in 2005, it was with something of a sinking heart to arrive at the third church in a row that was locked without a keyholder notice. Today, nothing could be further from the truth. In the south porch there is a large notice now which reads Come in and enjoy your church! Fabulous stuff.

The trim graveyard includes some substantial memorials to the Kay family, including one massive structure with an angel under a spire which would not look out of place opposite the Royal Albert Hall. No expense was spared by the Victorians here at Brockdish. The rebuilding was paid for by the Rector, George France, who also advised architect Frederick Marable on exactly what form this vision of the medieval should take. The tower above is curiously un-East Anglian, looking rather unusual surrounded by Norfolk fields. All around the building headstops are splendid, and fine details like faux-consecration crosses on the porch show that France was generally a man who knew what a medieval church should look like.

 

It will not surprise you to learn that St Peter and St Paul is similarly grand on the inside, if a touch severe. France actually devised a church much more Anglo-catholic than we find it today; it was toned down by the militantly low church Kay family later in the century. They took down the rood and replaced it with a simple cross, painting out the figures on the rood screen as well. When I first visited, the very helpful churchwarden who'd opened up for me observed that Brockdish is the only church in Norfolk that has stained glass in every window, which isn't strictly true (Harleston, three miles away, has as well) but we can be thankful that, thanks to the Reverend France's fortunes, it is of a very good quality. The glass seems to have been an ongoing project, because some of it dates from the 1920s. In keeping with low church tradition, the glass depicts mainly Biblical scenes and sayings of Christ rather than Saints, apart from the church's two patron Saints in the east window of the chancel. There are also some roundels in the east window of the south aisle, which appear to be of continental glass. They depict the Adoration of the Magi, the deposition of Christ, what appears to be Paharoah's daughter with the infant Moses, and the heads of St Matthias, St John the Evangelist, and Christ with a Crown of Thorns. However, I suspect that at least some of them are the work of the King workshop of Norwich, and that only the Deposition and the Old Testament scene are genuinely old.

 

If this is rather a gloomy church on a dark day, it is because of the glass in the south clerestory, a surprisingly un-medieval detail - the whole point of a clerestory was to let light reach the rood. The glass here is partly heraldic, partly symbolic. The stalls in the chancel are another faux-medieval detail - there was never a college of Priests here - but they looked suspiciously as if they might contain old bench ends within the woodwork. Not all is false, because the chancel also contains an unusual survival from the earlier church, a tombchest which may have been intended as an Easter Sepulchre.

 

Above all, the atmosphere is at once homely and devotional, not least because of the exceptional quality of the tiled sanctuary, an increasingly rare beast because they were so often removed in the 1960s and 1970s, when Victorian interiors were unfashionable. Brockdish's is spectacular, a splendid example that has caught the attention of 19th century tile enthusiasts and experts nationally.

 

Also tiled is the area beneath the tower, which France had reordered as a baptistery. The font has recently been moved back into the body of the church; presumably, whoever supplies the church's liability insurance had doubts about godparents standing with their backs to the steps down into the nave.

I liked Brockdish church a lot; I don't suppose it gets a lot of visitors, but it is a fine example of what the Victorians did right.

 

Simon Knott, June 2005, revisited and updated July 2010

 

www.norfolkchurches.co.uk/brockdish/brockdish.htm

 

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Is the next adjoining town eastward, through which the great road passes to Yarmouth; on the left hand of which, stands the church, on a hill by itself, there being no house near it but the parsonage, which joins to the east side of the churchyard. The advowson always belonged to the Earl's manor here, with which it now continues.

 

In Norwich Domesday we read, that the rector had a house and 30 acres of land, that it was then valued at 15 marks, and paid as it now doth for synodals 1s. 9d. procurations 6s. 8d. and 12d. Peter-pence. It stands in the King's Books thus:

 

10l. Brokedish rectory. 1l. yearly tenths.

 

And consequently pays first-fruits, and is incapable of augmentation. The church stands included in the glebe, which is much the same in quantity as it was when the aforesaid survey was taken. It is in Norfolk archdeaconry, Redenhall deanery, and Duke of Norfolk's liberty, though he hath no lete, warren, paramountship, or superiour jurisdiction at all in this town, the whole being sold by the family along with the manors of the town.

 

In 1603, there were 103 communicants here, and now there are 50 families, and about 300 inhabitants; it was laid to the ancient tenths at 4l. but had a constant deduction of 14s. on account of lands belonging to the religious, so that the certain payment to each tenth, was 3l. 6s.

 

The Prior of St. Faith at Horsham owned lands here, which were taxed at 2s. 6d. in 1428.

 

The Prior of Thetford monks had lands here of the gift of Richard de Cadomo or Caam, (fn. 1) who gave them his land in Brokedis, and a wood sufficient to maintain 20 swine, in the time of King Henry I. when William Bigot, sewer to that King, gave to this priory all the land of Sileham, which from those monks is now called Monks-hall manor, and the water-mill there; all which Herbert Bishop of Norwich conveyed to his father, in exchange for other lands, he being to hold it in as ample a manner as ever Herbert the chaplain did; and in Ric. the Second's time, the monks bought a piece of marsh ground in Brokedis, to make a way to their mill, which being not contained in the grant of Monks-hall manor from Hen. VIII. to the Duke of Norfolk, William Grice, Esq. and Charles Newcomen, who had a grant of such lands as they could find concealed from the Crown, seized on this as such; and upon their so doing, the owner of the mill was obliged to purchase it of them, by the name of Thetford-Mill-Way, and it hath ever since belonged to, and is constantly repaired by the owner thereof.

 

Rectors of Brockidish.

 

12 - - Robert

 

12 - - Sir Ralf de Creping, rector.

 

1313, Sir Stephen Bygod. The King, for this turn.

 

1324, Nic. le Mareschal. Tho. Earl of Norfolk and Marshal.

 

1326, Mathew Paumer, or Palmer. Ditto. He changed for Canefield-Parva in London diocese with

 

Master Robert de Hales. Ditto.

 

1333, John de Melburn. Ditto.

 

1355, Roger de Wombwell. Lady Eleanor and Thomas de Wingfield, attorneys to Sir John Wingfield, Knt.

 

1356, John Knyght of Exeter. Mary Countess-Marshal, widow of Tho. de Brotherton, who recovered the advowson by the King's writ, against Sir J. Wingfield, Knt. and Thomas his brother, William de Lampet and Alice his wife, and Catherine her sister, and so Wombwell was ejected.

 

1357, John de Esterford. Mary Countess-Marshal. He resigned in

 

1367, to John son of Catherine de Frenge, and he in

 

1368, to John Syward. Sir Walter Lord Manney.

 

1382, John de Balsham, who changed for Stowe St. Michael in Exeter diocese, with

 

Bartholomew Porter. Margaret Marshal, Countess of Norfolk.

 

1405, Sir John Dalyngho of Redcnhall. Eliz. Dutchess of Norf. in right of her dower.

 

1417, he exchanged with Thomes Barry, priest, for the vicarage of Berkyng church in London. John Lancaster, Ric. Sterisacre, and Rob. Southwell, attorneys to John Duke of Norfolk, EarlMarshal and Notyngham, who was beyond the seas. Barry resigned in

 

1422, to Sir Thomas Briggs, priest, who died rector. Ditto.

 

1454, Sir Hen. White, priest. John Duke of Norf. Earl-Marshal and Notingham, Marshal of England, Lord Mowbray, Segrave, and Gower. He resigned in

 

1455, to Sir Thomas Holm, priest. Ditto. And he in

 

1478, to John Nun. The King, as guardian to Richard Duke of York and Norfolk, and Lady Ann his wife, daughter and heir of John late Duke of Norfolk.

 

1491, John Mene; he had a union to hold another benefice.

 

1497, John Rogers, A. M. Eliz. Dutchess of Norfolk. He resigned in

 

1498, to Sir John Fisk, priest, chaplain to the Dutchess. Ditto. At whose death in

 

1511, Sir Robert Gyrlyng, chaplain to Thomas Earl of Surrey, had it of that Earl's gift: he was succeeded by

 

Sir William Flatberry, chaplain to Thomas Duke of Norfolk, who presented him; he resigned in

 

1540, to Sir Nic. Stanton, chaplain to his patron, Tho. Duke of Norf. Lord Treasurer and Earl-Marshal, and was succeeded by

 

William Hide, priest. Ditto. He resigned, and the Duke presented it in

 

1561, to Sir John Inman, priest, who was buried here Aug. 1, 1586.

 

1586, Aug. 4, Master Richard Gibson was instituted, who was buried Oct. 1, 1625; he was presented by Robert Nichols of Cambridge, by purchase of the turn from William le Grice, Gent. and Hester le Grice, wife of Charles le Grice, Gent. true patrons.

 

1625, William Owles, who held it united to Billingford. John Knapp of Brockdish, by grant of this turn. He was succeeded in

 

1645, by Brian Witherel, and he by

 

Mr. James Aldrich, who died rector Nov. 10, 1657, from which time somebody held it without institution, till the Restoration, and then receded, for in

 

1663, May 14, Sir Augustine Palgrave, patron of this turn, in right of Catherine his wife, presented George Fish, on the cession of the last incumbent; he was buried here Oct. 29, 1686.

 

1686, Thomas Palgrave, A.M. buried here March 24, 1724. Fran. Laurence, Gent.

 

1724, Abel Hodges, A.B. he held it united to Tharston, and died in 1729. Richard Meen, apothecary, for this turn.

 

1729, Richard Clark, LL. B. was instituted Dec. 3, and died about six weeks after. Mrs. Ellen Laurence of Castleacre, widow.

 

1730, Alan Fisher. Ditto. He resigned in

 

1738, and was succeeded by Robert Laurence, A. B. of Caius college, who lies buried at the south-east corner of the chancel, and was succeeded in

 

1739, by Francis Blomefield, clerk, the present rector, who holds it united to Fresfield rectory, being presented by Mrs. Ellen Laurence aforesaid.

 

The church is dedicated to the honour of the apostles St. Peter and Paul, and hath a square tower about 16 yards high, part of which was rebuilt with brick in 1714; there are five bells; the third, which is said to have been brought from Pulham in exchange, hath this on it;

 

Sancta Maria ora pro nobis.

 

and on the fourth is this,

 

Uirgo Coronata duc nos ad Regna beata.

 

The nave, chancel, and south isle are leaded, the south porch tiled, and the north porch is ruinated. The roof of this chancel is remarkable for its principals, which are whole trees without any joint, from side to side, and bent in such a rising manner, as to be agreeable to the roof. The chancel is 30 feet long and 20 broad, the nave is 54 feet long and 32 broad, and the south isle is of the same length, and 10 feet broad.

 

At the west end of the nave is a black marble thus inscribed,

 

Here lyeth buried the Body of Richard Wythe Gent. who departed this Life the 6 of Sept. 1671, who lived 64 Years and 4 Months and 9 Days.

 

This family have resided here till lately, ever since Edw. the Third's time, and had a considerable estate here, and the adjacent villages. See their arms, vol. iv. p. 135.

 

Another marble near the desk hath this,

 

Near this Place lays Elizabeth Wife of John Moulton Gent. who died Oct. 31, 1716, aged 32 Years. And here lieth Mary the late Wife of John Moulton, who died March 20, 1717, aged 27 Years. And also here lyeth the Body of John Moulton Gent. who died June 12, 1718, aged 38 Years.

 

Moulton's arms and crest as at vol. iv. p. 501.

 

In a north window are the arms of De la Pole quartering Wingfield.

 

In 1465, Jeffry Wurliche of Brockdish was buried here, and in 1469 John Wurliche was interred in the nave, and left a legacy to pave the bottom of the steeple. In 1518, Henry Bokenham of Brockdish was buried in the church, as were many of the Spaldings, (fn. 2) Withes, Howards, Grices, Tendrings, and Laurences; who were all considerable owners and families of distinction in this town.

 

The chapel at the east end of the south isle was made by Sir Ralf Tendring of Brockdish, Knt. whose arms remain in its east window at this day, once with, and once without, a crescent az. on the fess, viz. az. a fess between two chevrons arg.

 

His altar monument stands against the east wall, north and south, and hath a sort of cupola over it, with a holy-water stope by it, and a pedestal for the image of the saint to which it was dedicated, to stand on, so that it served both for a tomb and an altar; the brass plates of arms and circumscription are lost.

 

On the north side, between the chapel and nave, stands another altar tomb, covered with a most curious marble disrobed of many brass plates of arms and its circumscription, as are several other stones in the nave, isle, and chancel. This is the tomb of John Tendring of Brockdish-hall, Esq. who lived there in 1403, and died in 1436, leaving five daughters his heirs, so that he was the last male of this branch of the Tendrings. Cecily his wife is buried by him.

 

On the east chancel wall, on the south side of the altar, is a white marble monument with this,

 

Obdormit hìc in Domino, lætam in Christo expectans Resurrectionem, Robertus, Roberti Laurence, ac Annæ Uxoris ejus, Filius, hujusce Ecclesiæ de Brockdish in Comitatû Norfolciensi Rector, ejusdem Villæ Dominus, ac Ecclesiæ Patronus, jure hereditario (si vixîsset) Futurus; Sed ah! Fato nimium immaturo abreptus; Cœlestia per Salvatoris merita sperans, Terrestria omnia, Juvenis reliquit. Dec. 31°. Anno æræ Christianæ mdccxxxixo. Ætatis xxvo. Maria, unica Soror et Hæres, Roberti Frankling Generosi Uxor, Fraterni Amoris hoc Testimonium animo grato, Memoriæ Sacrum posuit.

 

1. Laurence, arg. a cross raguled gul. on a chief gul. a lion passant guardant or.

 

2. Aslack, sab. a chevron erm. between three catherine-wheels arg.

 

3. Lany, arg. on a bend between two de-lises gul. a mullet of the field for difference.

 

4. Cooke, or, on a chevron ingrailed gul. a crescent of the field for difference, between three cinquefoils az. on a chief of the second, a lion passant guardant of the first.

 

5. Bohun, gul. a crescent erm. in an orle of martlets or.

 

6. Bardolf, az. three cinquefoils or.

 

7. Ramsey, gul. a chevron between three rams heads caboshed arg.

 

8. as 1.

 

Crest, a griffin seiant proper.

 

Motto, Floreat ut Laurus.

 

On a flat stone under this monument, is a brass plate thus inscribed,

 

Sacrum hoc Memoriæ Roberti Laurence Armigeri, qui obijt xxviijo die Julij 1637, Elizabeth Uxor ejus, Filia Aslak Lany Armigeri posuit.

 

Arms on a brass plate are,

 

Lawrence impaling Lany and his quarterings, viz. 1, Lany. 2, Aslack. 3, Cooke. 4, Bohun. 5, nine de-lises, 3, 3, and 3. 6, Bardolf. 7, Charles. 8, on a chevron three de-lises. 9, Ramsey. 10, Tendring. 11, on a fess two coronets. 12, Wachesam, arg. a fess, in chief two crescents gul. 13, a lion rampant. 14, Lany.

 

There is a picture of this Robert drawn in 1629, æt. 36. He built the hall in 1634; it stands near half a mile north-east of the church, and was placed near the old site of Brockdishe's-hall; the seat of the Tendrings, whose arms, taken out of the old hall when this was built, were fixed in the windows. The arms of this man and his wife, and several of their quarterings, are carved on the wainscot in the rooms.

 

On the south side of the churchyard is an altar tomb covered with a black marble, with the crest and arms of

 

Sayer, or Sawyer, gul. a chief erm. and a chevron between three seamews proper.

 

Crest, a hand holding a dragon's head erased proper.

 

To the Memory of Frances late the wife of Richard Tubby Esq. who departed this Life Dec. 22, 1728, in the 60th Year of her Age.

 

And adjoining is another altar tomb,

 

In Memory of Richard Tubby Esq. (fn. 3) who died Dec. 10th. 1741, in the 80th Year of his Age.

 

There are two other altar tombs in the churchyard, one for Mr. Rich. Chatton, and another for Eliz. daughter of Robert and Eliz. Harper, who died in 1719, aged 8 years.

 

The town takes its name from its situation on the Waveney or Wagheneye, which divides this county from that of Suffolk; the channel of which is now deep and broad, though nothing to what it was at that time, as is evident from the names of places upon this river, as the opposite vill, now called Sileham, (oftentimes wrote Sayl-holm, even to Edw. the Third's time) shows; for I make no doubt, but it was then navigable for large boats and barges to sail up hither, and continued so, till the sea by retiring at Yarmouth, and its course being stopt near Lowestoft, had not that influence on the river so far up, as it had before; which occasioned the water to retire, and leave much land dry on either side of the channel; though it is so good a stream, that it might with ease, even now, be made navigable hither; and it would be a good work, and very advantageous to all the adjacent country. That [Brod-dic] signifies no more than the broad-ditch, is very plain, and that the termination of ò, eau, or water, added to it, makes it the broad ditch of water, is as evident.

 

Before the Confessor's time, this town was in two parts; Bishop Stigand owned one, and the Abbot of Bury the other; the former afterwards was called the Earl's Manor, from the Earls of Norfolk; and the other Brockdishe's-hall, from its ancient lords, who were sirnamed from the town.

 

The superiour jurisdiction, lete, and all royalties, belonged to the Earl's manor, which was always held of the hundred of Earsham, except that part of it which belonged to Bury abbey, and that belonged to the lords of Brockdishe's-hall; but when the Earl's manor was sold by the Duke of Norfolk, with all royalties of gaming, fishing, &c. together with the letes, view of frankpledge, &c. free and exempt from his hundred of Earsham, and the two manors became joined as they now are, the whole centered in the lord of the town, who hath now the sole jurisdiction with the lete, belonging to it; and the whole parish being freehold, on every death or alienation, the new tenant pays a relief of a year's freehold rent, added to the current year: The annual free-rent, without such reliefs, amounting to above 3l. per annum. At the Conqueror's survey the town was seven furlongs long, and five furlongs and four perches broad, and paid 6d. to the geld or tax. At the Confessor's survey, there were 28 freemen here, six of which held half a carucate of land of Bishop Stigand, and the others held 143 acres under the Abbot of Bury, and the Abbot held the whole of Stigand, without whose consent the freemen could neither give away, nor sell their land, but were obliged to pay him 40s. a year free-rent; (fn. 4) and if they omitted paying at the year's end, they forfeited their lands, or paid their rent double; but in the Conqueror's time they paid 16l. per annum by tale. There were two socmen with a carucate of land, two villeins and two bordars here, which were given to Bury abbey along with the adjacent manor of Thorp-Abbots, but were after severed from that manor, and infeoffed by the Abbot of Bury in the lord of Brockdishe's-hall manor, with which it passed ever after. (fn. 5)

 

Brockdish-Earl's Manor, or Brockdish Comitis.

 

This manor always attended the manor of Forncet after it was granted from the Crown to the Bygods, along with the half hundred of Earsham, for which reason I shall refer you to my account of that manor at p. 223, 4. It was mostly part of the dower of the ladies of the several noble families that it passed through, and the living was generally given to their domestick chaplains. In 3 Edward I. the Abbot of Bury tried an action with Roger Bigod, then lord and patron, for the patronage; (fn. 6) pleading that a part of the town belonged to his house, and though they had infeoffed their manor here in the family of the Brockdishes, yet the right in the advowson remained in him; but it appearing that the advowson never belonged to the Abbot's manor, before the feofment was made, but that it wholly was appendant ever since the Confessor's time, to the Earl's manor, the Abbot was cast: notwithstanding which in 1335, Sir John Wingfield, Knt. and Thomas his brother, William de Lampet and Alice his wife, and Catherine her sister, owners of Brockdishe's manor, revived the claim to the advowson; and Thomas de Wingfield, and lady Eleanor wife of Sir John Wingfield, presented here, and put up their arms in the church windows, as patrons, which still remain; but Mary Countess Marshal, who then held this manor in dower, brought her quare impedit, and ejected their clerk; since which time, it constantly attended this manor, being always appendant thereto. In 15 Edw. I. Roger Bigot, then lord, had free-warren in all this town, as belonging to this manor, having not only all the royalties of the town, but also the assise of bread and ale, and amerciaments of all the tenants of his own manor, and of the tenants of Reginald de Brockdish, who were all obliged to do suit once a year at the Earl's view of frankpledge and lete in Brockdish; and it continued in the Norfolk family till 1570, and then Thomas Howard Duke of Norfolk, obtained license from Queen Elizabeth to sell it; it being held in capite or in chief of the Crown, as part of the barony and honour of the said Duke, who accordingly sold the manor, advowson, free-fishery, and all the place or manor-house, and demean lands; together with the lete, view of frankpledge, liberty of free warren, and all other royalties whatsoever, free and exempt from any jurisdiction or payment to his half hundred of Earsham, to

 

Charles le Grice, Esq. of Brockdish, and his heirs, who was descended from Sir Rorert le Grys of Langley in Norfolk, Knt. equerry to Ric. I. and Oliva his wife, whose son, Sir Simon le Grys, Knt. of Thurveton, was alive in 1238, and married Agnes daughter and coheir to Augustine son of Richard de Waxtenesham or Waxham, of Waxham in Norfolk, by whom he had Roger le Grys of Thurton, Esq. who lived in the time of Edward I. whose son Thomas le Grice of Thurton, had Roger le Grice of Brockdish, who lived here in 1392; whose son Thomas left John le Grice his eldest son and heir, who married a Bateman, and lies buried in St. John Baptist's church in Norwich; (see vol. iv. p. 127;) but having no male issue, William le Grice of Brockdish, Esq. son of Robert le Grice of Brockdish, his uncle, inherited; he married Sibill, daughter and sole heir of Edmund Singleton of Wingfield in Suffolk, and had

 

Anthony le Grice of Brockdish, Esq. (fn. 7) who married Margaret, daughter of John Wingfield, Esq. of Dunham, who lived in the place, and died there in 1553, and lies buried in the church, by whom his wife also was interred in 1562. His brother Gilbert Grice of Yarmouth, Gent. (fn. 8) first agreed with the Duke for Brockdish, but died before it was completed; so that Anthony, who was bound with him for performance of the covenants, went on with the purchase for his son,

 

Charles le Grice aforesaid, (fn. 9) to whom it was conveyed: he married two wives; the first was Susan, daughter and heir of Andrew Manfield, Gent. and Jane his wife, who was buried here in 1564; the second was Hester, daughter of Sir George Blagge, Knt. who held the manor for life; and from these two wives descended the numerous branches of the Grices of Brockdish, Norwich, Wakefield in Yorkshire, &c. He was buried in this church April 12, 1575, and was found to hold his manor of the hundred of Earsham, in free soccage, without any rent or service, and not in capite; and Brockdishe's-hall manor of the King, as of his barony of Bury St. Edmund in Suffolk, which lately belonged to the abbey there, in free soccage, without any rent or service, and not in capite, and

 

William le Grice, Esq. was his eldest son and heir, who at the death of his mother-in-law, was possessed of the whole estate; for in 1585, William Howard, then lord of Brockdishe's-hall manor, agreed and sold it to this William, and Henry le Grice his brother, and their heirs; but Howard dying the next year, the purchase was not completed till 1598, when Edw. Coppledick, Gent. and other trustees, brought a writ of entry against John son of the said William Howard, Gent. and had it settled absolutely in the Grices, from which time the two manors have continued joined as they are at this day; by Alice, daughter and heiress of Mr. Eyre of Yarmouth; he left

 

Francis le Grice, Esq. his son and heir, who sold the whole estate, manors, and advowson, to

 

Robert Laurence of Brockdish, Esq. (fn. 10) who married Elizabeth, daughter of Richard, son of Edmund Anguish of Great-Melton, by whom he had

 

Robert Laurence, Esq. his son and heir, who married Elizabeth, daughter of Aslack Lany, who survived him, and remarried in 1640, to Richard Smith, Gent. by whom she had one child, Eliz. buried here in 1641: he died July 24, 1637, and lies buried by the altar as aforesaid: he built the present hall, and had divers children, as Aslak Laurence, Robert, born in 1633, buried in 1635, Samuel Laurence, born in 1635, Ellen, born in 1635, Elizabeth, who married William Reynolds of Great-Massingham, Gent. and

 

Francis Laurence of Brockdish, Esq. his eldest son and heir, who married Ellen, daughter of Thomas Patrick of Castle-acre, Gent. widow of Mathew Halcote of Litcham, Gent. who survived him, and held Brockdish in jointure to her death, which happened Jan. 6, 1741, when she was buried in the nave of Litcham church: they had Frances, and Elizabeth, who died infants; Mary, who died single about 1736, and was buried in the vestry belonging to Castleacre church; Jane, married to Mr. Thomas Shin of Great Dunham, by whom a Thomas, a son, &c. she being dead; Ellen, now widow of Thomas Young of Oxboro, Gent. who died Oct. 1743, leaving issue, the Rev. Mr. Thomas-Patrick Young of Caius college in Cambridge, Benjamin and Mary, and

 

Samuel Lawrence, Gent. their second son, is now alive and single; and

 

Robert Lawrence, Esq. their eldest son and heir, is long since dead, but by Anne daughter of John Meriton, late rector of Oxburgh, his wife, he left one son,

 

Robert Laurence, late rector of Brockdish, who died single, and

 

Mrs. Mary Laurence, his only sister, who is now living, and married to Robert Frankling, Gent. of Lynn in Norfolk, is the present lord in her right, but they have no issue.

 

Brockdishe's-Hall Manor,

 

Belonged to Bury abbey as aforesaid, till the time of Henry I. and then the Abbot infeoffed

 

Sir Stephen de Brockdish in it, from whom it took its present name; he was to hold it at the 4th part of a knight's fee of that abbey: it contained a capital messuage or manor-house, called now Brockdishe's-hall; 105 acres of land in demean, 12 acres of wood, 8 of meadow, and 4l. 13s. 10d. rents of assise; he left it to

 

Jeffery de Brockdish his son, and he to

 

William, his son and heir, who in 1267, by the name of William de Hallehe de Brokedis, or Will. of Brockdish-hall, was found to owe suit and service once in a year with all his tenants, to the lete of the Earl of Norfolk, held here. He left this manor, and the greatest part of his estate in Norwich-Carleton (which he had with Alice Curson his wife) to

 

Thomas, his son and heir, and the rest of it to Nigel de Brockdish, his younger son; (see p. 102;) Thomas left it to

 

Reginald, his eldest son and heir, and he to

 

Sir Stephen de Brockdish, Knt. his son and heir, who was capital bailiff of all the Earl of Norfolk's manors in this county; he was lord about 1329, being succeeded by his son,

 

Stephen, who by Mary Wingfield his wife, had

 

Reginald de Brockdish, his son and heir, (fn. 11) to whom he gave Brockdish-hall manor in Burston, (see vol. i. p. 127, vol. ii. p. 506,) but he dying before his father, was never lord here; his two daughters and heiresses inheriting at his father's death, viz.

 

Alice, married to William de Lampet about 1355, and Catherine some time after, to William son of John de Herdeshull, lord of North Kellesey and Saleby in Lincolnshire, who inherited each a moiety, according to the settlement made by their grandfather, who infeoffed Sir John de Wingfield, Knt. and Eleanor his wife, and Thomas his brother, in trust for them; (fn. 12) soon after, one moiety was settled on Robert Mortimer and Catherine his wife, by John Hemenhale, clerk, and John de Lantony, their trustees; and not long after the whole was united, and belonged to

 

Sir William Tendring of Stokeneyland, Knt. and Margaret his wife, daughter and coheir of Sir Will. Kerdeston of Claxton in Norfolk, Knt. who were succeeded by their son and heir

 

Sir John Tendring of Stokeneyland, Knt. who jointly with Agnes his wife, settled it on

 

Sir Ralf Tendring of Brockdish, Knt. one of their younger sons, who built the old hall (which was pulled down by Robert Lawrence, Esq. when he erected the present house) and the south isle chapel, in which he and Alice his wife are interred; his son,

 

John Tendring of Brockdish, Esq. who was lord here and of Westhall in Colney, (see p. 5,) and was buried in the said chapel, with Cecily his wife, died in 1436, and left five daughrers, coheiresses, viz.

 

Cecily, married to Robert Ashfield of Stowlangetot in Suffolk, Esq.

 

Elizabeth, to Simeon Fincham of Fincham in Norfolk, Esq.

 

Alice, to Robert Morton.

 

Joan, to Henry Hall of Helwinton.

 

Anne, to John Braham of Colney.

 

Who joined and levied a fine and sold it to

 

Thomas Fastolff, Esq. and his heirs; and the year following, they conveyed all their lands, &c. in Wigenhall, Tilney, and Islington, to

 

Sir John Howard, Knt. and his heirs; and vested them in his trustees, who, the year following, purchased the manor of Fastolff to himself and heirs; this Sir John left Brockdish to a younger son,

 

Robert Howard, Esq. who settled here, and by Isabel his wife had

 

William Howard of Brockdish, Esq. who was lord in 1469; he had two wives, Alice and Margaret, from whom came a very numerous issue, but

 

Robert, his son and heir, had this manor, who by Joan his wife had

 

William Howard, his eldest son and heir, who died in 1566, seized of many lands in Cratfield, Huntingfield, Ubbeston, and Bradfield in Suffolk; and of many lands and tenements here, and in Sileham, &c. having sold this manor the year before his death, to the Grices as aforesaid; but upon the sale, he reserved, all other his estate in Brockdish, in which he dwelt, called Howard's Place, situate on the south side of the entrance of Brockdish-street; which house and farm went to

 

John Howard, his son and heir, the issue of whose three daughters, Grace, Margaret, and Elizabeth, failing, it reverted to

 

Mathew, son of William Howard, second brother to the said John Howard their father, whose second son,

 

Mathew Howard, afterwards owned it; and in 1711, it was owned by a Mathew Howard, and now by

 

Mr. Bucknall Howard of London, his kinsman (as I am informed.)

 

The site and demeans of the Earl's manor, now called the place, was sold from the manor by the Grices some time since, and after belonged to Sir Isaac Pennington, alderman of London, (see vol. i. p. 159,) and one of those who sat in judgment on the royal martyr, for which his estate was forfeited at the Restoration, and was given by Car. II. to the Duke of Grafton; and his Grace the present Duke of Grafton, now owns it.

 

the benefactions to this parish are,

 

One close called Algorshegge, containing three acres, (fn. 13) and a grove and dove-house formerly built thereon containing about one acre, at the east end thereof; the whole abutting on the King's highway north, and the glebe of Brockdish rectory west: and one tenement abutting on Brockdish-street south, called Seriches, (fn. 14) with a yard on the north side thereof, were given by John Bakon the younger, of Brockdish, son of John Bakon the elder, of Thorp-Abbots; the clear profits to go yearly to pay the tenths and fifteenths for the parish of Brockdish when laid, and when they are not laid, to repair and adorn the parish church there for ever: his will is proved in 1433. There are always to be 12 feoffees, of such as dwell, or are owners in the parish, and when the majority of them are dead, the survivors are to fill up the vacancies.

 

In 1590, 1 Jan. John Howard, Gent. John Wythe, Gent. William Crickmere and Daniel Spalding, yeomen, officers of Brockdish, with a legacy left to their parish in 1572, by John Sherwood, late of Brokdish, deceased, purchased of John Thruston of Hoxne, Gent. John Thruston his nephew, Thomas Barker, and the inhabitants of Hoxne in Suffolk, one annuity or clear yearly rent-charge of 6s. 8d. issuing out of six acres of land and pasture in Hoxne, in a close called Calston's-close, one head abutting on a way leading from Heckfield-Green to Moles-Cross, towards the east; to the only use and behoof of the poor of Brockdish, to be paid on the first of November in Hoxne church-porch, between 12 and 4 in the afternoon of the same day, with power to distrain and enter immediately for non-payment; the said six acres are warranted to be freehold, and clear of all incumbrances, except another rentcharge of 13s. 4d. granted to Hoxne poor, to be paid at the same day and place

 

In 1592, John Howard of Brockdish sold to the inhabitants there, a cottage called Laune's, lying between the glebes on all parts; this hath been dilapidated many years, but the site still belongs to the parish.

 

From the old Town Book.

 

1553, 1st Queen Mary, paid for a book called a manuel 2s. 6d.; for two days making the altar and the holy-water stope, and for a lock for the font. 1554, paid for the rood 9d. 1555, paid for painting the rood-loft 14d. At the visitation of my Lord Legate 16d. To the organs maker 4d. and for the chalice 26s. 1557, paid for carriage of the Bible to Bocnam 12d. for deliverance of the small books at Harlstone 15d.; the English Bibles and all religious Protestant tracts usually at this time left in the churches for the information and instruction of the common people, being now called in by the Papist Queen. Paid for two images making 5s.; for painting them 16d. for irons for them 8d. But in 1558, as soon as Queen Elizabeth ascended the throne, all these Popish, images, &c. were removed out of the church. Paid for sinking the altar 4d.; carrying out the altar 5d.; mending the communion table 3d.; 1561, paid for the X. Commandments 18d.; for pulling down the rood-loft 14d.; paid Roger Colby repairing the crosse in the street 26s. 8d.; for a lock to the crosse-house, &c.; 1565, for digging the ground and levelling the low altar, (viz. in the south chapel,) and mending the pavement. For makyng the communion cup at Harlston 5s. 4d. besides 6s. 2d. worth of silver more than the old chalice weyed. 1569, paid to Belward the Dean for certifying there is no cover to the cup, 8d. 1657, layd out 19s. 4d. for the relief of Attleburgh, visited with the plague. Laid out 17s. for the repair of the Brockdish part of Sileham bridge, leading over the river to Sileham church. This bridge is now down, through the negligence of both the parishes, though it was of equal service to both, and half of it repaired by each of them. In 1618, the church was wholly new paved and repaired; and in 1619, the pulpit and desk new made, new books, pulpit-cloth, altar-cloth, &c. bought.

 

From the Register:

 

1593, Daniel son of Robert Pennington, Gent. bapt. 13 July. 1626, John Brame, Gent. and Anne Shardelowe, widow, married Sept. 2. 1631, John Blomefield and Elizabeth Briges married May 30. 1666, Roger Rosier, Gent. buried. 1735, Henry Blomefield of Fersfield, Gent. single man, and Elizabeth Bateman of Mendham, single woman, married Feb. 27.

 

www.british-history.ac.uk/topographical-hist-norfolk/vol5...

Note: the tall, not-quite-finished skyscraper in the background is the Freedom Tower at One World Trade Center, which will replace the twin World Trade Center buildings that were attacked on September 11, 2001.

 

For more details, see www.glasssteelandstone.com/BuildingDetail/439.php.

 

Note: I chose this as my "photo of the day" for March 17, 2013.

 

Note: this photo was published in an Apr 2, 2013 blog titled "One World Trade Center Nears Completion." It was also published in an Apr 7, 2013 blog titled "FOTO'S: DE ONE WORLD TRADE CENTER IS BIJNA AF.."

 

***********************

 

Note: to see the overall theme, summary description, and thumbnail images of the photos in this set, click here.

+++ 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 Ling-Temco-Vought A-7 Corsair II was a carrier-capable subsonic light attack aircraft introduced to replace the Douglas A-4 Skyhawk. The A-7 airframe design was based on the successful supersonic Vought F-8 Crusader, although it was somewhat smaller and rounded off. The Corsair II initially entered service with the United States Navy during the Vietnam War. It was later adopted by the United States Air Force, including the Air National Guard, to replace the Douglas A-1 Skyraider and North American F-100 Super Sabre. The aircraft was also exported to several foreign countries, including Greece, Portugal, Thailand and New Zealand.

 

For the latter operator, the Corsair II was part of a major modernization campaign in the early 1970s. For instance, in 1970 14 McDonnell Douglas A-4 Skyhawks were purchased to replace the Vampire FB5's, which had been the primary light attack aircraft for the RNZAF for years, but the type was hopelessly outdated.

Furthermore New Zealand was also looking for a replacement of its similarly ageing Canberra fleet. These 31 aircraft were also phased out of service in mid 1970, and the A-7 chosen as the RNZAFs new fighter bomber because of its proven all-weather strike capability and advances avionics.

 

The RNZAF bought and operated 22 LTV A-7 Corsair II aircraft primarily in the coastal defense/anti-ship and sea patrol roles, air interdiction and air defense roles being secondary duties. The RNZAF Corsair II was very similar to the US Navy’s A-7E, even though the machines would only be operated form land bases. Designated A-7N, the machines featured an AN/APN-190 navigational radar with a Doppler groundspeed and drift detector plus an AN/APQ-128 terrain following radar. For the deployment of smart weapons, the machines were outfitted with a Pave Penny laser target acquisition system under the air intake lip, similar to the USAF’s A-7D, and could carry a wide range of weaponry and sensors, including AN/AAR-45 FLIR pods for an improved all-weather performance. Against enemy ships and large ground targets, visually guided smart bombs (AGM-62 and the more modern GBU-8 HOBOS) were bought, as well as AGM-65 Maverick against smaller, high priority targets.

 

Active service lasted between 1975 and 1999, and the A-7Ns were originally allocated between RNZAF 2 and 75 Squadron at Ohakea, where they were operated together with A-4K and TA-4K. The latter were also emplyed for A-7N pilot conversion training, since the RNZAF did not operate any Corsair II two seaters.

Several times the Squadron deployed to Clark Air Base in the Philippines and to Hawaii with both of the Corsair IIs and Skyhawks to exercise with the United States Air Force. Furthermore, the annual deployments as part of the Five Power Defence Agreement (called Exercise Vanguard) had the Squadron visit Australia, Singapore, Malaysia and Thailand to practice with those countries. Two RNZAF A-7s of 75 Squadron even made visits to Great Britain.

 

In the early Nineties the Corsair IIs started to suffer from numerous maintenance and logistic problems due to the lack of spare parts and general financial problems. This also prevented a major avionics update and the procurement of AGM-84 Harpoon missiles for the A-7Ns and the RNZAF P-3 Orion maritime patrol aircraft. The maintenance situation became so dire that several aircraft were cannibalized for spare parts to service other fighters. In 1992 only sixteen A-7Ns remained operational. This resulted in the available fighters no longer being assigned and dedicated to one specific squadron, but shared and assigned to one of the RNZAF combat squadrons (2, 14 and 75 Squadron, respectively), as needed.

 

During its 24 years of duty in the RNZAF, the A-7 fleet suffered 8 severe accidents with aircraft losses (and two pilots being killed). Nevertheless, the introduction of the A-7 was seen as a success due to the evolution that it allowed the Air Force in aircraft maintenance, with focus in modern computer and electronic systems, and in the steady qualification of pilots and technicians.

 

In 1999, the National Government selected an order of 28 F-16A/B Fighting Falcon aircraft to replace the complete fleet of A-4 Skyhawks and A-7 Corsair IIs, but this procurement plan was cancelled in 2001 following election by the incoming Labour Government under Helen Clark. This was followed by the disbanding of several fixed wing aircraft squadrons, with the consequence of removing the RNZAF's air combat capability. The last A-7 flight in RNZAF service took place on 1st of October 2001. Subsequently, most of the RNZAF's fighter pilots left New Zealand to serve in the Royal Australian Air Force and the Royal Air Force.

 

General characteristics:

Crew: 1

Length: 46 ft 2 in (14.06 m)

Wingspan: 38 ft 9 in (11.8 m), 23 ft 9 in (7.24 m) wings folded

Height: 16 ft 1 in (4.9 m)

Wing area: 374.9 sq ft (34.83 m²)

Airfoil: NACA 65A007 root and tip

Empty weight: 19,127 lb (8,676 kg)

Max takeoff weight: 41,998 lb (19,050 kg) overload condition.

Fuel capacity: 1,338 US gal (5,060 l; 1,114 imp gal) (10,200 lb (4,600 kg)) internal

 

Powerplant:

1 × Allison TF41-A-2 non-afterburning turbofan engine, 15,000 lbf (66.7 kN) thrust

 

Performance:

Maximum speed: 600 kn (690 mph; 1,111 km/h) at Sea level

Range: 1,070 nmi; 1,231 mi (1,981 km) maximum internal fuel

Ferry range: 1,342 nmi; 1,544 mi (2,485 km) with maximum internal and external fuel

Service ceiling: 42,000 ft (13,000 m)

Wing loading: 77.4 lb/sq ft (378 kg/m²)

Thrust/weight: 0.50

Take-off run: 1,705 ft (519.7 m) at 42,000 lb (19,000 kg)

 

Armament:

1× M61A1 Vulcan 20 mm (0.787 in) rotary cannon with 1,030 rounds

6× under-wing and 2× fuselage pylon stations (for mounting AIM-9 Sidewinder AAMs only)

with a total ordnance capacity of 15,000 lb (6,803.9 kg)

  

The kit and its assembly:

An idea that had been lingering on my project list for some years, and a recent build of an RNZAF A-7 by fellow modeler KiwiZac at whatifmodelers.com eventually triggered this build, a rather simple alternative livery whif. I had this idea on the agenda for some time, though, already written up a background story (which was accidently deleted early last year and sent the project into hiatus - until now) and had the kit as well as decals collected and stashed away.

 

The basis is the Hobby Boss A-7, which is available in a wide range of variant in 1:72 scale. Not cheap, but IMHO the best Corsair II kit at the moment, because it is full of ample surface details, goes together nicely and features a complete air intake, a good cockpit tub and even some maintenance covers that can be displayed in open position, in case you want to integrate the kit in a diorama. In my case it’s the A-7E kit, because I wanted a late variant and the US Navy’s refueling probe instead of the A-7D’s dorsal adapter for the USAF refueling boom system.

 

For the fictional RNZAF A-7N no fundamental changes were made. I just deliberately used OOB parts like the A-7D’s Pave Penny laser targeting pod under the air intake. As a personal addition I lowered the flaps slightly for a more lively look. Around the hull, some blade antennae were changed or added, and I installed the pair of pitots in front of the windscreen (made from thin wire).

 

The FLIR pod came with the kit, as well as the drop tank under the inner starboards wing pylon and the AIM-9Bs. Only the GBU-8s were externally sourced, from one of the Hasegawa USAF ordnance sets.

 

For the finalized kit on display I mounted the maintenance covers in open position, but for the beauty pics they were provisionally placed in closed position onto the kit’s flanks. The covers had to be modified for this stunt, but since their fit is very good and tight they easily stayed in place, even for the flight scenes!

 

Painting and markings:

This was the more interesting part – I wanted „something special“ for the fictional RNZAF Corsair II. Upon delivery, the USAF SEA scheme would certainly have been the most appropriate camouflage – the A-4K’s were painted this way and the aforementioned inspiring build by KiwiZac was finished this way.

 

Anyway, my plan had been from the start a machine in late service with low-viz markings similar to the A-4Ks, which received an attractive three-tone wrap-around scheme (in FS 34102, 34079 and 36081) or a simple all-around coat of FS 34079.

 

Both of these schemes could have been a sensible choice for this project, but… no! Too obvious, too simple for my taste. I rather wanted something that makes you wonder and yet make the aircraft look authentic and RNZAF-esque.

 

While digging for options and alternatives I stumbled upon the RNZAF’s C-130 Hercules transporters, which, like Canadian machines, carry a wrap-around scheme in two tones of grey (a light blue grey and a darker tone with a reddish hue) and a deep olive green tone that comes close to Dark Slate Grey, together with low-viz markings. A pretty unique scheme! Not as murky as the late A-4Ks and IMHO also well suited for the naval/coastal environment that the machine would patrol.

 

I was not able to positively identify the original tones on the CAF and RNZAF Hercs, so I interpreted various aircraft pictures. I settled upon Humbrol 163 (RAF Dark Green) 125 (FS 36118, Gunship Grey) and Revell 57 (RAL 7000, similar to FS 35237, but lighter and “colder”). For the wraparound scheme I used the C-130s as benchmark.

 

The cockpit became Dark Gull Grey (Humbrol 140) while the landing gear and the air intake duct became – behind 5mm of grey around the intake lip - white. The maintenance hatches’ interior was painted with a mix of Humbrol 81 and 38, for a striking zinc chromate primer look.

 

After a light black ink wash the kit received some panel post-shading for more contrast esp. between the dark colors and a slightly worn and sun-bleached look, since the aircraft would be depicted towards the end of its active service life.

 

Decals were the most challenging task, though: finding suitable RNZAF roundels is not easy, and I was happy when Xtradecal released an appropriate sheet that offers kiwi roundels for all positions (since motifs for port and starboard have to be mirrored). The Kiwi squadron emblem actually belongs to an RNZAF A-4K (from an Old Models sheet). The serial codes were puzzled together from single letter (TL Modellbau), most stencils come from the Hobby Boss OOB sheet.

  

A simple build, yet a very interesting topic and in the end also an IMHO very cool-looking aircraft in its fictional livery. Building the Hobby Boss A-7 was easy, despite some inherent flaws of the kit (e .g. totally blank dashboard and side consoles, and even no decals included!). The paint scheme lent from the RNZAF Hercs suits the SLUF well, though.

Railway Gazette reported on the 16th December 2016 that the leaders of the Liverpool City Region Combined Authority had givene the go-ahead for a £460m project to replace the Merseyrail suburban electric multiple-unit fleet. This includes the selection of Stadler to supply a fleet of 52 trainsets for entry into service from the end of 2020. Contracts are expected to be signed in early 2017.

‘This is a once in a generation opportunity for custom-built trains that will be safer and carry more people more quickly’, said Chair of the combined authority and Mayor of Liverpool Joe Anderson. ‘Unusually, these trains will be owned by us locally, meaning we can make sure the trains are exactly what passengers want and that they are ready for our future plans.’

The project is being financed from a reserve fund which had been established for the purpose, as well as loans which the combined authority is to secure from sources including the European Investment Bank. Transport authority Merseytravel will own the trains and lease them to the operating concessionaire, which will be paid a lower operating fee to account for the expected increase in revenue and lower running costs.

The fleet renewal programme also includes power supply, track, and station upgrades and refurbishment of the Kirkdale and Birkenhead North depots. The reduced journey times and better reliability means the decision has been made to order 52 EMUs to replace the current fleet of 59 trains.

The first EMU is scheduled to be delivered in summer 2019 for several months of testing ahead of the delivery of series-built trains by the end of 2020. A new timetable will be introduced in 2021 once the existing Class 507 and 508 units dating from the 1970s have been withdrawn; the new trains’ better acceleration and braking is expected to enable Hunt’s Cross – Southport journey times to be reduced by 9 min.

The 65 m long four-car EMUs will have the same number of seats as the existing three-car sets, but will be 4 m longer with wide through gangways to provide an increase in standing space. This will increase total capacity per EMU from 303 to 486 passengers.

There will be a mix of airline and facing seats, with more space for bicycles, pushchairs and persons with reduced mobility. The train body will be designed specifically for the Merseyrail network, with lower floors and a sliding step to provide near-level access.

There will be a passenger intercom and CCTV linked to the driver and control room. The doors will be illuminated red, amber and green inside and out to show when they are opening or closing and when it is safe to board and alight.

At 99 tonnes, the EMUs will be lighter than the current 105 tonne trains, and energy consumption is expected to be 20% lower, including regenerative braking; options for energy storage are to be studied.

The 750 V DC third-rail EMUs will be capable of conversion to dual-voltage operation for use on 25 kV 50 Hz lines with a view to serving Skelmersdale, Warrington and Wrexham in the longer term.

The trains will be equipped for driver controlled operation, which the combined authority said was ‘put forward by all bidders’ as way to meet the requirements of a report into a fatal incident in 2011. The driver will be responsible for opening and closing the doors and for train dispatch, eliminating the need for guards. Roving customer service roles will be created, with staff available to assist passengers ‘at key locations and times’. There will be fewer customer service roles than guards positions, and while the combined authority envisages there will be natural wastage over the next four years, it has endorsed proposal to guarantee continued employment for all guards currently permanently employed.

‘In an ideal world we’d like to have a second member of staff on every train to ensure the highest level of customer service, but there aren’t the resources to do that’, said Councillor Liam Robinson, Chair of the Merseytravel Committee. ‘Some guards will have the opportunity to be employed in a new on-board customer service role and others will be able to take advantage of other redeployment opportunities, all on the same terms and conditions as now.’

 

The contract came in slightly over budget (£460m vs target of £400m)

52 units, slightly over the tender requirement of 50 but a reduction from current fleet of 59 (increased reliability and faster journey speeds anticipated to compensate)

65m versus tender specification of 60m to allow doubling up, though that wasn't expected to be normal operating practise just for event strengthening (3m longer than current 62m fleet) and they have significantly higher capacity (60%) from being a wide aisle articulated design.

No mention of earlier proposed fleet extension options, the tender called for 60 options on top of original 50

99 tonnes, 6 tonnes lighter than existing trains and 20% more energy efficient.

DOO but with driver aides such as radar to detect obstructions and people standing too close.

The single doors in the end cars appear to be to allow them to work in multiples without having to extend the platforms. By having a single door in the middle of the car the front and or back could potentially overhang the platform ends to provide a capacity uplift without the additional infrastructure costs.

 

Images- Merseytravel/Stadler.

 

replaced.

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!

Now replaced on the Two, these Volvo B7RLE Wright Eclipses work on the Comet, which currently has no branded vehicles, which was formerly Red Arrow between Derby and Chesterfield. Here is 746 FJ09XPE

Going to be a bigger job, thought I could get away with replacing the fronts but three rotten posts means starting again. Wore my Nora Dolomits sockless all day, 16,244 steps, 11 hours!

+++ 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 "Entwicklung" tank series (= "development"), more commonly known as the E-Series, was a late-World War II attempt by Germany to produce a standardized series of tank designs. There were to be six standard designs in different weight classes, from which several specialized variants were to be developed. This intended to reverse the trend of extremely complex tank designs that had resulted in poor production rates and mechanical unreliability.

 

The E-series designs were simpler, cheaper to produce and more efficient than their predecessors. But, on the other side, their design offered only modest improvements in armor and firepower over the designs they were intended to replace, such as the Jagdpanzer 38(t), Panther Ausf.G or Tiger II. However, the resulting high degree of standardization of German armored vehicles would also have made production, logistics and maintenance easier. Indeed, nearly all of the E-series vehicles — up through and including the E-75 — were intended to use what were essentially the Tiger II's eighty centimeter diameter, steel-rimmed road wheels for their suspension, meant to overlap each other. An innovative conical spring system, replacing their predecessors' torsion bar system which required a special steel alloy, simplified production and required less internal space.

 

Focus of initial chassis and combat vehicle development was the E-50/75 Standardpanzer, designed by Adler, both being mostly identical and only differing in armor thickness, overall weight and running gear design to cope with the different weights. But there were lighter chassis variants, too, including the light E-5 and E-10 for armored, tracked reconnaissance vehicles, and the medium E-25.

 

The E-25 designs, in the 25-50 tonnes weight class, were to be replacements for all Panzer III and Panzer IV based designs still in service, as well as for the early variants of the Panzer V (the Panther). This chassis' main designers were Alkett, Argus and Adler, with the involvement of Porsche. The proposed vehicle family would include medium reconnaissance vehicles, a medium Jagdpanzer and a heavy Waffenträger, but the chassis was also considered for other armed vehicles.

 

The original E-25 chassis used five Tiger II style road wheels per side, combined with "slack-track" design. Track propulsion was switched to a rear drive sprocket, as a consequence of mating the engine and the gearbox into a single tail-mounted, very compact power pack that made the voluminous and heavy power train all through the hull obsolete. This allowed the tank’s body to be lowered, and the gained space offered more room for the crew’s operations, heavier guns and ammunition storage.

The first member of the E-25 family that entered production was the medium tank hunter. It received highest priority and the project was called “Jagdpanzer E-25/88”, running under the inventory ordnance number "SdKfZ. 194". However, at the time of its introduction the E-25 chassis was also considered for a medium battle tank in the 35 ton class, since it had become clear that the E-50/75 battle tanks were rather large and resource-consuming. A lighter, more agile vehicle was needed, and it was to be armed with either the highly effective 75mm L/70 cannon (used in the Panther and the late Jagdpanzer IV) or the more powerful 8.8 cm L/56 gun, used in the Tiger I and the Jagdpanther.

 

Porsche was tasked with the adaptation of the E-25 chassis for a turret for both heavy guns. The work was in close collaboration with Henschel and the Oberschlesische Gusswerke Beuthen who were both working on a new, unified cast steel turret for the 88mm gun for a wide range of medium tanks like the Panther, the E-50/75 family and the heavy Tiger II. Alternatively, the new E-25 battle tank was to accept the so-called Schmalturm, which could carry both cannon types, too.

 

After the Allied invasion in the Normandy in 1944 and with ever-rising pressure through the Red Army from the East, the E-25 MBT project eventually gained more and more priority and momentum. As a consequence, Porsche was assigned by the Heeresleitung to build a running prototype as quickly as possible, ideally until early 1945.

 

Porsche was certain that the original E-25 chassis was too short and light for the adaptation of the cast turret. In order to keep the tight timeline, Porsche decided to develop a new welded steel hull while using as many Einheitspanzer components as possible. The resulting vehicle had little in common with the original Adler E-25 chassis and rather resembled the bigger and heavier E-50/75 family. Overall dimensions ended up close to the Panther hull, as a result of a certain minimum width that was necessary to mount the new turret’s bearings and balance its weight. However, the new tank's overall silhouette was considerably lower than the Panther’s or the E-50/75 family MBT’s.

The Porsche design also made full use of several new technical solutions for the engine and the new, space-saving E-50/75 suspension. For instance, thanks to the rear-mounted power unit with the gearbox and the driving sprocket wheels, the front armor could be optimized to offer very good ballistic protection (achieving a very shallow 30°angle) despite a maximum thickness of only 70 mm. The thickest armor, the cast steel gun mantlet, was 80 mm.

 

The tank’s running gear consisted of six steel-rimmed wheels per side, mounted in three staggered pairs, similar to the heavier E-50 tank. Thanks to the lower overall weight, a new Niresit track with less width could be used. The so-called “Beuthen Turm” offered excellent ballistic protection, a very low profile and featured a commander cupola with a full 360° view through periscopes as well as a 200cm width stereoscopic optical rangefinder for the gunner. A few vehicles were additionally equipped with FG1250/1251 infrared illuminators, too, allowing night operations in coordination with special versions of the Sd.Kfz.251 with long-range infrared illuminators, and complemented by assault troops using Vampir-modified Sturmgewehr guns.

 

Savings in material and complexity were achieved through simplified shapes and the use of stock components from other or older tanks, as well as the reduction of the crew to only four: the traditional radio operator in the hull, next to the driver, as well as a hull-mounted machine gun, were completely omitted. The driver was furthermore moved to the right side, a result of the secondary ammunition bunker in the hull being placed in front of the loader in the turret for easy access.

 

In this form, the tank was tested in early 1945 and hastily pushed into production, receiving the designation Sonderkraftfahrzeug 194 and officially christened ”Fuchs”. In order to reflect Porsche's involvement in this new tank's design and to differentiate it from the standard E-25 tank, the vehicle and its chassis variant was called E-25(P).

The resulting medium battle tank received, depending on its main weapon, the suffix 'A' for the 75mm cannon (SdKfz. 194/1) and 'B' for the 88mm gun (SdKfz. 194/1). The Schmalturm did not find its way on the production vehicles, and both variants had an operational weight of roundabout 38 tons. This was considerably less than any German contemporary MBT from the E-50/75 family, and even lighter than the late Panther variants. For its weight, the powerful main weapons made the vehicle a highly mobile and deadly enemy, enabling the crews to execute “hit and run” tactics which were impossible with the bigger and slower tanks.

 

The first production vehicles were deployed to independent units at the Western front line along the lower Rhine in May 1945, but due to the lack of thorough tests, sufficient crew training and lack of combat experience with the new vehicle, the initial results were poor. The majority of tank losses was not through enemy fire, though - many tanks had to be abandoned and were destroyed by their crews after technical failures.

 

The Fuchs MBT was popular among the crews, though, since it offered a much higher mobility than its heavier Einheitspanzer brethren. The relatively large and spacious turret was another point that found much appraise – but its poor technical reliability was its biggest Achilles heel.

Due to the ever-worsening situation, less than 100 E-25(P) hulls were completed and probably less than 50 combat-worthy vehicles arrived at front line units and were involved in battle until the end of hostilities. But the design work, with many radical and innovative ideas, did not get lost – many of the Fuchs’ design features like its hull layout and armor design or the Beuthen turret found their way into the highly successful German Leopard I MBT in the early 1960ies, which entered service with the German Bundeswehr in 1965 and still serves with several armies until today.

  

Specifications:

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

Weight: 38 tonnes (41.9 short tons)

Length: 7,02 metres (23 ft), hull only

9.77 metres (32 ft) overall, with the gun forward

Width: 3.96 metres (12 ft 11 1/2 in)

Height: 2.34 metres (7 ft 8 in)

Ground clearance: 495 to 510 mm (1 ft 7.5 in to 1 ft 8.1 in)

Suspension: Conical spring

Fuel capacity: 450 litres (120 US gal)

 

Armor:

10–80 mm (0.4 – 3.15 in)

 

Performance:

Speed

- Maximum, road: 52 km/h (32 mph)

- Sustained, road: 42 km/h (26 mph)

- Cross country: 16 to 25 km/h (9.5 to 15.5 mph)

Operational range: 210 km (130 mi)

Power/weight: 14,47 PS/tonne (12,86 hp/ton)

 

Engine:

V12 Maybach HL 101 gasoline engine with 550 PS (539 hp, 341 kW)

 

Transmission:

ZF AK 7-200 with 7 forward 1 reverse gears

 

Armament:

1× 8.8 cm KwK 43/4 L/56 with 48 rounds

2× 7.92 mm MG 34 machine guns with a total of 5.200 rounds

(one co-axial with the main weapon, one manually operated on the commander's cupola)

  

The kit and its assembly:

This fictional Heer '46 is based on the fact that the famous German post-WWII MBT Leopard 1 – at least the Porsche prototype – was based on designs from the WWII era. So, why not spin this story further and retro-grade a Leopard 1 into a Heer ’46 tank, as a kind of grandfather design with then-state-of-the-art technologies…?

 

Well, that job could be easily done with a Leopard 1 kit built more or less OOB and just painted in typical WWII colors – I have actually seen such things in simulation games like World of Tanks, and it did not look bad at all. But for the ambitious modelers, this would be a bit too simple, wouldn’t it?

For instance, there are some features like the running gear on the Leopard that are very modern and would IMHO not fit into the late WWII timeframe. The general lack of high quality materials and design simplifications everywhere would certainly also take their toll. As a consequence the starting basis for this whiffy tank model actually became an 1:72 Leopard 1 (to be exact, it’s Revell’s Leopard 1A5 kit), but from this basis only a few parts were actually taken over.

 

Work started with the upper hull, which received the transplantation of the complete upper rear deck from a leftover Hasegawa Panther, including the turret’s attachment ring. Internally the whole affair was reinforced with styrene profiles along the seams. The basic idea behind this move was to get rid of the rather modernistic, raised engine cover of the Leopard, and the Panther’s armored cooling fan covers would add a very familiar, German touch. Furthermore, the Panther turret is set relatively further back than on the Leopard, resulting IMHO in a positive side effect for the vehicle’s proportions. The front with the driver’s hatch and the side walls of the Leopard hull were taken over, just the glacis plate was cleaned from the moulded snow claws for the modern Leopard track.

 

While I could have used the original, casted Leopard 1 turret without any extra armor, I rather reverted to a donor part: an aftermarket resin turret from the German short run producer Modell Trans. What spoke for this aftermarket piece is that this Heer ’46 turret piece was exactly that kind of add-on this kit would need: a retrograded Leopard 1 turret, with a simplified shape, a simple commander cupola, typical bulges for a late-war optical rangefinder in the turret sides and even a 8.8cm KwK barrel! The resin turret, which also comes with an AA machine gun, was taken OOB. Only the original resin gun barrel came slightly bent – this could have been corrected easily, but I replaced it with a more delicate white metal and brass piece, anyway. Additionally, an adapter for the hull opening had to be scratched.

 

So far, so good - but the running gear became the biggest challenge. The Leopard 1’s advanced torsion bar running gear with rubber-rimmed wheels would not make sense anymore, due to the special high quality materials needed for its construction. Since the Einheitspanzer family was to share as many components as possible, I decided to implant an E-50-style running gear with its typical cast standard wheels.

This sounds easy, but scratching a running gear is a real stunt! Work started with the attachment points for the driving and guide wheels at the hull’s ends, which were cut off of the Revell kit’s parts and glued into their respective places. The drive wheel was taken over from the Leopard, but the guide wheel at the front end was replaced by a simpler and smaller pair of wheels from a Russian IS-3 tank.

Using the E-50 as benchmark for the running wheels, I gathered twelve of them from the scrap box and from several Modellcollect kits in the stash (The 1:72 E-50 kits from Modelcollect and Trumpeter all come with the option to build an E-75, too, so that each kit offers two pairs of excess parts). Mounting these wheels to the hull, in a staggered fashion, became the kit’s true challenge, though, because I did not have a sufficient number of original wheel carriers/suspension packs. Improvisation resulted in the adaptation of twelve leftover suspension arms from a Modelcollect E-100 kit, even though they had to be tailored in depth and length to fit under the Leopard’s hull. It took some trial and error to find a proper position that would produce a plausible stance, but I think the effort of this transplantation really changes the tank’s look into something Heer ’46-ish?

 

The track was taken OOB from the Leopard 1 kit, and it is of the segmented IP type. It was mounted after most painting was done, starting with single track segments on the drive and guiding wheels, and then the gaps were filled with other track elements. A bit of a gamble, but the theory, that the track parts should match, was confirmed. Phew…

  

Painting and markings:

For some subtlety, the model received a classic German paint scheme with “Hinterhalt” colors (Dunkelgelb, Olivgrün and Rotbraun). Once the kit’s components were finished (hull, turret and the separate wheels), everything received an overall coat with matt RAL 7028 (Modelmaster Authentics).

On top of that, a dense pattern of red brown (Humbrol 160) and finally green (RAL 6003 from Modelmaster Authentics) mottles in 1 1:2 ratio was applied with a flat, narrow brush, for a somewhat square shape of the blotches. Pretty straightforward, seen on a late war Panther - and suitable for a summertime scenario as well as in line with common field practice, even though at the time where the model is placed, tanks might have looked more extraordinary or improvised due to the general material shortages.

 

Once the basic painting was done, the kit received a thin, water-based wash with dark brown, carefully swabbed with a soft cotton cloth in order to leave just a thin and cloudy film on the surfaces and more of the wash in recesses and corners. There were only a few decals to apply, namely three small German crosses and the tactical code on the turret’s flanks. Later some dry-brushing with light grey and hemp was done, emphasizing the edges and highlighting surface details.

 

The track segments were primed with a mix of acrylic iron, black and dark brown and received a final paint treatment after mounting them onto the wheels, hiding some glue stains and other blemishes.

 

Artist pigments (a mix of ochre, grey and brown) were dusted with a soft brush onto the lower kit areas, after having sealed the model with matt acrylic varnish beforehand.

  

Well, what could have been a simple paint job in order to achieve a time-warped Leopard 1 became a massive kitbashing project. However, I think this extra effort, esp. the adaptation of the E-50 running gear, and all the potential risks of mixing parts from different kits, was worthwhile? The paint scheme certainly suggest the WWII era, too. The resulting “new” tank looks IMHO pretty plausible, and both hull and turret shape remind of the Leopard 1 without looking like the real thing behind this build. In fact, from certain angles this one appears like the missing link between the Panther and the Leopard 1, and a lot like an inspiration for the Soviet T-54/55 or even the T-72?

Replaced the rocker cover gasket as I noticed traces of oil underneath the car and at the back of the rocker cover.

 

Not too bad of a job and worth it in the end. Also replaced the rusty bolts with new stainless hex bolts & new rubber washers.

After removing hundreds of nails and replacing damaged wood. The 200 or so pieces are put back together like a 3D jigsaw puzzle, and then bonded with natural Japanese lacquer. These Edo statues are relatively new but, usually require a lot more attention than earlier Nara and Heian statues constructed from far fewer pieces.