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).

The days of the C-Stock are numbered, as the new S-Stock is beginning to replace this type, which dates back to 1970.

Go Ahead SE299 (YW19 VSO) in the lower bus station at Hammersmith on17th November 2022. SE299 is an AD E20D with Enviro200 (MMC) bodywork. Compare the frontal treatment with that of the similar RATP bus photographed on the same day. Route 533 runs to replace the bus routes that used to cross Hammersmith Bridge, running via Chiswick Bridge, and gives less mobile passengers a means of reaching the other side.

+++ DISCLAIMER +++

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

  

Some background:

In Autumn 1946, the Saab company began internal studies aimed at developing a replacement aircraft for the Saab B 18/S 18 as Sweden's standard attack aircraft. In 1948, Saab was formally approached by the Swedish Government with a request to investigate the development of a turbojet-powered strike aircraft to replace a series of 1940s vintage attack, reconnaissance, and night-fighter aircraft then in the Flygvapnet’s inventory. On 20 December 1948, a phase one contract for the design and mock-up of the proposed aircraft was issued. The requirements laid out by the Swedish Air Force were demanding: the aircraft had to be able to attack anywhere along Sweden's 2,000 km (1,245 miles) of coastline within one hour of launch from a central location, and it had to be capable of being launched in any weather conditions, at day or night.

 

In response, Saab elected to develop a twin-seat aircraft with a low-mounted swept wing and equipped with advanced electronics. On 3 November 1952, the first prototype, under the handle “Fpl 32” (flygplan = aircraft) conducted its first flight. A small batch of prototypes completed design and evaluation trials with series production of the newly designated Saab 32 Lansen beginning in 1953. The first production A 32A Lansen attack aircraft were delivered to the Swedish Air Force and proceeded through to mid-1958, at which point manufacturing activity switched to the Lansen’s other two major scheduled variants, the J 32B all-weather fighter and the photo reconnaissance S 32C, optimized for maritime operations.

 

The idea behind the J 32 originated from the late 1940s: Even before the SAAB 29 Tunnan had taken to the air, discussions began between SAAB and the Swedish Aviation Administration regarding a future night fighter aircraft with a jet engine. Since the end of the war, the Swedish Air Force had wanted a night fighter aircraft but was forced to put these on the shelf due to cost reasons. In the end, they managed to obtain sixty de Haviland Mosquito night fighter aircraft (then designated J 30) from Great Britain as a low-budget solution, but the J 30 was far from modern at the end of the 1940s and talks with SAAB regarding a domestic alternative continued.

At the beginning of the 1950s, the Fpl 32 project was in full swing and the aircraft was selected as the basis for an indigenous all-weather jet night fighter with a sighting radar and various heavier weapons to be able to shoot down bombers – at the time of the J 32B’s design, the main bomber threat was expected to enter Swedish airspace at subsonic speed and at high altitude. The original idea was that this aircraft would replace the J 30 Mosquito from 1955 onwards, but this proved to be impossible as the J 30 fleet needed to be replaced long before this and the A 32A as initial/main varia of the Fpl 32 had priority. Because of this operational gap, in January 1951 the Swedish Air Force ordered the British de Haviland Venom (then designated J 33) as an interim all-weather fighter and plans for the J 32B were postponed until later with the idea that the Lansen’s fighter variant would replace the J 33 at the end of the 1950s and benefit from technological progress until then.

 

On 7 January 1957, the first J 32B conducted its maiden flight, and it was a considerable step forward from the A 32A attack aircraft – in fact, excepts for the hull, it had only little in common with the attack variant! The new fighter version was powered by a Rolls-Royce Avon Mk 47A (locally designated RM6A) which gave as much thrust without an afterburner as the SAAB A 32A's original RM5A2 did with an afterburner, greatly improving the aircraft’s rate of climb and acceleration, even though the J 32B remained only transonic.

The armament consisted of four heavier fixed 30 mm ADEN m/55 automatic cannon in a slightly re-contoured nose, plus Rb 24/AIM-9B Sidewinder IR-guided AAMs and various unguided rockets against air and ground targets. Instead of the A 32A’s Ericsson mapping and navigation radar, which was compatible with the indigenous Rb 04C anti-ship missile, one of the earliest cruise missiles in western service, the J 32B carried a PS-42/A. This was a search/tracking X-band radar with a gyro-stabilized antenna with a swivel range of 60° to each side and +60°/−30° up/down. The radar featured the option of a 3D display for both WSO and pilot and its data could be directly displayed in the pilot’s Sikte 6A HUD, a very modern solution at the time.

 

A total of 118 aircraft (S/N 32501-32620) were produced between 1958 and 1960, serving in four fighter units. However, the J 32B only served for just under 12 years as a fighter aircraft in the Swedish Air Force: aviation technology progressed very quickly during the 1960s and already in 1966, the J 32B began to be replaced by the J 35F, which itself was already an advanced all-weather interceptor version of the supersonic Draken. In 1969 only the Jämtland's Air Flotilla (F4) still had the J 32B left in service and the type began to be completely retired from frontline service. In 1970 the plane flew in service for the last time and in 1973 the J 32B was officially phased out of the air force, and scrapping began in 1974.

 

However, the J 32Bs’ career was not over yet: At the beginning of the 1970s, Målflygdivisionen (MFD for short, the “Target Air Division”) was still using old J 29Fs as target tugs and for other training purposes, and they needed to be replaced. The choice fell on the much more capable, robust and readily available J 32B. Twenty-four machines were transferred to the MFD in 1971 to be used for training purposes, losing their radar and cannon armament. Six of these six J 32Bs were in 1972 modified into dedicated target tugs under the designation J 32D, six more J 32Bs were left unmodified and allocated to various second-line tasks such as radio testing and ground training.

The other twelve J 32Bs (s/n 32507, -510, -512, -515, -529, -541, -543, -569, -571, -592, -607 and -612) became jamming aircraft through the implementation of ECR equipment under the designation J 32E. This electronics package included internally:

- An INGEBORG signal reconnaissance receiver with antennae in the radome,

covering S, C and L radar frequency bands

- A G24 jamming transmitter, also with its antenna in the radome, covering alternatively

S, C and L frequency bands. This device co-operated with the external ADRIAN jamming pod

- Apparatus 91B; a broadband jammer, later integrated with INGEBORG

- MORE, a jammer and search station for the VHF and UHF bands

- FB-6 tape player/recorder; used, among other things, to send false messages/interference

Additional, external equipment included:

- PETRUS: jamming pod, X-band, also radar warning, intended for jamming aircraft

and active missile radars

- ADRIAN: jamming pod, active on S- and C-band, intended for jamming land-based and

shipboard radars

- BOZ-1, -3, -9 and -100 chaff dispenser pods

 

Outwardly, the J 32E differed from its brethren only through some blade antennae around the hull, and they initially retained the fighters’ blue-green paint scheme and their tactical markings so that they were hard to distinguish from the original fighters. Over time, orange day-glow markings were added to improve visibility during training sessions. However, during the mid-Nineties, three machines received during scheduled overhauls a new all-grey low-visibility camouflage with toned-down markings, and they received the “16M” unit identifier – the only MFD aircraft to carry these openly.

 

When a J 32E crashed in 1975, three of the remaining six training J 32Bs were modified into J 32Es in 1979 to fill the ranks. The MFD kept operating the small J 32Ds and Es fleet well into the Nineties and the special unit survived two flotilla and four defense engagements. At that time, the Målflygdivisionen was part of the Swedish Air Force’s Upplands Flygflottilj (F16), but it was based at Malmen air base near Linköpping (where the Swedish Air Force’s Försökscentralen was located, too) as a detachment unit and therefore the machines received the unit identifier “F16M”, even though the “M” suffix did normally not appear on the aircraft. However, through a defense ministry decision in 1996 the Target Air Division and its associated companies as well as the aircraft workshop at Malmen were to be decommissioned, what meant the end of the whole unit. On June 26, 1997, a ceremony was held over the disbandment of the division, where, among other things, twelve J 32Es made a formation flight over Östergötland.

After the decommissioning of the division, however, the Lansens were still not ‘dead’ yet: the J 32D target tugs were kept operational by a private operator and received civil registrations, and eight flightworthy J 32Es were passed over to FMV:Prov (Provningsavdelningen vid Försvarets materielverk, the material testing department of the Swedish Air Force’s Försökscentralen) to serve on, while other airframes without any more future potential were handed over to museums as exhibition pieces, or eventually scrapped. The surviving J 32Es served on in the electronic aggressor/trainer role until 1999 when they were finally replaced by ten modified Sk 37E Viggen two-seaters, after their development and conversion had taken longer than expected.

 

However, this was still not the end of the Saab 32, which turned out to be even more long-lived: By 2010, at least two Lansens were still operational, having the sole task of taking high altitude air samples for research purposes in collaboration with the Swedish Radiation Safety Authority, and by 2012 a total of three Lansens reportedly remained in active service in Sweden.

  

General characteristics:

Crew: 2

Length: 14.94 m (49 ft 0 in)

Wingspan: 13 m (42 ft 8 in)

Height: 4.65 m (15 ft 3 in)

Wing area: 37.4 m² (403 sq ft)

Airfoil: NACA 64A010

Empty weight: 7,500 kg (16,535 lb)

Max takeoff weight: 13,500 kg (29,762 lb)

 

Powerplant:

1× Svenska Flygmotor RM6A afterburning turbojet

(a Rolls Royce Avon Mk.47A outfitted with an indigenous afterburner),

delivering 4,88 kp dry and 6,500 kp with reheat

 

Performance:

Maximum speed: 1,200 km/h (750 mph, 650 kn)

Range: 2,000 km (1,200 mi, 1,100 nmi) with internal fuel only

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

Rate of climb: 100 m/s (20,000 ft/min)

 

Armament:

No internal weapons.

13× external hardpoints (five major pylons and eight more for light weapons)

for a wide variety of up to 3.000 kg of ordnance, typically only used

for ECM and chaff/flare dispenser pods and/or a conformal ventral auxiliary tank

  

The kit and its assembly:

This is a what-if project that I had on my idea list for a long time, but never got the nerve to do it because it is just a mild modification – the model depicts a real aircraft type, just with a fictional livery for it (see below).

The plan to create a J 32E from Heller’s A 32 kit from 1982 predated any OOB option, though. Tarangus has been offering a dedicated J 32B/E kit since 2016, but I stuck to my original plan to convert a Heller fighter bomber which I had in The Stash™, anyway)- also because I find the Tarangus kit prohibitively expensive (for what you get), even though it might have saved some work.

 

The Heller A 32A kit was basically built OOB, even though changing it into a J 32B (and even further into an “E”) called for some major modifications. These could have been scratched, but out of convenience I invested into a dedicated Maestro Models conversion set that offers resin replacements for a modified gun bay (which has more pronounced “cheek fairings” than the attack aircraft, the lower section is similar to the S 32C camera nose), a new jet exhaust and also the Lansen’s unique conformal belly tank – for the cost of a NIB Heller Saab 32 kit alone, though… :-/

Implanting the Maestro Models parts was straightforward and relatively easy. The J 32B gun bay replaces the OOB parts from the Heller kit, fits well and does not require more PSR than the original part. Since the model depicts a gun-less J 32E, I faired the gun ports over.

 

The RM6A exhaust was a bit more challenging – it is a bit longer and wider than the A 32A’s RM5. It’s not much, maybe 1mm in each dimension, so that the tail opening had to be widened and slightly re-contoured to accept the new one-piece resin pipe. The belly tank matched the kit’s ventral contours well. As an extra, the Maestro Models set also offers the J 32B’s different tail skid, which is placed further back on the fighter than on the attack and recce aircraft.

 

The J 32E’s characteristic collection of sizable blade antennae all around the hull was scratched from 0.5 mm styrene sheet. Furthermore, the flaps were lowered, an emergency fuel outlet was added under the tail, the canopy (very clear, but quite thick!) cut into two parts for optional open display, and the air intake walls were extended inside of the fuselage with styrene sheet.

 

Under the wings, four pylons (the Heller kit unfortunately comes totally devoid of any ordnance or even hardpoints!) from the spares box were added that carry scratched BOZ-1 chaff dispensers and a pair of ADRIAN/PETRUS ECM pod dummies – all made from drop tanks, incidentally from Swedish aircraft (Mistercraft Saab 35 and Matchbox Saab 29). Sure, there are short-run aftermarket sets for this special equipment that might come closer to the real thing(s), but I do not think that the (quite considerable) investments in all these exotic aftermarket items are worthwhile when most of them are pretty easy to scratch.

  

Painting and markings:

The paint scheme was the actual reason to build a J 32E: the fundamental plan was to build a Lansen in the Swedish air superiority low-viz two-tone paint scheme from the Nineties, and the IMHO only sensible option beyond pure fantasy was the real J 32E as “canvas”. I used JAS 39 Gripens as reference: their upper tone is called Pansargrå 5431-17M (“Tank Grey”, which is, according to trustworthy sources, very close to FS 36173, U.S. Neutral Grey), while the undersides are painted in Duvagrå 5431-14M (“Dove Grey”; approximately FS 36373, a tone called “High Low Visibility Light Grey”). Surprisingly, other Swedish types in low-viz livery used different shades; the JA 37s and late J 35Js were painted in tones called mörkgrå 033M and grå 032M, even though AJSF 37s and AFAIK a single SK 37 were painted with the Gripen colors, too.

 

After checking a lot of Gripen pictures I selected different tones, though, because the greys appear much lighter in real life, esp. on the lower surfaces. I ended up with FS 36231 (Dark Gull Grey, Humbrol 140, a bit lighter than the Neutral Grey) and RLM 63 (Lichtgrau, Testors 2077, a very pale and cold tone). The aircraft received a low waterline with a blurry edge, and the light grey was raised at the nose up to the radome, as seen on JA 37s and JAS 39s. To make the low-viz Lansen look a little less uniform I painted the lower rear section of the fuselage in Revell 91 and 99, simulating bare metal – a measure that had been done with many Lansens because leaking fuel and oil from the engine bay would wash off any paint in this area, leaving a rather tatty look. Di-electric fairings like the nose radome and the fin tip were painted with a brownish light grey (Revell 75) instead of black, reducing contrast and simulating bare and worn fiber glass. Small details like the white tips of the small wing fences and the underwing pylons were adapted from real-world Lansens.

 

After a light black ink wash, I emphasized single panels with Humbrol 125 and 165 on the upper surfaces and 147 and 196 underneath. Additionally, grinded graphite was used for weathering and a grimy look – an effective method, thanks to the kit’s fine raised panel lines. The silver wing leading edges were created with decal sheet material and not painted, a clean and convenient solution that avoids masking mess.

 

The ECM and chaff dispenser pods were painted in a slightly different shade of grey (FS 36440, Humbrol 40). As a subtle contrast the conformal belly tank was painted with Humbrol 247 (RLM 76), a tone that comes close to the Lansens’ standard camouflage from the Sixties’ green/blue livery, with a darker front end (Humbrol 145) and a bare metal tail section.

 

The cockpit interior was, according to pictures of real aircraft, painted in a greenish grey; I used Revell 67 (RAL 7009, Grüngrau) for most surfaces and slightly darker Humbrol 163 for dashboards and instrument panels. The landing gear wells as well as the flaps’ interior became Aluminum Bronze (Humbrol 56), while the landing gear struts were painted in a bluish dark green (Humbrol 195) with olive drab (Revell 46) wheel hubs - a detail seen on some real-life Saab 32s and a nice contrast to the light grey all around.

 

All markings/decals came from RBD Studio/Moose Republic aftermarket sheets for Saab 32 and 37. From the latter the low-viz national markings and the day-glo orange tactical codes were taken, while most stencils came from the Lansen sheet. Unfortunately, the Heller kit’s OOB sheet is pretty minimalistic – but the real A/S 32s did not carry many markings, anyway. Finally, the kit was sealed with matt acrylic varnish. As a confusing detail I gave the aircraft an explicit “16M” unit identifier, created with single black 4 mm letters/numbers. As a stark contrast and a modern peace-time element I also gave the Lansen the typical huge day-glo orange tactical codes on the upper wings that were carried by the Swedish interceptors of the time.

  

A relatively simple build, thanks to the resin conversion set – otherwise, creating a more or less believable J 32E from Heller’s A 32 kit is a tough challenge. Though expensive, the parts fit and work well, and I’d recommend the set, because the shape of the J 32B’s lower nose is quite complex and scratching the bigger jet pipe needs a proper basis. The modern low-viz livery suits the vintage yet elegant Lansen well, even though it reveals the aircraft’s bulk and size; in all-grey, the Lansen has something shark- or even whale-ish to it? The aircraft/livery combo looks pretty exotic, but not uncredible - like a proven war horse.

Replacing an earlier scanned photo with a better version 13-Aug-14.

Out-of-State utility crews replacing utility poles after the Taylor Bridge Fire swept through the area and damaging the existing poles.

Not quite stock!

 

Leather stripped of a Graflex Super D to reveal the beautiful Honduran mahogany. Chimney replaced with a Graflok viewing hood. Graflok back replaced the original film holder so that all sorts of film holders can be employed.

Replacing an earlier scanned photo with a better version 23-Jan-21, plus Topaz DeNoise AI 25-Jul-24.

 

Fleet No: "609".

 

First flown with the Airbus test registration F-WWJY, this aircraft was delivered to Maple Leaf Leasing and leased to Air Canada as C-FYLU in May-97.

 

It was withdrawn from service in Jan-08 and sub-leased to Swiss International Airlines as HB-JMO in Feb-08. The lease was later transferred direct to Swiss International.

 

The aircraft was sold to Airbus Financial Leasing in Jul-13 while the lease to Swiss International continued. It was returned to the lessor as 2-HJMO at the end of Apr-16 and permanently retired at Lourdes, France. It was broken up there in 2019.

replaced with the full resolution image!

 

Testshot with f/1.4

the mirror in the middle is used to align the camera perfect vertically to the paper/wall

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

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

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

 

I was driving to Otterden, using John Vigar's book as a guide to the East Kent churches I had missed.

 

I was using the Sat Nav, at least to get me to the village, so I could concentrate on the roads and sights as I went along, just on the offchance I passed another church unexpectedly.

 

And so I came to Eastling, and across a walled field, I saw the church, so, finding there was a large car park, I pulled up.

 

To get into the church yeard, one could either climb over a wooden stile, one built into the wall, or through the gate a few metres further along. I chose the gate.

 

Through the churchyard, and under the shadow of a huge yew tree to find the porch door, and church door beyond both unlocked.

 

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

 

A huge church entered across a meadow along a path which passes a huge Yew tree. The porch is high Victorian with the jazziest floor in Kent, no doubt the work of Richard Hussey who restored the church in the mid nineteenth century. This leads to a church with origins in the 12th century but owing more to the 13th and even more to the 19th century! The arcades are built in a much replaced Early English style but work well. In the centre alley is the lovely ledger slab of a man who put it there a few years before his death and inscribed lest someone else steal his pole position! In the south transept is a pretty monument showing kneeling children and a most colourful shield of arms displaying sea creatures. The chancel contains some rare blank arcading in the north wall which may have formed sedilia elsewhere or which may be part of a monument. Its arches are held up by four strong men with bulging shoulders. What a surprise it is! Next to it is one of the finest 14th century tomb recesses in the county, though the faces at either end are Victorian fantasies. This is a much-loved and rewarding Downland church, which is open daily.

 

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

 

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It is widely accepted that there has been a place of worship on the site of the Parish Church of St Mary's at Eastling since Anglo-Saxon times.

The oldest surviving parts of the present building are the base of the south-west Tower, the Nave and the western part of the Chancel. All are thought to have been built by the 11th century, possibly on the foundations of an earlier church. The remainder of the Tower and the central part of the Chancel are Norman.

The North and South Aisles and the Arcades between the Aisles and the Nave were built in the 13th century. In the 14th century, the Chancel was extended eastwards to create a Sanctuary. Also in that century, the St Katherine Chapel and an Arcade was added to the south-east corner of the building.

In 1855-56, the Nave, North Aisle and the South Arcade were substantially rebuilt, the West Porch added and the Nave re-roofed.

 

The Nave - or central area of the church - dates from the 12th century and is notable for its unusually narrow original walls (later, the Arcade walls). Fractionally over 2ft thick, they are considered to be attributable to Saxon workmanship which favoured relatively "thin" solid walls against the Norman style of "thicker" walls comprising two leaves with a filled cavity.

The western end of the Nave is thought to be a late 12th-century extension.

The South Aisle was constructed in the early part of the 13th century and substantially rebuilt by Victorian architect R. C. Hussey in 1855. Some original 13th-century material was re-used, and the eastern respond located against the Chancel remains substantially untouched.

The North Aisle was also created in the 13th century and completely rebuilt by Hussey as part of his major "modernisation" of the building. The South Aisle incorporates a 14th-century window.

The Victorians' enthusiasm for remodelling churches also extended to the Nave which was rebuilt by Hussey in 1855-56. He also added the West Porch, constructed a Vestry and re-built the Chancel arch. It's worth comparing the ceilings of the South Aisle which is said to have escaped Hussey's attentions and that of the Nave where he left only the tie beams and principal trusses visible.

The box pews, pulpit, lectern, rector's stall and choir stalls all date from the Victorian era. The wooden wall benches pre-date the pews.

 

The alignment of the Tower and Chancel is considered attributable to Saxon, rather than Norman, workmanship. If you stand in front of the east window and look back to the west door you will see that the Nave and Chancel are out of alignment, and this suggests that the Chancel pre-dates the Nave.

Examples of Norman workmanship to be seen in St Mary today are:

• the upper part of the Tower;

• perhaps the belfry stage with its pairs of round-headed openings;

• the re-styling of the western part of the Chancel; and

• the west end of the Nave (possibly a late 12th century extension).

Early in the 13th century, the Chancel was re-styled and given Early English lancet windows.

A further period of rebuilding-took place during the 14th century. The Chancel was extended eastwards by a further 22ft, so creating the Sanctuary.

The stained glass in the Chancel windows are memorials to the Birch Reynardson family. The east window contains picture panels, the work of famous church glass artist Thomas Willement of Davington.

 

On the north wall of the Sanctuary at Eastling Church is a double Aumbry.

Built as a cupboard in the wall - usually with a wooden door - this would have been used to house the Church Plate.

 

A piscina is, in effect, a medieval stone bowl near the altar where a priest carried out ceremonial cleaning tasks.

The piscina in Eastling Church dates from the late 13th century and takes the form of a stone cill incorporating twin bowls - one for hand washing, the other for cleaning the chalice and other sacred vessels.

It was originally located in the Chancel. When this part of the building was extended during the 14th century, the piscina was moved to its present position on the south wall of the Sanctuary.

 

The sedilia at Eastling Church comprise three recessed stone seats with trefoiled canopies. By convention, sedilia were placed south of the altar and used by the priest, deacon and sub-deacon.

Created late in the 13th century, Eastling's sedilia were moved, during the 14th century, from the Chancel to their present position in the (then) new Sanctuary.

 

The Stone Stalls, on the north side of the Chancel, would have once served as choir stalls. These recessed seats have unusual carved stone canopies in the form of four trefoiled arches carried on caryatids (columns sculpted as female figures).

In his "Notes on the Church", Eastling Church historian Richard Hugh Perks says that a 19th century ecclesiologist, Francis Grayling, theorised that they were mural recesses. Mr Perks considers the church might once have been decorated extensively with murals - born out by the traces of wall paintings found in the 1960s when the Chancel was re-decorated. However, the paintings were in such very poor condition that they were covered over. Mr Perks also draws attention to the fragment of the former Chancel east wall which can be seen at the east end of the Stone Stalls.

 

The St Katherine Chapel was built around 1350. As part of the scheme, an arcade was formed on the south side of the Chancel. The fluted (concave-sided) pillars are an unusual design, also found in Faversham Parish Church and at Eastchurch, Sheppey. It is thought that the workmanship might be by masons from either Leeds Priory or Faversham Abbey.

The Chapel houses a 19th century organ, the Martin James monument and a fine oak chest with an inscription of "1664 H" carved inside. The "H" is the mark of a Michael Shilling, who was churchwarden at the time.

 

There is evidence that Eastling Church once had a Rood Screen, possibly extending across both the Chapel and the Chancel. On this would have stood a Cross with a carving representing a crucified Jesus. The Reformation saw the destruction of the Rood and no trace remains, apart from the base of a stairs turret at the south-east corner of the South Aisle.

 

The West Porch was built in 1855, by Victorian architect R.C. Hussey as part of his major alterations to the church.

However, the fine Norman west doorcase is much older, possibly dating from 1180. It is carved from chalk blocks; some of the internal wall faces are also chalk, a common feature of many Downland churches. It was partly restored by the Victorians.

 

The churchyard owes much to a generous bequest for its maintenance by Dorothy Long (d. 1968). It used to be part of the 'Gods Acre Project' setup by the Vicar of Eastling Parish Caroline Pinchbeck (who departed the parish in 2012) but from 2013 has been returned to previous landscaping regimes.

When the churchyard was being managed with wildlife in mind, it preserved the diversity of nature alongside well kempt areas. This means parts of the old graveyard were left to grow from springtime onwards and were cut in September. Many species of wild flowers grew in a spring meadow and were followed by grasses. This encouraged wildlife into the graveyard, owls, field mice, voles, multiple species of insects and birds. The uncut areas were managed, which means to say they were not left to grow out of control. Brambles, the majority of stinging nettles and other unwanted plants were removed by hand and the graves were always tended so that the vegetation did not disturb them.

Areas of the churchyard that were mown were done so with a petrol mower but the grass was not collected, It was left on the ground as a mulch. No pesticides were used, they damaged the graves, leaving contaminated black rings around them and killed any wild flowers or grass in the affected areas. The emphasis of the gods acre project management process, started in 2008, was balance. By maintaining the churchyard in this way it was both cost effective and beneficial to local wildlife and preservation. (N. Perkins/ Grounds man Eastling Church 2007-2012)

The original graveyard has a modern extension with spaces still available for burials and close to the entry gate is an area dedicated to the burial of ashes.

Several graves date from the 17th and 18th centuries and include memorial stones to Mary Tanner who was born in the year of the Battle of Naseby; to Christopher Giles born in 1674 and his wife Susannah born in 1691; and to Thomas Lake of Eastling Gent died February the 19th 1717.

Close to the West Porch is a 13th century stone coffin slab, in the form of a cross with a sword, a style sometimes referred to as a "Crusader Tomb".(original text) This is infact incorrect, an archaeologist has confirmed that the stone is a medieval headstone most likely from the back of the church which was once standing that has been moved and placed by the entrance for asthetic qualities. There is another stone to the left of the entrance from a sarcophagus which again has been moved and placed by the entrance.

  

There is a Yew Tree by the West Door and It is said to be an ancient which would put it's minimum age at 2000 years, predating the church. However dating methods for Yew Trees are inconclusive.. It is hard to reliably scientifically date a Yew Tree due to several factors.. Information on the dating process can be found here. (source: ancient-yew.org) Also Yew trees can grow fast and ages can be exaggerated, a large Yew is most likely the age of the Church but unlikely to be older than it's Anglo-Saxon predecessor. There is no firm evidence to link Yew trees to pagan religions or the theory that Church's were built on Pagan Ritual Sites. (source: Illustrated History of the Countryside, Oliver Rackham)

The circle of yews which continue around the church have been said to have sprouted from the ancient Yew Tree, however archeologists and Yew Tree Specialists have put forward that actually the Yew Trees have been landscaped to look like that. In the past Yew Trees were planted to ward of witches and evil spirits. It is clear if you measure out the trees and use dimensions for aging that the trees have been landscaped.

 

Work carried out on the tower in 2010 to install a compostable toilet has radically changed the dimensions and structure of the lower and middle of the tower.

The base of the south-west Tower is said to date from the early 11th century, possibly earlier. Much of the remainder of the Tower is Norman.

The Tower - five feet thick at its base - is of flint and chippings, with ragstone quoins, and is heavily buttressed. The external brick buttress to the tower is 18th century. Brick was also used in rebuilding sections of the north-west angle of the Tower, the belfry openings and the Tower doorcase. Today's slated spire would once have been clad with wooden shingles.

The door to the Tower is set in a large arch with "Articles" of the Ringing Chamber, on wooden boards above it.

 

Eastling has six bells, four of them made by Richard Phelps during the time he occupied the Whitechapel Bell Foundry. Click here for more info. Unfortunately, the present condition of the timber bell frame with its elm headstocks (constructed around 1700) and the upper part of the Tower do not allow the bells to be rung safely.

 

www.eastlingvillage.co.uk/st-mary-s-church.html

 

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THE next parish south-eastward from Newnham, is Easling, written in old deeds likewise Esling, and Iseling.

 

It is situated among the hills, on very high ground, about five miles southward from Faversham, and a little more than a mile south-eastward from Newnham valley, in a healthy but cold and forlorn country, being much exposed to the north-east aspect. The village, with the church and parsonage in it, a near pretty dwelling, stands on the road leading from Otterden to Newnham valley; in it there is a large well-timbered house, called Gregories, formerly of some account, and rebuilt in 1616, it formerly belonged to Hoskins, and then to Parmeter, in which name it still continues.—Though there is some level land in the parish, yet it is mostly steep hill and dale, the soil in gen ral a red cludgy earth, poor, and much covered with flints. It is very woody, especially in the eastern parts of it.

 

A fair is held in the village on Sept. 14, yearly, for toys and pedlary ware. On Nov. 30, being St. Andrew's, there is yearly a diversion called squirrel bunting, in this and the neighbouring parishes, when the labourers and lower kind of people assembling together, form a lawless rabble, and being accoutred with guns, poles, clubs, and other such weapons, spend the greatest part of the day in parading through the woods and grounds, with loud shoutings, and under the pretence of demolishing the squirrels, some few of which they kill, they destroy numbers of hares, pheasants, partridges, and in short whatever comes in their way, breaking down the hedges, and doing much other mischief, and in the evening betaking themselves to the alehouses, finish their career there in drunkenness, as is usual with such sort of gentry.

 

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

 

Herbert held of the bishop of Baieux Nordeslinge. The arable land is one carucate. It was taxed at half a suling. There two borderers pay two shillings. In the time of king Edward the Confessor, and afterwards, it was worth twenty shillings, now twenty-five shillings. Turgod held it in the time of king Edward the Confessor.

 

These two manors, (one of which was Throwley, described immediately before in this record) Herbert, the son of Ivo, Held of the bishop of Baieux.

 

And a little below,

 

Roger, son of Ansebitil, held of the bishop, Eslinges. It was taxed at one suling. The arable land is one carucate. There is in demesne . . . . and one borderer has half a carucate. There is a church, and one mill of ten shillings, and two acres of meadow. In the time of king Edward the Confessor it was worth sixty shillings, and afterwards twenty shillings, now forty shillings. Unlot held it of king Edward, and could go where he pleased with his land.

 

Fulbert held of the bishop, Eslinges. It was taxed at five suling, in the time of king Edward the Confessor, and now for two, and so it did after the bishop gave the manor to Hugh son of Fulbert. The arable land is six carucates. In demesne there are two carucates, and thirty villeins having three carucates. There is a church, and twenty-eight servants, and one mill of ten shilings. Wood for the pannage of thirty bogs In the time of king Edward the Confessor it was worth ten pounds, and when he received it six pounds, now four pounds, and yet the bishop had eight pounds. Sired held it of king Edward.

 

The three estates described before, included North Easting and its appendages, Huntingfield and Diven manors, with others estates in this parish, then esteemed as part of them.

 

On the bishop's disgrace four years afterwards, all his possessions were confiscated to the crown.

 

Fulbert de Dover, mentioned above as tenant to the bishop of Baieux for one of these estates, appears afterwards to have held all three of them of the king in capite by barony, the tenant of them being bound by tenure to maintain a certain number of soldiers from time to time, for the defence of Dover castle, in which there was a tower called Turris dei inimica, which he was bound by his tenure likewise to repair.

 

Of him and his heirs these estates were held by knight's service, of the honor of Chilham, which they had made the caput baroniæ, or chief of their barony. (fn. 1) That part of the above-mentioned estates, called in Domesday Nordeslinge, was afterwards known by the name of THE MANOR OF EASLING, alias NORTHCOURT, which latter name it had from its situation in respect to the others, being held of the lords paramount by a family of the name of Esling, one of whom, Ralph de Esling, died possessed of it in the 26th year of king Edward I. anno 1297, then holding it by knight's service of the honor of Chilham. He left an only daughter and heir Alice, who carried this manor, with that of Denton, alias Plumford, in marriage to Sir Fulk de Peyforer, who, with Sir William de Peyforer, of Otterden, accompanied king Edward. I. in his 28th year, at the siege of Carlaverock, where, with many other Kentish gentlemen, they were both knighted. They bore for their arms, Argent, six fleurs de lis, azure.

 

Sir Fulk de Peyforer, in the 32d year of the above reign, obtained a grant of a market weekly on a Friday, and one fair yearly on the feast of the exaltation of the Holy Cross at Esling, and free-warren for his lands there. Before the end of which reign, the property of these manors was transferred into the family of Leyborne, and it appears by an inquisition taken in the 1st year of Edward III. that Juliana, the widow of William de Leyborne, who died anno 2 Edward II. was possessed of these estates at her death, and that their grand-daughter Juliana, was heir both to her grandfather and father's possessions, from the greatness of which she was usually stiled the Infanta of Kent.

 

She was then the wife of John de Hastings, as she was afterwards of Sir William de Clinton, created earl of Huntingdon, who paid aid for the manor of Northcourt, alias Easling. She survived him, and afterwards died possessed of this estate in Easling, together with Denton, alias Plymford, in the 41st year of king Edward III. and leaving no issue by either of her husbands, these manors, among the rest of her estates, escheated to the crown, for it appears by the inquisition taken that year, after her death, that there was no one who could make claim to her estates, either by direct or even by collateral alliance.

 

These manors remained in the crown till the beginning of king Richard the IId.'s reign, when they became vested in John, duke of Lancaster, and other seoffees, in trust for the performance of certain religious bequests in the will of Edward III. in consequence of which, the king Afterwards, in his 22d year, granted them, among other premises, to the dean and canons of St. Stephen's college, in Westminster, for ever. (fn. 2) In which situation they continued till the 1st year of king Edward VI. when, by the act passed that year, they were surrendered into the king's hands.

 

After which the king, by his letters patent, in his 3d year, granted these manors, among others lately belonging to the above-mentioned college, to Sir Thomas Cheney, privy counsellor and treasurer of his houshold, with all and singular their liberties and privileges whatsoever, in as ample a manner as the dean and canons held them, to hold in capite by knight's service. (fn. 3) whose son Henry, lord Cheney, of Tuddington, had possession granted to him of his inheritance anno 3 Elizabeth, and that year levied a fine of all his lands.

 

He passed these manors away by sale, in the 8th year of that reign, to Martin James, esq. prothonotary of the court of chancery, and afterwards a justice of the peace for this county, who levied a fine of them anno 17 Elizabeth, and died possessed of them in 1592, being buried in the south chancel of this church, under a monument, on which are the effigies of himself and his wife. He bore for his arms, Quarterly, first and fourth, vert, a dolphin naiant; second and third, Ermine, on a chief gules, three crosses, or. His great-grandson Walter James, esq. was possessed of them at the time of the restoration of king Charles II. whose heirs sold them in the latter end of that reign, to Mr. John Grove, gent. of Tunstall, who died possessed of them in 1678, after which they descended down to Richard Grove, esq. of Cambridge, but afterwards of the Temple, in London, who died unmarried in 1792, and by his will devised them to Mr. William Jemmet, of Ashford, and Mr. William Marshall, of London, who continue at this time the joint possessors of them.

 

THE MANOR OF HUNTINGFIELD, situated in the eastern part of this parish, was, at the time of the takeing of the general survey of Domesday, part of the possessions of Odo, bishop of Baieux, as has been already taken notice of before, and on his disgrace came, with the rest of his estates, to the crown, about the year 1084.

 

After which, Fulbert de Dover appears to have held it, with others in this parish, of the king in capite by barony, by the tenure of ward to Dover castle for the defence of it. Of him and his heirs it was held by knight's service, of the honor of Chilham, the head or chief of their barony.

 

Simon de Chelsfield held it of them, as lords paramount, in the reign of Henry III. but at the latter end of that reign, this manor was come into the possession of that branch of the eminent family of Huntingfield settled in this county, descended from those of Suffolk, in which county and in Norfolk they had large possessions. Hence this manor assumed the name of Huntingfield-court, and it appears by the roll of knights fees, taken at the beginning of the reign of Edward I. that Peter de Huntingfield then held it. He resided at times both here and at West Wickham, of which manor he was likewise possessed, though it seems when he was sheriff in the 11th, 12th, and 13th years of that reign, he kept his shrievalty at Huntingfield-court. In the 9th year of it he obtained a charter of free-warren for his lands at Eslynge and Stalesfeld, and in the 28th year of it attended the king at the siege of Carlaverock, in Scotland, for which service he, with others, received the honor of knighthood. He died in the 7th year of Edward II. anno 1313, leaving by the lady Imayne his wise, who was buried in the church of the Grey Friars, London, Sir Walter de Huntingfield his son and heir, who having obtained several liberties for his manor of Wickham, and liberty to impark his grounds there, (fn. 4) seems to have deserted this place, which in the next reign of Edward III. was sold either by him or by his son, Sir John de Huntingfield, to one of the family of Sawfamere, and in the 20th year of that reign, the lady Sawfamere, Dna' de Sawsamero, as she is written in the book of aid, paid respective aid for it.

 

But before the end of that reign, it had passed into the name of Halden, for it appears by the escheat-rolls that William de Halden died in the 50th year of it, possessed of Easling manor, called Huntingfield, held of the castle of Chilham; soon after which it became the property of Sir Simon de Burleigh, who being attainted in the 12th year of Richard II. this manor, among the rest of his possessions, came to the crown. After which, anno 2 Henry IV. John, son and heir of Sir John de Burley, cousin and heir of Sir Simon de Burley, was, upon his petition, restored in blood, and the judgment against Sir Simon was revoked, and three years afterwards the king, with the assent of the lords, wholly restored him to all his hereditaments, except as to those excepted by him. (fn. 5) How long this manor remained in this name I have not found, but in the reign of Henry VI. it was in the possession of Sir James Fienes, who anno 25 of that reign, by reason of his mother's descent, was created Lord Say and Sele, and was afterwards made lord treasurer, but becoming unpopular, from his being so great a favorite, he was seized on in the insurrection raised by Jack Cade, and beheaded in the 29th year of that reign. He was at his death possessed of this manor, which by his will be devised to his son Sir William Fienes, who became likewise lord Say and Sele, but the unhappy contention which then subsisted between the houses of York and Lancaster, in which he risked not only his person, but his whole fortune, brought him soon afterwards into great distresses, and necessitated him to mortgage and sell the greatest part of his lands. How this manor was disposed of I have not found, but within a very few years afterwards it appears to have been in the hands of the crown, for king Richard III. in his first year, granted to John Water, alias Yorke Heraulde, an annuity out of the revenues of his lordship of Huntingfield, and afterwards by his writ, in the same year, on the resignation of John, garter, principal king at arms, and Thomas, clarencieux, king at arms, he committed to Richard Champeney, alias called Gloucestre, king of arms, the custody of this manor.

 

But the see of it seems to have remained in the crown till king Henry VIII. in his 35th year, granted it to John Guldford and Alured Randall, esqrs. to hold in capite by knight's service. John Guildford was the next year become the sole proprietor of it, and then alienated it to Sir Thomas Moyle; he sold it, in the 7th year of Edward VI. to John Wild, esq. of St. Martin's hill, Canterbury, with its members and appurtenances in Esling, Sheldwich, Whitstaple, Reculver, and Ulcombe. However, it appears that he was not possessed of the entire see of it at his death in 1554, for he by his will devised his two thirds of this manor, (besides the third part due to the queen, after his wife's death) to his son Thomas Wild, then an infant, whose son John Wild, esq. of St. Martin's hill, alienated his share, or two thirds of it, which included the courts, sines, amerciaments, and other privileges belonging to it, to Martin James, esq. prothonotary of the court of chancery, owner of the manor of North-court, alias Easling, as above-mentioned, whose great-grandson, Walter James, esq. possessed it at the restoration of Charles II. at the latter end of which reign his heirs sold it to Mr. John Grove, gent. of Tunstall, who died possessed of it in 1678, and his great-grandson Richard Grove, esq. of London, proprietor likewise of North-court above-described, died in 1792, having by his will devised these manors (which having been for many years united in the same owners, are now consolidated, one court being held for both, the stile of which is, the manor of Easling, alias North court, with that of Huntingfield annexed, in Easling, Ulcomb, and Sheldwich) among the rest of his estates, to Wm. Jemmet, gent. of Ashford, and William Marshall, of London, and they continue at this time the joint possessors of these manors.

 

BUT THE REMAINING THIRD PART of the manor of Hunting field, in the hands of the crown in the reign of Philip and Mary, as before-mentioned, in which was included the mansion of Huntingfield court, with the demesne lands adjoining to it, continued there till it was granted, in the beginning of the next reign of queen Elizabeth, to Mr. Robert Greenstreet, who died possessed of it in the 14th year of that reign, holding it in capite by knight's service. His descendant Mr. Mathew Greenstreet, of Preston, leaving an only daughter Anne, she carried this estate in marriage to Mr. Richard Tassell, of Linsted, and he alienated it in 1733 to Edward Hasted, esq. barrister-at law, of Hawley, near Dartford, whose father Mr. Joseph Hasted, gent. of Chatham, was before possessed of a small part of the adjoining demesne lands of Huntingfield manor, which had been in queen Elizabeth's reign become the property of Mr. Josias Clynch.

 

The family of Hasted, or as they were antiently written, both Halsted and Hausted, was of eminent note in very early times, as well from the offices they bore, as their several possessions in different counties, and bore for their arms, Gules, a chief chequy, or, and azure. William Hausted was keeper of the king's exchange, in London, in the 5th year of Edward II. from whom these of Kent hold themselves to be descended, one of whom, John Hausted, clerk, or as his descendants wrote themselves, Hasted, born in Hampshire, is recorded to have been chaplain to queen Elizabeth, and a person much in favor with her, whom he so far displeased by entering into the state of marriage, which he did with a daughter of George Clifford, esq. of Bobbing, and sister of Sir Coniers Clifford, governor of Connaught, in Ireland, that he retired to the Isle of Wight, where he was beneficed, and dying there about the year 1596, was buried in the church of Newport. His great grandson Joseph Hasted, gent. was of Chatham, and dying in 1732, was buried in Newington church, as was his only son Edward, who was of Hawley, esq. the purchaser of Huntingfield court as before-mentioned. He died in 1740, leaving by his wife Anne, who was descended from the antient and respectable family of the Dingleys, of Wolverton, in the isle of Wight, one son, Edward Hasted, esq. late of Canterbury, who has several children, of whom the eldest, the Rev. Edward Hasted, late of Oriel college, in Oxford, is now vicar of Hollingborne. He bears for his arms the antient coat of the family of Halsted, or Hausted, as mentioned before, with the addition in the field, of an eagle displayed,ermine,beaked and legged, or, with which he quarters those of Dingley, Argent, a fess azure, in chief, two mullets of the second between two burts, which colours Charles, the third son of Sir John Dingley, of Wolverton, in James the 1st.'s reign, changed from those borne by his ancestors and elder brothers, i.e. from sable to azure.

 

Edward Hasted, esq. of Canterbury, above-mentioned, succeeded his father in this estate, which he, at length, in 1787, alienated to John Montresor, esq. of Throwley, who continues the possessor of it.

 

The foundations of slint and stone, which have continually been dug up near this house, shew it to have been formerly much larger that it is at present. There was once a chapel and a mill belonging to it, the fields where they stood being still known by the name of chapel-field and mill-field, which answers the description of this estate given in Domesday.

 

DIVEN is A MANOR, situated almost adjoining to the church of Easting, which is so corruptly called for Dive-court, its more antient and proper name. This estate was likewise one of those described before in Domesday, as being part of the possessions of the bishop of Baieux, on whose disgrace it was, among, the rest of his estates, forfeited to the crown; after which, Fulbert de Dover appears to have held it, with others in this parish therein-mentioned, of the king in capite by barony, by the tenure of ward to Dover cattle, and of him and his heirs it was held, as half a knight's fee, of the honor of Chilham, the caput barouiæ, or head of their barony.

 

In the reign of Henry III. John Dive held this estate as before-mentioned, of that honor; and his descendant Andrew Dive, in the 20th year of king Edward III. paid aid for it as half a knight's fee, held of the above barony, when it paid ward annually to Dover castle. In this name the manor of Diven continued till the beginning of the next reign of king Richard II. when it was alienated to Sharp, of Ninplace, in Great Chart, in which it remained till the latter end of Henry VII. when it was conveyed to Thurston, of Challock, from which, some year after, it was passed by sale to John Wild, esq. who, before the reign of queen Elizabeth, sold it to Gates, and he alienated it to Norden, who conveyed it to Bunce, where it remained after the death of king Charles I. in 1648; soon after which this manor was sold to John Adye, esq of Down court, in Doddington, who died possessed of it in 1660, and his two sons, Edward and Nicholas, seem afterwards to have possessed it in undivided moieties.

 

Edward Adye, esq. was of Barham, and left seven daughters his coheirs, of whom Susanna, married to Ruishe Wentworth, esq. son and heir of Sir George Wentworth, a younger brother to Thomas, the noted but unfortunate earl of Strafford, entitled her husband to the possession of her father's moiety of this manor, with other lands in Doddington, upon the division of his estates among them. He left an only daughter and heir Mary, who married Thomas, lord Howard, of Essingham, who died possessed of this moiety of Diven-court in 1725, and leaving no male issue, he was succeeded in this estate by Francis his brother and heir, who was in 1731 created Earl of Essingham, and died in 1743. His son Thomas, earl of Effingham, afterwards alienated this moiety of Divencourt to Oliver Edwards, esq. of the six clerks office, as will be further mentioned hereafter.

 

The other moiety of this manor, which, on the death of his father, came into the possession of Nicholas Adye, esq. of Down-Court, in Doddington, was devised by him to his eldest son John Adye, esq. of Down court, who anno 23 Charles II. suffered a recovery of it. (fn. 6)

 

He left an only daughter and heir Mary, married to Henry Cullum, sergeant-at-law; but before that event, this estate seems to have been passed away by him to Thomas Diggs, esq. of Chilham castle, Whose descendant of the same name, in 1723, conveyed it, with Chilham-castle, and the rest of his estates in this county, to Mr. James Colebrook, citizen and mercer of London, who died possessed of this moiety of Diven-court in the year 1752, after which it passed in like manner with them, till it was at length sold by his descendants, under the same act of parliament, in the year 1775, to Thomas Heron, esq. of Newark upon Trent, afterwards of Chilham-castle, who about the year 1776, joined with Oliver Edwards, esq. the proprietor of the other moiety, as has been mentioned beforce, to Mr. Charles Chapman, of Faversham, who then became possessed of the whole of it, which, at his death in 1782, he devised by his will to his nephews and nieces, of the name of Leeze, two of whom are now entitled to the fee of it.

 

THE MANOR OF ARNOLDS, which is situated about a mile eastward from the church of Easling, was likewise part of the estates of the bishop of Baieux, mentioned before, and on his disgrace came with the rest of them, to the crown, of which it was held afterwards in capite by barony, by Fulbert de Dover, by the tenure of ward to Dover castle, and of him and his heirs it was again held, as half a knight's fee, as of the honor of Chilham, the head of their barony.

 

Of them it was held by Arnold de Bononia, whence it acquired the name of Arnolds, alias Esling. His son John Fitzarnold afterwards possessed it in the reign of Edward III. after which Peter de Huntingfield was owner of it, but in the 20th year of Edward III. the lady Champaine, or Champion, and the earl of Oxford paid aid for it, as half a knight's fee, held of the barony above-mentioned. How it passed afterwards I have not seen, but in the next reign of Richard II. it was become part of the endowment of the dean and canons of the collegiate free chapel of St. Stephen's, Westminster, with whom it remained till the suppression of it in the 1st year of Edward VI. when it came into the hands of the crown; after which it became the property of Gates, and after that of Terry, in which it continued several years, and by that acquired the name of Arnolds, alias Terrys, from which name it was sold, in the reign of queen Anne, one part to the Rev. William Wickens, rector of this parish, who bore for his arms, Party, per pale, or, and sable, a chevron coupee, between three trefoils, all counter changed, whose son Mr. William Wickens, succeeded to it on his death in 1718. He died without male issue, and by his will devised it to his two daughters, one of whom marrying Elvy, he bought the other sister's share in it, and his widow surviving him now possesses both of them; another part was sold to Chapman, and a third to Avery. Since which it has become more inconsiderable, by the two parts last-mentioned having been again parcelled out, so that now it is sunk into that obscurity, as hardly to be worthy of notice, but the manerial rights of the manor are claimed by John Wynne and Lydia his wife.

 

Charities.

 

EDWARD GRESWOLD, by his will in 1677, gave 20l. for the benefit of the poor not receiving alms, to be laid out in land or otherwise, by his executors, who in 1680 purchased a piece of land, called Pinkes-cross, in Easling, containing two acres, in trust, for this purpose, the rent of it is now 154. per annum, vested in the minister and parish officers.

 

The poor constantly relieved are about twelve, casually twenty-five.

 

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

 

The church, which is dedicated to St. Mary, consists of three isles and a south chancel, called St. Katherine's. The steeple, which is a low pointed one, stands at the west end; there are six bells in it.

 

Alicia de Esling, wife of Robert de Eschequer, and lady of the manor of Esling, with the consent of archbishop Theobald, in the reign of king Stephen, granted the church of Elinges, situated on her estate, to the priory of Ledes, in perpetual alms, together with the temporalities, or appropriation of it, to be possessed by them for ever after the death of Gervas then incumbent of it. Which gift was confirmed by archbishop Hubert, in the reign of Richard I.

 

Notwithstanding which, there was no vicarage endowed here, nor did the canons of Ledes ever enjoy the parsonage of it; but archbishop Stephen Langton, who succeeded archbishop Hubert, with the consent and approbation of William de Eslinges, patron of this church, granted to the canons of Ledes twenty shillings yearly, to be received from it in the name of a benefice; and he ordained, that beyond that sum, they should not claim any thing further from it, but that whenever it should become vacant, the said William de Esling should present to it. But it should seem that after this, they had not given up all pretensions to it, for they obtained, seventy years after this, viz. in 1278, of the prior, and the convent of Christchurch, Canterbury, a confirmation of the archbishops Theobald and Hubert's charters to them, in which this church is particularly mentioned. (fn. 7) How long it continued in the hands of the family of Esling I do not find, or in those of private patronage; but before the 22d year of Edward III. it was become part of the possessions of the college founded by Sir John Poultney, in the church of St. Laurence, Canon-street, London, with which it remained till the suppression of the college, in the reign of Edward VI. when it came, with the rest of the possessions of it, into the hands of the crown.

 

After which it seems to have been granted to Sir Thomas Moyle, of Eastwell, whose sole daughter and heir Catherine married Sir Thomas Finch, of that place, and afterwards Nicholas St. Leger, esq. who in her right presented to this rectory in 1574; after which Sir Moyle Finch, knight and baronet, the eldest son of Sir Thomas and lady Catherine, succeeded to it, in whose descendants, earl of Winchelsea and Nottingham, this advowson continued down to Daniel, earl of Winchelsea and Nottingham, who died possessed of it in 1769, without male issue, leaving his four daughters his coheirs. He was succeeded in titles by his nephew George Finch, esq. only son of his next brother William; but this advowson, with Eastwell, and the rest of his Kentish estates, he gave by his will to his nephew George Finch Hatton, esq. only son of his third brother the hon. Edward Finch Hatton, (fn. 8) who is the present owner of it.

 

The pension of twenty shillings payable from this church to the priory of Ledes, at its suppression in the reign of Henry VIII. came into the hands of the crown; after which it was settled, among other premises, by the King, in his 33d year, on his newerected dean and chapter of Rochester, who are now entitled to it.

 

¶This rectory is valued in the king's books at sixteen pounds, and the yearly tenths at 1l. 12s. In 1587 the communicants here were eighty-seven.

 

In 1640 it was valued at 120l. Communicants one hundred. It is now worth upwards of 200l. per annum.

  

www.british-history.ac.uk/survey-kent/vol6/pp422-437

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

 

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

 

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

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

 

Named: "Djerba" (in Arabic).

 

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

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

 

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

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

 

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

 

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

 

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

 

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

 

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

 

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

+++ DISCLAIMER +++

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

  

Some Background:

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

 

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

 

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

 

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

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

 

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

 

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

 

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

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

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

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

 

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

 

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

 

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

  

General characteristics:

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

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

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

Height: 12 ft. 2 (3.73 m)

Wing area: 234' 8" sq ft (29.11 m²)

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

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

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

 

Powerplant:

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

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

 

Performance:

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

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

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

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

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

Wing loading: 57.4 lb/ft² (384 kg/m²)

Thrust/weight: 0.48

 

Armament:

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

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

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

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

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

  

The kit and its assembly:

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

 

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

 

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

 

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

  

Painting and markings:

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

 

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

 

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

 

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

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

  

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

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 print with a better version 23-Jan-19.

 

I love the cans hanging under each engine to catch the oil drips!

Built in 1886 to replace the village's original brick schoolhouse and moved to a new concrete foundation with a basement in the 1930's. It was later used as a community center.

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

Santa Fe 95 started out life as AT&SF 105, one of an order of 9 EMD FP45 model diesel-electric passenger locomotives built in December 1967, equipped with a V-20 power plant providing 3600 traction horsepower to 6 motored axles. These units were intended to replace the aging F series streamlined passenger locomotives that were hauling prestige passenger trains including Santa Fe's legendary flagship Super Chief/El Capitan that ran until Amtrak took over US long-distance railroad passenger service in 1971. This particular unit went through one merger (BNSF) two rebuildings (one for wreck damage, one for upgrading), 3 repaintings and 5 number changes before it was finally retired due to a cracked engine block in 1998. It was then stored for a period at the BNSF Barstow Shops before being donated to the WARM, where it now stands near the Barstow station and the former Harvey House.

 

Although it spent most of its life in AT&SF blue and yellow, Santa Fe repainted it near the end of its life in a very similar (but not 100% identical) version of its famous red and silver "Warbonnet" passenger color scheme as a nod to company pride and history. The nearly constant desert sun has not been kind to its paint after nearly 20 years, as can be seen on this warm spring afternoon. Barstow CA USA, 4 April 2014.

Nikon D810 Ballet Photos of Pretty Ballerina Dancing in Malibu! Captured with the Nikon 70-200mm f/2.8G ED VR II AF-S Nikkor Zoom Lens and the 50mm Sigma Art Lens !

 

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Join me friends!!

 

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I'm working on an anthology of classic, epic poetry, which begins with selections from Homer's Iliad and Odyssey! :) I've replaced the Roman names with the Greek names: "RAGE, Sing, O goddess, the rage of Achilles son of Peleus, that brought countless ills upon the Greeks. Many a brave soul did it send hurrying down to Hades, and many a hero did it yield a prey to dogs and vultures, for so were the counsels of Zeus fulfilled from the day on which the son of Atreus, king of men, and great Achilles, first fell out with one another."

 

All the best on your epic hero's odyssey into the art of photography!

 

Nikon D810 Beautiful Ballerina Dancers! Goddesses Dancing Ballet! Ballet amongst the California Spring Wildflowers!

Replacing your old full bed headboard with the new model may be part of your house renovation. This is common, as people sometimes can be bored of their home decoration or interior design look. It is not so difficult to design your new full bed headboard, or you can even utilize your used doors...

 

midcityeast.com/what-is-your-favorite-full-bed-headboard/

Buick revived the Roadmaster name for a B-body station wagon in 1991, replacing the Estate Wagon in the lineup. Using the 115.9-inch (2,940 mm) wheelbase that was introduced for the 1977 model year, the wagon was called the Roadmaster Estate Wagon. A sedan joined the wagon for 1992, with its own distinct sheet metal, although it shared parts with other full-size GM models. The Roadmaster Estate was a badge engineered Chevrolet Caprice Estate (also sold as the Oldsmobile Custom Cruiser) the three variants differing mainly in grille design and trim. It was slightly larger than the all-new Buick Park Avenue in 1991.

 

Simulated woodgrain side and back panels (made of vinyl) were standard on the Roadmaster Estate, although a delete option (WB4 wood delete) was available for credit. The "Vista Roof", a fixed sunroof over the second-row seats that was not available on the Caprice, was standard as well. The Roadmaster Estate could seat up to eight with an optional third-row seat. All these wagons initially used Chevrolet's 5.0 L small-block V8, but both Buicks used the larger 5.7 L version from 1992.

 

From 1994–1996, the Roadmaster, like all B-Body variants, began utilizing the iron head version of the Gen II LT1 V8, its 350 c.i/5.7 liters producing 260 hp (194 kW) and 335 lb·ft (454 N·m) of torque. The switch from the Gen I TBI 5.7L V8 was due to increasing standards for emissions and fuel economy that the aging Gen I could no longer meet. This motor was shared with the Impala SS of the same era and was related to the 4.3 L/265 c.i. L99 V8 that was the base motor for the Chevrolet Caprice, and varied mainly from the F body and Corvette applications by:

 

A) using iron heads rather than aluminum (specified by police departments for durability and utilized throughout the B-Body line) B) a milder cam that produced a better torque curve for the heavy B-Bodies. C) various intake silencers used to make the engine more palatable to the luxury market and/or pass drive-by noise standards. D) Two bolt main journal bearing caps (also true with the F-body LT1 engines, but not the Corvette).

 

The Roadmaster was only delivered with the 5.7 L LT1, however, and such cars can be detected visually by a factory-installed stainless steel dual exhaust. The interior of the LT1 cars are distinguished by utilizing analog gauges rather than digital. However, unlike its stablemates, the 9C1 Caprice and Impala SS the Roadmaster was limited to 108 mph (174 km/h) due to the factory-fitted tires not being rated to run the 140 mph (230 km/h) plus the 9C1 and SS were capable of. The engine returns 17 mpg-US (14 L/100 km; 20 mpg-imp) city/25 mpg-US (9.4 L/100 km; 30 mpg-imp) highway for a 4,200 lb (1,900 kg) full-sized car (4500 lb for the wagon), up 1 mpg-US city from the previous version.

 

The transmission from 1994–96 was changed from the 'analog' 700R4/4L60 to the electronically controlled version of the same, the 4L60E.

 

Ordered with the towing package, the 94-96 Roadmaster was advertised to tow up to 5000 pounds, although the Estate Wagon owner's manual extended that to 7,000 lbs when using a weight distributing hitch, dual sway controls, increasing the rear tire pressure to 35 psi and disabling the Electronic Level Control. The tow package added 2.93 gears and a limited slip differential, heavy duty cooling system including oil and transmission coolers, and a factory installed self leveling rear suspension consisting of air shocks, a height sensor between the rear axle and body and an on-board air compressor. The most distinctive feature was the combination of one conventional fan driven mechanically from the engine alongside of one electric fan, offset to the left (non-towpack cars came with two electric fans).

 

GM discontinued both the Roadmaster sedan and the Roadmaster Estate in 1996, ending production on December 13 of that year. This was blamed on the smaller but more expensive and luxurious Park Avenue growing in size; the Roadmaster trim levels never exceeded that of the smaller but still full-sized Buick LeSabre, as this enabled the Park Avenue to remain as Buick's flagship car. Interestingly, both the Park Avenue and LaSabre were front-engine front-wheel drive cars, in contrast to the Roadmaster's front-engine rear-wheel drive layout. Another reason was largely a response to the SUV craze, as the Arlington, Texas factory where the assembly line that specialized in RWD cars were built was converted to truck and SUV production. Along with the discontinuation of the related Cadillac Fleetwood and Chevrolet Caprice, this signalled the end of General Motors' production of rear-wheel drive, full-size cars. When discontinued, the Roadmaster Estate and the similar Chevrolet Caprice wagon brought up the end of the era of the full-size family station wagon.

 

Canada's prime minister from 1993–2003, the Right Honourable Jean Chretien, was driven in armoured Buick Roadmasters during his term of office

 

[Text from Wikipedia]

 

en.wikipedia.org/wiki/Buick_Roadmaster

 

This Lego miniland scale 1992 Buick Roadmaster Estate has been created for Flickr LUGNuts' 96th Build Challenge - The 8th Birthday, titled - 'Happy Crazy Eight Birthday, LUGNuts' - where all previous build challenges are available to build to. This model is built to the LUGNuts 81st Build Challenge, - "Generation Gap" - a challenge to build a vehicle or group of vehicles which represent a car line that has existed in more than one generation.This model complements the 1950 Buick Roadmaster Estate posted recently.

 

New Chris-mobile. It replaces my '98 2.5 TDi of the same type, because it is not possible to drive a fuel-economic diesel in the Netherlands anymore, I now drive a gasguzzler.

 

Yay Environment!

 

70 liters of dieselfuel = 1200 km's.

70 liters of petrol = 700 km's

 

explain to me about environment again....

  

One of the last handful of London Transport's RF-type ...strictly speaking an AEC Regal Mk IV 9821LT with Metro-Cammell body... seen alongside its nemesis, an ECW-bodied Bristol LH ...a most unLT-like vehicle. Taken at Kingston Bus Station on Friday 13th October 1978. Kingston was the last hang-out of the RF. I always liked the indicators ...should one write "trafficators"? ...on little stalks, like the wing mirrors. I think the contemporary RT had them too.

Posted via email from drspina's posterous

Construction of the current castle started around 1325. This served to replace an older castle (known as 't Oude Huys ), which stood a few hundred meters west of the present castle, and whose excavations in 1981 have revealed the foundations of a stone keep and objects.

 

In the twelfth century, the area around Helmond was part of the possessions of the van Hornes. The current castle was initially owned by the van Berlaer family. In 1433 this family was succeeded by the van Cortenbach family. In 1683 the castle passed into the hands of the Arberg family by marriage. The mint master Carel Frederik Wesselman bought the manor with the castle Helmond in 1781.

 

In 1549 a fierce fire raged in the castle, in which especially the west wing and the roofs of the building were damaged. Complete destruction has certainly not taken place. Evidence of this was found in later renovations in the 20th century .

 

In 1921, the ownership of the castle was transferred to the municipality of Helmond by the widow of the last lord of the castle Carel Frederik Wesselman van Helmond, jkvr. Anna Maria de Jonge van Zwijnsbergen and her two daughters, on the condition that the castle was only used for the municipal administration. or intended for other public use. After a thorough renovation, the castle was taken into use as a town hall from 1923. The space became too small in the 1970s. A new town hall was put into use. Of the municipal functions, two wedding halls and the council chamber remained in use. In 2001 the council chamber moved to a new location in nearby Boscotondo . Museum Helmond has been in the castle since 1982.

 

The current castle was designed as a square water castle with a round tower at each corner and no central residential tower or keep, very similar in ground plan to similar castles such as Muiden Castle, Radboud Castle, or Ammersoyen Castle. These square castles turned out to have better defensive qualities than older round castles. The ground plan of the castle measures approximately 35 X 35 meters. The diameter of the corner towers is approximately 8 meters. The entrance is on the north side through a gatehouse that is almost integrated with the adjacent buildings.

 

The castle used to have a double ring of moats, only the moat around the building itself remains. The castle also included some outbuildings and entrance gates. Apart from two square towers and one entrance gate, these have to make way for the construction of the Kasteel-Traverse (a bridge crossing straight through the center of Helmond). Over the centuries, the building was adapted several times to the then current use. During the major renovation in 1923, a system of corridors was built in front of the original rooms. The cellar vaults have remained virtually authentic. Almost nothing remains of the original interior. A few authentic fireplaces can still be seen.

 

Source: wikipedia.org

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/

Replacing an earlier scanned slide with a better version 27-Jan-16.

 

Built for the United States Air Force, designated as a C-118A, it was delivered to the USAF in Aug-55 serialled 53-3281. In Jul-65 it was transferred to the United States Border Patrol and registered N2816J. It was sold to Bellomy-Lawson Aviation in Aug-73 and converted to civil DC-6A standard before being leased to SAHSA (Honduras) in Oct-73 as HR-SHB. SAHSA bought it in 1974. In early 1977 it was due to be sold to Tide Air Inc as N47029 but the deal fell through and it was sold back to Bellomy-Lawson Aviation as N2816J in Aug-77. The aircraft was transferred to Transport Aircraft Service and leased to Guyana Airways in Oct-77, returning to Bellomy-Lawson in Mar-78. They sold it to S & R Air Freight Inc in Apr-78 and it was sold again in Mar-79 to North Star Sales & Leasing. Hill Air Company Inc bought it in Jul-80 and it was sold in Jul-84 to LACSA Cargo (Costa Rica) as TI-LRM. It was eventually retired, stored and then broken up but I'm unable to find dates.

Replacing an earlier scanned photo with a better version 10-Jul-19, plus Topaz DeNoise AI 07-Feb-25.

 

Air Europa, leased from / operated by Excel Airways in a hybrid c/scheme during the 2002/03 winter season.

 

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

 

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

 

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

 

It was again sub-leased back to XL Airways UK in May-08. XL Airways UK ceased operations in Sep-08 and Sunwing returned the aircraft to the lessor the following day. It was initially stored at Lasham, UK and re-registered N29883 in Oct-08.

 

In Mar-09 the aircraft was leased to Garuda Indonesia Airlines as PK-GEI. It was returned to the lessor in Jun-16 and was leased to Sriwijaya Airways, Indonesia as PK-CMT the following month. It was stored at Jakarta-CGK, Indonesia in Jun-20 due to a combination of the COVID-19 Pandemic coupled with financial problems.

 

The aircraft never returned to service and was permanently retired. It was broken-up at Jakarta-CGK in Jul-22.

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.

+++ 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.

This Leyland Lynx was new to Keighley & District as 201 in 1989 and was the first of 8 new buses for newly privatised AJS holdings that latterly became Blazefield Holdings. This vehicle found its way to Sovereign in Stevenage before being sold to Stotts of Minsbridge - that used it with 3 other Lynxes on school contracts until they were replaced with Darts in 2008. Due to the historical significance of this vehicle it was purchased by some of the founders of AJS holdings and is currently back at Keighley where it is seen looking smart after receiving new seats covers even though the originals were Blue.

Replaces the same picture with better definition

Northeastern Local Schools 2 - 1995 Blue Bird Ford - Retired; Cardinal Bus Sales - Lima, Ohio. Replaced with a 2014 Blue Bird All American FE T3.

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.

 

REPLACING 1998 THOMAS MINOTOUR

+++ DISCLAIMER +++

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

  

The origins of the Turbo Fury reach back to 1943, when the piston-driven Hawker Sea Fury's development was formally initiated in response to a wartime requirement of the RAF.

 

As the Second World War drew to a close, the RAF cancelled their order for the aircraft. However, the Royal Navy saw the type as a suitable carrier aircraft to replace a range of increasingly obsolete or poorly suited aircraft being operated by the Fleet Air Arm. Development of the Sea Fury proceeded, and the type began entering operational service in 1947.

 

The Sea Fury had many design similarities to Hawker's preceding Tempest fighter, but the Sea Fury was a considerably lighter aircraft. Both the Sea Fury's wings and fuselage originated from the Tempest but were significantly modified and redesigned.

 

The Sea Fury attracted international orders as both a carrier and land-based aircraft; it was operated by countries including Australia, Burma, Canada, Cuba, Egypt, West Germany, Iraq, and Pakistan. The Sea Fury was retired by the majority of its military operators in the late 1950s in favour of jet-propelled aircraft. One of the largest export customers for the type, Pakistan, went a different way.

 

A total of 87 new-build Sea Furies were purchased and delivered to Pakistan between 1950 and 1952, but some ex-FAA and Iraqi Sea Furies were also subsequently purchased.

 

The Sea Fury began to be replaced by the jet-powered North American F-86 Sabre in 1955, but it became quickly clear that the Sabre was primarily a fighter, not a ground attack aircraft. It also lacked adequate performance in 'hot and high' operation theatres, and the PAF's B-57 bombers were too big for certain CAS tasks, and their number highly limited.

 

Hence the decision was taken to modernize a part of the PAF Sea Fury fleet for the ground attack role. This was to be achieved with a better engine that would deliver more power, a better overall performance as well as an extended range for prolonged loiter times close to the potential battlefield.

 

Engine choice fell on the Allison T56 turboshaft engine, which had originally been developed for the C-130 Hercules transporter (later also installed in the P-3 and E-2) - the type had just been bought by the PAF, so that low maintenance cost due to parts and infrastructure commonality was expected. Pakistan Aeronautical Complex (commonly abbreviated 'PAC') was tasked to develop a suitable update, and this lead to the integration of a turboprop engine into the Sea Fury airframe.

 

For the relatively small Sea Fury airframe the T56 was downrated to 3.000 hp, to which approximately 750 lbs of thrust from its exhaust could be added. The latter was bifurcated and ran along the fuselage flanks, ending in fairings at the wings' trailing edge. In order to cope with the additional power, the original five-bladed propeller had to be replaced by a six-bladed, indigenously developed propeller. Together with the more pointed spinner and the raised propeller position, the Sea Fury's profile changed dramatically, even though the good field of view for the pilot was retained. Officially, the modified machines were just called 'Sea Fury FB.61', inofficially they were called 'Turbo Furies' or 'وایلار' (Urdu: Wailer), for their characteristic, penetrating engine and propeller sound.

 

Internally, structural reinforcements had to be made and new wing spars were introduced. These allowed higher g forces for low level maneuvers and also carried additional ordnance hardpoints under the outer wings - these enabled the aircraft to carry HVARs of American origin and/or several small caliber bombs instead of only a single pair of up to 1.000 lb (454 kg) caliber.

 

The last piston engine Sea Furies in Pakistani service were ultimately retired in 1960, while the Turbo Fury fleet was used throughout the 1965 India-Pakistan War. After the end of hostilities, the 'Turbo Furies' were quickly phased out since it had become clear that they had become too vulnerable in battlefield conditions.

 

Some of these machines were sold to Thailand, though, where it served with the Royal Thai Marine Corps (นาวิกโยธินแห่งราชอาณาจักรไทย) in the CAS role and saw frequent use: The Chanthaburi and Trat borders with Cambodia gave the Marine Corps Department its first assignment, safeguarding the coastline and southeastern border. Since 1970 the Marine Corps' Chanthaburi-Trat Task Force had been officially assigned the defense of this area.

 

During 1972 and 1973, Thai Marines were involved in the "Sam-Chai" anti-communist operations in Phetchabun Province and the "Pha-Phum" anti-communist operations in Chiang Rai Province. In 1973 and 1974, they took part in anti-communist operations in the southern provinces of Pattani, Yala and Narathiwat. After ten years of frequent and successful use, the end of the Thai TurBo Furies came - the type was retired in late 1975. Two specimen were sold into the USA to Flight Systems Inc., where the machines were de-militarized and modified to be used as fast low-level target tugs.

 

Still, the aircraft would see a late career for the USAF, even though only an indirect one - and ironically against another WWII veteran reincarnation! In 1971 Piper Aircraft Corp. at Lakeland, Florida, built for the USAF's PAVE COIN programm (calling for a simple aircraft tailored to the ground attack role for small armies) two Piper Enforcers by heavily modifying two existing P-51 Mustang aircraft and fitting them with Lycoming T55-L9A turboprop engines, along with numerous other significant modifications.

 

Prior to the PAVE COIN evaluation, N202PE was lost in a crash off the Florida Coast. Although the Enforcer performed well in PAVE COIN, Piper failed to secure a United States Air Force contract. Anyway, Piper kept on lobbying Congress for another 8 years to force the USAF to officially re-evaluate the Enforcer.

 

Eventually in the 1979 defense bill $11.9 million was allocated for Piper to build two new prototypes and for the USAF to perform another flight evaluation. Since the Enforcer was never in the Air Force inventory, it was not given an official military designation and did not receive an Air Force serial number. Instead, it carries the Piper designation PA-48 and Federal Aviation Administration (FAA) registration numbers N481PE and N482PE.

 

During 1983 and 1984 the PA-48s were pitted against several "modern" jets at 1984 at Eglin Air Force Base, Florida and Edwards Air Force Base, California. Beyond 'state of the art' competirion, the USAF wanted a direct competitor - and found Flight Systems Inc's Turbo Furies. One of these, aircraft N287FS, was leased in 1981 and revamped to military status in order to act as a further benchnmark and as aggressor.

 

By the time the machine had already undergone some major modifications, including an ejection seat for the pilot and a new five-bladed propeller plus exhaust dampers in order to minimize the machine's distinctive, penetrating noise.

Further modifications saw the re-installment of armament, including wing hardpoints and the respective wiring, as well as adding four 20mm cannon, this time domestic Pontiac M39A1 revolver cannon - easily recognizable through the longer gun barrels that protruded from the wings' leading edge.

 

During the two years of evaluation the revamped Turbo Fury fared well, while its sister ship remained in the target tug role - and it was the only machine to survive, since N287FS crashed on 8th of August 1984 at Eglin AB due to hydraulic failure, with the pilot escaping securely thanks to the new ejection seat.

  

General characteristics

Crew: One

Length: 36 ft 2 in (11.05 m)

Wingspan: 38 ft 43⁄4 in (11.69 m)

Height: 15 ft 101⁄2 in (4.84 m)

Wing area: 280 ft2 (26.01 m2)

Empty weight: 10.500 lb (4.767 kg)

Loaded weight: 14,100 lb (6.400 kg)

Max. takeoff weight: 15,650 lb (7.105 kg)

 

Powerplant:

1× Allison T56 turboshaft engine rated at 2.206 kW (3.000 hp) plus 750 lbs of residual thrust

 

Performance:

Maximum speed: 490 mph (427 knots, 790 km/h) at 18,000 ft (5,500 m)

Range: 700 mi (609 nmi, 1,126 km) with internal fuel;

1,040 mi (904 nmi, 1,674 km) with two drop tanks

Service ceiling: 35,800 ft (10,910 m)

Rate of climb: 4,320 ft/min (21.9 m/s)

 

Armament:

4× 20 mm (0.787 in) Pontiac M39A1 revolver cannon

Eight underwing hardpoints for an external load of 4.000 lb (1.814 kg),

including bombs, unguided rockets, napalm tanks or drop tanks

 

The kit and its assembly:

Turbo Fury V3.0, spinning forth the initial fictional background story of this whif conversion. The combination of a WWII figher design and a C-130 Hercules sounds unlikely, but that's what I built. The idea of revamped piston-engine aircraft for a post-WWII-use has its charm and continually brings forth impressive designs, like the real world Piper PA-48.

 

Inspiration came with a set of 1:72 aftermarket C-130J resin engine nacelles from OzMods, which I had bunkered a while ago. This time the engine was mated again to the single seater kit from Pioneer2/PM Models. The Hercules engines are an almost perfect fit - the original fuselage just had to be cut away behind the original exhaust reflectors. Some sculpting had to be done on both sides, and the wing roots filled up in order to match the new, more narrow engine, but things went really smoothly.

 

This time, the Turbo Fury was to have a more modern touch - we are in the 80ies now. So I decided to use the original C-130 sickle blades that come with the OzMods conversion kit, even though I only used five of them instead of six (the spinner was modified accordingly). Another idea was to conceal the original exhaust pipes under the cockpit - I scratched dampers with intakes that would muffle engine sound and mix the hot gases with fresh air. These break up the sleek lines of the Fury, but I think that this installation makes sense, also as a potential survival measure that reduces the aircraft's IR signature?

 

Otherwise, only little things were changed. In the cockpit a new seat and a dashboard cover were added. The underwing hardpoints were new, too, and I added some antennae for a more modern and purposeful look. All pylons are new, and the bomb ordnance was puzzled together from the spares box, including four Rockeye CBUs from an Italeri F-16, an camera pod (from an Italeri F-18, IIRC) and a single ACMI pod from an Italeri F-21.

 

Painting and markings:

Piper's PA-48 was a bit of inspiration for this build, and I wanted the final Turbo Fury to be an American aircraft. USAF use would have been unlikely, though, but a private operator like Flight Systems Inc. (Which also operated F-86 as target tugs!) opened a new opportunity, as well as the historic trials of the PA-48 in the early 80ies.

 

Well, how to paint the Turbo Fury? An early idea had been a simple, all Gunship Grey aircraft with low-viz markings, but I eventually settled for the contemporary "USMC Land Scheme", applied to helicopters (AH-1, CH-46) and some of the USMC's OA-10. On a classic airframe like the Sea Fury's it would look totally anachronistic - but for an aggressor and test aircraft? Why not?

 

This wraparound scheme consists of grey, green and black - I used FS 35237 (Humbrol 145), FS 34097 (Humbrol 105) and FS 37038 (Humbrol 85, slightly lightened with some Humbrol 32 Dark Grey). The cockpit interior was kept in dark gray, the landing gear is in Aluminum, just like on the former builds of this series.

 

As per usual the kit received a light black ink wash and some dry painting that emphasizes the panel lines.

 

Decals were puzzled together from the scrap box, with some typical US markings and modern stencils.

  

Even though the paint finish turned out to look a bit more worn than initially intended, I am very happy with the result of this "Final Turbo Fury", esp. with its modern details. It looks rather odd and purposeful! And there's still one Hercules engine left... maybe a forth Turbo Fury might come forth, in the hands of another obscure operator's hands. ;)

 

During 1916 the British born Australian architect Walter Richmond Butler (1864 – 1949) designed a new Anglican Mission to Seamen to be built on an oddly shaped triangular block of land at 717 Flinders Street on the outskirts of the Melbourne central city grid, to replace smaller premises located in adjoining Siddeley Street, which had been resumed by the Harbour Trust during wharf extensions.

 

The Missions to Seamen buildings, built on reinforced concrete footings, are in rendered brick with tiled roofs. Walter Butler designed the complex using an eclectic mixture of styles, one of which was the Spanish Mission Revival which had become a prevalent style on the west coast of America, especially in California and New Mexico during the 1890s. The style revived the architectural legacy of Spanish colonialism of the Eighteenth Century and the associated Franciscan missions. The revival of the style is explicit in the Mission’s small, yet charming chapel with its rough-hewn timber trusses, in the bell tower with its pinnacles and turret surmounted by a rustic cross and in the monastic-like courtyard, which today still provides a peaceful retreat from the noisy world just beyond the Missions to Seamen’s doorstep. The chapel also features many gifts donated by members of the Harbour Trust and Ladies’ Harbour Lights Guild, including an appropriately themed pulpit in the shape of a ship's prow and two sanctuary chairs decorated with carved Australian floral motifs. Some of the stained glass windows in the chapel depict stories and scenes associated with the sea intermixed with those Biblical scenes more commonly found in such places of worship.

 

The adjoining Mission to Seamen’s administration, residential and recreational building shows the influence of English domestic Arts and Crafts architecture, with its projecting gable, pepper pot chimneys and three adjoining oriel windows. The lobby, with its appropriately nautically inspired stained glass windows, features a large mariner's compass inlaid in the terrazzo floor. Built-in timber cupboards, wardrobes, paneling and studded doors throughout the buildings evoke a ship's cabin.

 

Walter Butler, architect to the Anglican Diocese in Melbourne, had come to Australia with an intimate knowledge and experience of the Arts and Crafts movement and continued to use the style in his residential designs of the 1920s. The main hall has a reinforced concrete vaulted ceiling. Lady Stanley, wife of the Mission's patron, Governor Sir Arthur Lyulph Stanley, laid the foundation stone of the complex in November 1916. The buildings were financed partly by a compensation payment from the Harbour Trust of £8,500.00 and £3,000.00 from local merchants and shipping firms. The Ladies' Harbour Lights Guild raised over £800.00 for the chapel. Most of the complex was completed by late 1917 whilst the Pantheon-like gymnasium with oculus was finished soon afterwards. The substantially intact interiors, including extensive use of wall paneling in Tasmanian hardwood, form an integral part of the overall design.

 

The Missions to Seamen buildings are architecturally significant as a milestone in the early introduction of the Spanish Mission style to Melbourne. The style was to later find widespread popularity in the suburbs of Melbourne. The choice of Spanish Mission directly refers to the Christian purpose of the complex. The Missions to Seamen buildings are unusual for combining two distinct architectural styles, for they also reflect the imitation of English domestic architecture, the Arts and Crafts movement. Walter Butler was one of the most prominent and progressive architects of the period and the complex is one of his most unusual and distinctive works.

 

The Missions to Seamen buildings have historical and social significance as tangible evidence of prevailing concerns for the religious, moral, and social welfare of seafarers throughout most of the Nineteenth and Twentieth Centuries. The complex has a long association with the Missions to Seamen, an organisation formed to look after the welfare of seafarers, both officers and sailors, men "of all nationalities". It had its origins in Bristol, England when a Seamen's Mission was formed in 1837. The first Australian branch was started in 1856 by the Reverend Kerr Johnston, a Church of England clergyman, and operated from a hulk moored in Hobsons Bay; later the Mission occupied buildings in Williamstown and Port Melbourne. In 1905 the Reverend Alfred Gurney Goldsmith arrived at the behest of the London Seamen's Mission to establish a city mission for sailors working on the river wharves and docks. The building reflects the diverse role played by the Mission with its chapel, hall and stage, billiards room, reading room, dining room, officers' and men’s quarters, chaplain's residence, and gymnasium. It is still in use to this day under the jurisdiction of a small, but passionate group of workers, providing a welcome place of refuge to seamen visiting the Port of Melbourne.

 

Walter Butler was considered an architect of great talent, and many of his clients were wealthy pastoralists and businessmen. His country-house designs are numerous and include “Blackwood” (1891) near Penshurst, for R. B. Ritchie, “Wangarella” (1894) near Deniliquin, New South Wales, for Thomas Millear, and “Newminster Park” (1901) near Camperdown, for A. S. Chirnside. Equally distinguished large houses were designed for the newly established Melbourne suburbs: “Warrawee” (1906) in Toorak, for A. Rutter Clark; “Thanes” (1907) in Kooyong, for F. Wallach; “Kamillaroi” (1907) for Baron Clive Baillieu, and extensions to “Edzell” (1917) for George Russell, both in St Georges Road, Toorak. These are all fine examples of picturesque gabled houses in the domestic Queen Anne Revival genre. Walter Butler was also involved with domestic designs using a modified classical vocabulary, as in his remodelling of “Billilla” (1905) in Brighton, for W. Weatherley, which incorporates panels of flat-leafed foliage. Walter Butler also regarded himself as a garden architect.

 

As architect to the diocese of Melbourne from 1895, he designed the extensions to “Bishopscourt” (1902) in East Melbourne. His other church work includes St Albans (1899) in Armadale, the Wangaratta Cathedral (1907), and the colourful porch and tower to Christ Church (c.1910) in Benalla. For the Union Bank of Australia he designed many branch banks and was also associated with several tall city buildings in the heart of Melbourne’s central business district such as Collins House (1910) and the exceptionally fine Queensland Insurance Building (1911). For Dame Nellie Melba Butler designed the Italianate lodge and gatehouse at “Coombe Cottage” (1925) at Coldstream.

 

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.

 

Two recent changes were made to this store. They replaced the old plastic aisle signs with the brown ones on the left and replaced the lights in the ceiling with brighter LED lights. Everything else is the orginal decor.

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

 

British European was just becoming 'FlyBe'

 

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

 

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

 

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

It returned to Jersey European in Sep-99.

 

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

  

[F094037] I am not a plumber and this is the first time I ever replaced an entire faucet assembly. The previous one was beginning to leak and drip and the sprayer was leaking at the coupling under the sink. It took a couple of reassuring visits to the expert at the neighborhood True Value Hardware before I could envision how to do the job and also have the nerve to actually do it.

 

For a replacement, we chose this integrated unit which sits higher and has the sprayer built into the central spigot.

 

The most difficult part ot fhe job was installing the insert to cover the hole use by the separate spray extension of the faucet this replaced.

 

From a photographic perspective, this is not a great product photograph. It is an old stainless sink, you can see vestiges of the previous faucet's differently-shaped escutcheon, and there is plumber's putty that needs to be cleaned up there.

 

In this case, I wanted shiny. All it required to accomplish was the pop-up flash on my D80. Quite a surprise. There was a fair amount of ambient sunlight in the kitchen at the time, and I think that helped also.