+++ 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:

Immediately after the 1989 Velvet Revolution, the Czech president Václav Havel declared a de-mobilization of the Czech defense industry. Nevertheless, after the dissolution of the Soviet Union in 1991, the Czech company Aero Vodochody continued developing the basic L-39 Albatros design with a view toward greater export. The resulting L-39MS, later re-designed as L-59 Super Albatros, featured a more powerful turbofan engine, advanced avionics, and has been bought in quantity by Egypt and Tunisia. In 1993, a group of Czech military experts launched a project of production of a modern domestic fighter to replace the obsolete Soviet aircraft. Since the proposed Aero L-X supersonic fighter development proved to be financially demanding (up to US$2 billion), the less costly L-159 subsonic attack aircraft was approved for procurement instead.

However, in 2018 the company sold them, under indirect pressure from NATO, to the Catalonian government at a “symbolic”, yet unspecified, price. This small fleet was soon augmented by five more L-159As and ten L-159T1s which were directly procured from the Czech Republic in 2019. These aircraft formed the initial, small backbone of the young country’s air defense, armed with AIM-9 Sidewinders (AIM-120 AMRAAM was possible, to, but not procured due to severe budget restraints) and Mauser BK-27 cannon in conformal pods. Since no military airfields with a suitable infrastructure for jet aircraft were available for the GARC at the time of their purchase and introduction, the L-159s were initially based at two public regional airports: at Reus, in the proximity of Tarragona at the Mediterranean coast, and at Girona in the country’s north, where airfield sections were separated of the military operations.

General characteristics:

Crew: one

Length: 12.72 m (41 ft 8¾ in)

Wingspan: 9.54 m (31 ft 3½ in)

Height: 4.87 m (16 ft)

Wing area: 18.80 m² (202.4 ft²)

Airfoil: NACA 64A-012

Aspect ratio: 4.8:1

Empty weight: 4,350 kg (9,590 lb)

Max. takeoff weight: 8,000 kg (17,637 lb)

Powerplant:

1× Honeywell F124-GA-100 turbofan, delivering 28.2 kN (6,330 lbf) thrust

Performance:

Never exceed speed: 960 km/h (518 knots, 596 mph)

Maximum speed: 936 km/h (505 knots, 581 mph) at sea level, clean

Stall speed: 185 km/h (100 knots, 115 mph)

Range: 1,570 km (848 nmi, 975 mi) max internal fuel

Combat radius: 565 km (305 nmi, 351 mi) lo-lo-lo, with a gun pod, 2× Mark 82 bombs, 2× AIM-9

Sidewinder and 2× 500 L drop tanks

Service ceiling: 13,200 m (43,300 ft)

Rate of climb: 62 m/s (12,220 ft/min)

Armament:

7Í hardpoints in total, 3 under each wing (outer pylons only for AAMs) and 1 under the fuselage,

holding up to 2,340 kg (5,159 lb) of ordnance

The kit and its assembly:

This model was spawned by a grain of truth: as mentioned in the background, EADS Spain had actually bought a few L-159s in 2009 from the CzAF in exchange for transporters, and together with the ongoing plans of an independent Catalonia I merged both into this ALCA single seater for the fictional Republic of Catalonia Air Guard.

The kit is the relatively new KP L-159. This is basically a nice model, but the kit has some severe flaws (see below). The model was basically built OOB, I just added AIM-9L Sidewinders and their respective launch rails as external ordnance on the outermost underwing hardpoints. Since I did not find the standard gun pod (a ZVI PL-20 Plamen pod with 2×20 mm guns) suitable, I decided to give the GARC aircraft a heavier, Western weapon in the form of a Mauser BK-27 (the same weapon used onboard of the Panavia Tornado or the Saab Gripen) in a conformal cannon pod under the fuselage. This piece was taken and adapted from a Heller Alpha Jet. Its shape perfectly fitted between the two ventral air brakes.

Concerning the kit itself, the build turned out to be a medium nightmare. The kit looked promising in the box, with fine engravings, but nothing fits well. There are no locator pins, you have (massive) ejection marks almost everywhere, and the parts’ attachment points to the sprues protrude into the parts themselves, so there’s a lot to clean up. At least there are no sinkholes.

Upon assembly, the cockpit tub – nicely detailed – would not fit into the fuselage at all and ended up in an oblique position (hidden through a pilot figure from the scrap box and a re-mounted avionics fairing in the rear cockpit). The air intakes left me guessing, too: while the edges are crisp and thin, the overall fit with the fuselage and the orientation of the parts had to be guesstimated, plus a mediocre fit, too. The instructions are not very helpful, either. I am quite disappointed and tried to make the best of the situation.

Painting and markings:

Much more thought was put into the model’s looks. What camouflage should such an aircraft carry? And I had to invent roundels/markings for a Catalonian air force aircraft, too.

Since the Catalonian L-159s were multi-purpose aircraft, yet primarily tasked with air space defense, I opted for an subdued air superiority scheme instead of a tactical low-level camouflage. Furthermore, the camouflage was supposed to be suited for a mountainous landscape (Pyrenees), relatively flat and dry land and also to open sea. This was a good opportunity to give a model the Greek “Ghost” scheme: a three-tone wraparound scheme consisting of FS 36307 (Light Sea Grey), 36251 (Aggressor Grey) and 35237 (Medium Grey, but actually a rather greyish blue). The pattern was adapted from Hellenic F-16s. I think it’s a good compromise, and it suits the ALCA well.

The national markings caused more headaches. I was looking for something that would not look like the Spanish roundel, but still reflect the Catalonian indpendence flag and – most important – I wanted to be able to create it from stock material (not printing them at home), with the option to replicate it on potential future builds.

In the end and after long safaris through my spare decal repository, I came up with a round marking. It consists of an Ukrainian roundel with a relatively thin outer yellow ring (from a Begemot MiG-29 sheet), placed on top of a Hinomaru, so that a thin, red outer ring was added. Onto the central, blue disc a white star (from a TL Modellbau sheet with US Army markings) was added. I think that this looks original enough?

There was a problem, though… In my first attempt to apply this construction, the roundels turned out to be VERY large overall. While the design itself looked O.K. (despite reminding of Captain America somehow), this looked ridiculous, esp. on an aircraft with a wraparound low-viz paint scheme. I was not satisfied, so I heavy-heartedly ripped the decals off again (using adhesive tape, works like a charm) and tried it again, in a smaller version.

Hinomaru became the basis once more, even though smaller, and then die-punched discs in yellow and blue (from generic decal sheet) were added, and finally small white stars again, one size smaller than during the first attempt. While this is still colorful and stands out from the grey background, the second attempt looked much more balanced now, and I stuck with it.

In order to add more flavor, I added Catalonian fin flashes and squadron emblems on the nose, depicting the “burro”, the Catalonian donkey which has become a kind of unofficial regional symbol as a kind of anti-mascot to the Spanish bull. These markings/decals were printed at home on white sheet.

The tactical codes were based on the Spanish system. The Spanish Air Force has its own alphanumeric system for identifying aircraft: This forms a prefix to the airframe serial number, usually marked on the tail. C means cazabombardero (fighter bomber); A, ataque (attack); P, patrulla (patrol); T, transporte (transport); E, enseñanza (training); D, search and rescue; H, helicopter; K, tanker; V, Vertical Take Off and Landing (VTOL); and U, utility. An example would be that the F-18 with "C.15-08" on the tail is the fifteenth type of fighter that arrived in the Spanish Air Force (the Eurofighter is the C.16) and is the eighth example of this type to enter the SAF. On the nose or fuselage, the aircraft has a numeral specific to the unit in which it is based.

Variants of planes in service, for example two-seater versions or tanker versions of transports planes, add another letter to differentiate their function, and have their own sequence of serial numbers separate from the primary versions. Example: "CE.15-02" will be the second F-18 two-seater (Fighter Trainer) delivered to the SAF. In addition, the aircraft used by the Spanish Air Force usually carry a code consisting of one or two digits followed by a dash and two numbers, painted on the nose or fuselage. The first number corresponds to the unit to which they belong, and the second the order in which they entered service. Example: the fourth F-18 arriving at Ala 12 will have on the nose the code "12-04". Those codes do change when the aircraft is re-allocated to a different unit. Quite complicated…

This led to the tactical code “2-03”, for the 3rd aircraft allocated to the 2nd fighter squadron, and “C.1-03” as individual registration as the 3rd aircraft of the 1st fighter type in Catalonian service. All codes were puzzled together with single black letters and numbers from TL Modellbau in 3 and 5mm size.

Finally, the kit was sealed with matt acrylic varnish.

The F/A-18 Hornet came about as a US Navy replacement for late model A-4 Skyhawks, A-7 Corsair IIs, and F-4 Phantom II squadrons not replaced by the F-14 Tomcat. It was also heavily influenced by the need for a fighter cheaper than the F-14. The Navy participated in the Lightweight Fighter (LWF) competition won by the F-16 Falcon, but found the F-16 unsuited for carrier operations.

With this in mind, the Navy approached Northrop and McDonnell Douglas to build a suitable multirole fighter based around the loser of the LWF competition, the YF-17 Cobra. The resulting F-18 Hornet was larger and much more versatile than the Cobra, though it retained the latter’s basic design. Initially, Hornet production was to be divided into the dedicated fighter F-18 and strike A-18, but with advances in technology, the two were combined into a single airframe as the F/A-18.

The first YF-18A flew in 1978, the production F/A-18A in 1980, and service entry in 1983, with the US Marine Corps in January and the US Navy two months later. The Hornet was found to be very agile, exceptionally easy to maintain, and more than able to live up to its multirole reputation, to the point that it is considered to be the world’s first true multirole fighter, where fighter and attack roles are integrated into the same airframe and can be switched by literally the push of a button. Its only drawback was a lack of range and initial problems with stabilator cracks, which was solved by strengthening the stabilators and adding small wing fences to force away air from the tail.

The F/A-18A/B was superseded on the production line in early 1987 by the C/D models, which differed from the earlier type by using an upgraded APG-65 radar, improved engines, internal ECM suite, and the ability to carry the AGM-65 Maverick, AGM-88 HARM, and AIM-120 AMRAAM, though the latter would not actually come into service until 1993. The F/A-18C/D incorporated field modifications made to A/B models; those of the latter still in service by 1993 received a similar upgrade with the addition of the APG-70 radar. USN/USMC Hornets of all types would see action over Iraq in the First Gulf War, and later Bosnia, Kosovo, Afghanistan, and Iraq a second time.

USMC all-weather units replaced their A-6 Intruders with F/A-18Ds, which were night attack capable with the addition of FLIR, improved multifunction displays, and lowlight goggle compatibility. The USN later followed suit, with the F-18C replacing the A-6E as well from 1995. Though the F/A-18C/D has been supplemented by the F/A-18E/F Super Hornet and is due to be replaced by the F-35 Lightning II, it will continue as the backbone of the USN/USMC for some years to come. In addition to the US, the Hornet also serves with Canada and Spain, as well as Australia, Finland, Kuwait, Malaysia, and Switzerland.

This F/A-18A is Bureau Number 163132. While the exact dates it served with which squadron is unknown, it is known that 163132 served with VMFA-312 ("Checkerboards"), during which it wore an experimental (and unique) Ferris Splinter camouflage scheme; it also flew with VMFA-451 ("Warlords") and VMFA-115 ("Silver Eagles"), and retired from the latter squadron around 2010. It was acquired by the Pima Air and Space Museum in 2018. While with these squadrons, 163132 saw service over Kosovo, Iraq, and Afghanistan; it may have some of the highest amount of combat hours of any Marine Hornet.

When the aircraft was acquired by Pima, it was in bad shape, having been cannibalized for parts while it was in storage at AMARC. It has since nearly been completely restored, though it still awaits some paint work. The markings of its last squadron, VMFA-115 at MCAS Iwakuni, Japan, can still faintly be seen on the fuselage and more clearly on the tail.

Replacing/upgrading the stock ceramic fuse in my Pioneer DV676a player.

Not a snake oil.

One of 15 ex-London Volvo B7TL Wright Eclipse Gemini's at York Pullman to replace Olympians, LF52 TGN was new to Go-Ahead London General numbered VWL 16. This has been converted to single door prior to delivery as can be seen here: www.flickr.com/photos/46986413@N07/31987312014/ . This one doesn't have an air conditioning system unlike the newer 04-plate examples, but otherwise the setup internally is more or less the same with all seats being belted and extra grabrails having been fitted. This has been painted into what was originally an interim livery to smarten up its appearance - and whilst others have only been painted downstairs, this has been fully repainted as it was rather shabby when it arrived. It is also the first of the buses with a 'stacked' destination box to receive new blinds with Pullman-Specific destinations and route numbers, this one has got Bright Tech powerblinds fitted and so these will have been specially reprogrammed to accept the new blinds. Seen here running a shuttle service for the University of York open day

Replacing an earlier photo from Jun-14 with a better version.

First flown with the Airbus test registration F-WWII, this aircraft was delivered to the CIT Leasing Corporation and leased to Cebu Pacific Air as RP-C3247 in May-08. It was returned to the lessor in May-14 and leased to Nouvelair Tunisie as TS-INR the following month. The aircraft was sub-leased to NAS Air (National Air Services, Saudi Arabia) between Aug/Oct-15. It was also sub-leased to Air Algerie between Nov-15/Jan-16. Current (May-18).

Conrails red class marker lights are alight on the 8753 as a west bound freight waits at SEPTA's Cheltenham Station, for the SEPTA' dispatchers permission to proceed.

In a rare West Coast performance, celebrated Fluxus artist Alison Knowles (replaced by √me√ due to flight cancellations) and her daughter, art historian Hannah Higgins, present the performance lecture, Fluxus with Tools, in conjunction with the ongoing exhibition, Happy Birthday: A Celebration of Chance and Listening, curated by Mack McFarland for the Feldman Gallery + Project Space to celebrate what would have been John Cage’s 100th birthday. The exhibition features work by Cage and Knowles, among many other artists.

Alison Knowles is a founding member of Fluxus, an art movement greatly influenced by ideas generated in Experimental Composition, a class taught by John Cage at the New School for Social Research in New York in the late 50s. Over the years, Knowles association with Cage included such varied activities as joining the New York Mycological Society with Cage and Dick Higgins, hunting wild mushrooms in New York City, and a decade later, designing and co-editing Cage’s book of visual music scores, Notations.

Author and academic, Hannah Higgins, is the daughter of Knowles and Fluxus artist Dick Higgins. She has published a history of the Fluxus movement, Fluxus Experience, and in 2009, The Grid Book with MIT Press. Photos by Micah Fischer 13'

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.

Peugeot replaced the popular 405 line with the gorgeous and sleek looking 406 saloon, estate and coupé in the Fall of 1995. The 406 enjoyed a long career with its replacement, the 407, not showing at the door until 2004. The Coupé, which appeared in 1997 and received two mild updates, one in 2001 and the second in 2003.

Most 406s were powered by four-cylinder petrol or diesel engines (88 - 158 PS), though a 3.0-litre 24V V6 with either 190 or 207 PS was available as the range topper.

Replacing an earlier scanned photo with a better version 25-Aug-19.

Operated by CityFlyer Express in British Airways livery with the -Whale Rider- Canada World Tail (right side).

First flown with the ATR test registration F-WWEV in May-96, the aircraft was stored at Toulouse before deliverery to Cityflyer Express as G-BXTN in Oct-97. Cityflyer were (and still are) a British Airways franchise partner and the aircraft was operated on behalf of British Airways Express. It was returned to ATR as F-WQNR in Aug-03 and stored at Dinard, France. In Feb-04 the aircraft became G-BXTN again when it was leased to Aurigny Air Services (Guernsey). It was returned to the lessor in Apr-09 as F-WKVC. In Jun-09 it was leased ro RAM Royal Air Maroc Express as CN-COD. It was returned to ATR in Dec-11 and sold to Aircraft Solutions Lux V-B Sarl with the Manx registration M-ABEG, then leased to fly540africa.com (Angola) as D2-FLC. Fly540 Angola ceased operations in May-14 and the aircraft was stored. It was returned to the lessor in Jan-16 as M-ABEG and continues in storage.

Rathfarnham Castle.

Origins:

The earlier Anglo-Norman castle which was replaced by the present building was built on lands which were confiscated from the Eustace family of Baltinglass because of their involvement in the Second Desmond Rebellion. It defended the Pale from the Irish clans in the nearby Wicklow Mountains. It is believed the present castle was built around 1583 for Yorkshireman, Adam Loftus, then Lord Chancellor of Ireland and Protestant Archbishop of Dublin. Originally a semi-fortified and battlemented structure, extensive alterations in the 18th century give it the appearance of a Georgian house.

The castle consisted of a square building four stories high with a projecting tower at each corner, the walls of which were an average of 5 feet (1.5 m) thick. On the ground level are two vaulted apartments divided by a wall nearly 10 feet (3.0 m) thick which rises to the full height of the castle. On a level with the entrance hall are the 18th century reception rooms and above this floor the former ballroom, later converted into a chapel.

Rathfarnham was described as a "waste village" when Loftus bought it. His new castle was not long built when in 1600 it had to withstand an attack by the Wicklow clans during the Nine Years War (Ireland).

Civil war:

Archbishop Loftus left the castle to his son, Dudley and it then passed to his son Adam in 1616. During Adam's ownership, the castle came under siege in the 1641 rebellion. It was able to hold out against the Confederate army when the surrounding country was overrun. Adam Loftus opposed the treaty of cessation in order the stop the fighting between the Irish Confederates and the English Royalists. Consequently, he was imprisoned in Dublin Castle.

During the subsequent Irish Confederate Wars (1641-53), the castle changed hands several times. From 1641 to 1647, it was garrisoned by English Royalist troops. In 1647, Ormonde, commander of the Royalists in Ireland, surrendered Dublin to the English Parliament and Parliamentary troops were stationed at the castle until 1649 when a few days before the Battle of Rathmines, the castle was stormed and taken without a fight by the Royalists. However, the Roundheads re-occupied it after their victory at the Battle of Rathmines. It has also been reported that Oliver Cromwell held council there during his campaign in Ireland before going south to besiege Wexford. Adam Loftus, who recovered his castle and lands under Cromwell, sided with the Parliamentarians and was killed at the Siege of Limerick in 1651.

After the English Civil War, the Loftus family retained ownership of the castle. In 1659, Dr. Dudley Loftus, great grandson of Archbishop Loftus, took over the castle. During his lifetime, Dudley held the posts of Commissioner of Revenue, Judge Admiralty, Master in Chancery, MP for Kildare and Wicklow and MP for Bannow and Fethard. His body is interred at St. Patrick's Cathedral.

The eighteenth century:

The property then passed by marriage to Philip Wharton. The young man lost his money in the South Sea Bubble and in 1723 the castle was sold to the Right Hon. William Connolly, speaker of the Irish House of Commons for £62,000. In 1742, the castle was sold to Dr. Hoadly, Archbishop of Armagh, and on his death four years later it passed to his son-in-law Bellingham Boyle. In 1767, he sold the property to Nicholas Hume-Loftus, second Earl of Ely, a descendant of Adam Loftus, the original builder of the castle.

The castle in 1774

Nicholas died within a few years, probably as an indirect result of great hardships which he had suffered in his youth, and the estate passed to his uncle, Hon. Henry Loftus, who was created Earl of Ely in 1771. In commemoration of regaining ownership, the Loftus family constructed another entrance for the castle in the form of a Roman Triumphal Arch. The arch can still be viewed from nearby Dodder Park Road. Henry Loftus, Earl of Ely was responsible for much of the conversion of the medieval fortress into a Georgian mansion and employed renowned architects Sir William Chambers and James 'Athenian' Stuart to carry out these works. The mullioned windows were enlarged and the battlements replaced by a coping with ornamental urns. A semi-circular extension was added to the east side and an entrance porch approached by steps, on the north. The interior was decorated in accordance with the tastes of the period and leading artists, including Angelica Kauffmann were employed in the work. Writers of the period who visited the house have left extravagant descriptions of its splendour.

Henry died in 1783 and was succeeded by his nephew Charles Tottenham. He subsequently became Marquess of Ely as a reward for his vote at the time of the Union.

The nineteenth and twentieth centuries:

In 1812, the family leased the estate to the Ropers and removed their valuable possessions to Loftus Hall in Wexford. The lands and castle were then used for dairy farming and fell into disrepair. To quote a contemporary account from 1838: "Crossing the Dodder by a ford, and proceeding along its southern bank towards Rathfarnham, a splendid gateway at left, accounted among the best productions of that species of architecture in Ireland, invites the tourist to explore the once beautiful grounds of Rathfarnham Castle, but they are now all eloquently waste, the undulating hills covered with rank herbage, the rivulet stagnant and sedgy, the walks scarce traceable, the ice-houses open to the prying sun, the fish-pond clogged with weeds, while the mouldering architecture of the castle, and the crumbling, unsightly offices in its immediate vicinity,…The castle, so long the residence of the Loftus family, and still the property of the Marquis of Ely, subject, however, to a small chief rent to Mr. Conolly, is an extensive fabric,.....The great hall is entered from a terrace, by a portico of eight Doric columns, which support a dome, painted in fresco with the signs of the Zodiac and other devices. This room was ornamented with antique and modern busts, placed on pedestals of variegated marble, and has three windows of stained gloss, in one of which is an escutcheon of the Loftus arms, with quarterings finely executed. Several other apartments exhibited considerable splendour of arrangement, and contained, until lately, numerous family portraits, and a valuable collection of paintings by ancient masters. But, when it is mentioned, that this structure has been for years a public dairy, and the grounds to the extent of 300 acres (1.2 km2) converted to its uses, some notion may be formed of their altered condition.

In 1852 it was bought by the Lord Chancellor, Francis Blackburne whose family resided there for three generations. The property developers Bailey & Gibson acquired the castle in 1912 and divided up the estate. The eastern part became the Castle Golf Club, the castle and the southwestern portion were bought in 1913 by the Jesuit Order and the northwestern part was devoted to housing.

The Jesuits are an order renowned for their education and one of them; Father O'Leary S.J. constructed a seismograph. This machine could detect earth tremors and earthquakes from anywhere in the world and for a time, Rathfarnham Castle became a source of earthquake information for the national media.

To the north of the castle was a long vaulted chamber formerly known as Cromwell’s Court or Fort. This was apparently a barn or storehouse erected as part of the castle farm and had narrow loopholes in its 5-foot (1.5 m) thick walls. In 1922, it was incorporated into the new retreat house, to which it formed the ground story and its character concealed from the outside by a uniform covering of cement plaster.

Not far from the Golf Club House was an attractive little temple built of stone and brick, another relic of Lord Ely’s occupation of Rathfarnham. Although rather out of repair, if restored, it would have added much to the charm of this part of the links. Unfortunately, by decision of the committee, it was demolished in 1979.

In 1986, the Jesuits sold Rathfarnham Castle but before leaving, they removed the stained glass windows, made in the famous Harry Clarke studios, from the chapel and donated them to Tullamore Catholic Church which had been destroyed by fire in 1983. The other windows were donated to Our Lady's Hospice, Harold's Cross and Temple Street Children's Hospital, Dublin.

Preservation:

The castle was sold to Delaware Properties in 1985 and it was feared that it was facing demolition. After immense public pressure to save the building, it was purchased by the state in 1987 and was declared a National Monument. Currently, by the Office of Public Works, there is an extensive refurbishment going through the castle but it is still open to the public during the summer months (5th May - 12th October). The Castle is presented as a castle undergoing active conservation, where visitors can see, at first hand, tantalising glimpses of layers of its earlier existence uncovered during research.

Jackson, MS (est. 1821, pop. 165,000)

• original name is said to have been “Caesar’s Palace Auditorium” • the story goes that the owner, a man named Caesar, was black • city officials, seeing Caesar's name on the building's painted sign, ordered him remove it • assuming the story is accurate, the carefully centered placement of the current sign suggests that not just the word "Caesar's," but the entire original sign was replaced —Tony Dennis, proprietor of Dennis Brothers Shoe Repair, Failed and Forgotten Dreams on Jackson’s Farish Street

"This street had three grocery stores and four furniture stores. Myles Peanut was across the street. Mr Myles was Italian. There were some Jews and black business owners. It was mixed here. Palace Auditorium was across the street. Duke Ellington, Count Basey, Louis Armstrong, Cab Callaway, B.B. King and Dinah Washington all played here. I saw Steve Wonder with five blind boys holding hands and walking down the street. That was before he was Stevie Wonder. You could go into Daddy Reed’s with 27 cents and come out fat as a pig. We walked through the front door at any story down here. Straight through the front door. There was dignity and respect and no signs that said ‘colored.’ It was beautiful." —"Dr. Shoemaker," Our Southern Souls

• it's the only building on the block listed as a Farish Street Historic District contributing property • according to a an engineering report, stands on the verge of collapse —Mississippi Business Journal

• “The redevelopment is just an effort to get us out of here so that the white folks can take over,” he said. “They need to tear it all down. They’ve waited too late.” —Tony Dennis

The Farish Street Historic District

“but out of the bitterness we wrought an ancient past here in this separate place and made our village here.” —African Village by Margaret Walker (1915-1998)

• during the Reconstruction era that followed the American Civil War, white Southerners struggled to reclaim their lives as millions of black Southerners sought new ones • with the stroke of a pen, the Emancipation Proclamation had transformed African slaves into African Americans & released them into a hostile, vengeful & well-armed white community amid the ruins of a once flourishing society

• the antebellum South had been home to over 262,000 rights-restricted "free blacks" • post-emancipation, the free black population soared to 4.1 million • given that the South had sacrificed 20% of it's white males to the war, blacks now comprised over half the total population of some southern states • uneducated & penniless, most of the new black Americans depended on the Freedman's Bureau for food & clothing

• the social & political implications of the sudden shift in demographics fueled a violence-laced strain of conventional American racism • in this toxic environment, de facto racial segregation was a given, ordained as Mississippi law in 1890 • with Yankees (the U.S. Army) patrolling the city & Maine-born Republican Adelbert Ames installed in the Governor's Mansion, the Farish Street neighborhood was safe haven for freedmen

• as homeless African American refugees poured into Jackson from all reaches of the devastated state, a black economy flickered to life in the form of a few Farish Street mom-and-pops • unwelcome at white churches, the former slaves built their own, together with an entire neighborhood's worth of buildings, most erected between 1890 & 1930

• by 1908 1/3 of the district was black-owned, & half of the black families were homeowners • the 1913-1914 business directory listed 11 African American attorneys, 4 doctors, 3 dentists, 2 jewelers, 2 loan companies & a bank, all in the Farish St. neighborhood • the community also had 2 hospitals & numerous retail & service stores —City Data

• by mid-20th c. Farish Street, the state's largest economically independent African American community, had become the cultural, political & business hub for central Mississippi's black citizens [photos] • on Saturdays, countryfolk would come to town on special busses to sell produce & enjoy BBQ while they listened to live street music • vendors sold catfish fried in large black kettles over open fires • hot tamales, a Mississippi staple, were also a popular street food —The Farish District, Its Architecture and Cultural Heritage

“I’ve seen pictures. You couldn’t even get up the street. It was a two-way street back then, and it was wall-to-wall folks. It was just jam-packed: people shopping, people going to clubs, people eating, people dancing.” — Geno Lee, owner of the Big Apple Inn

• as Jackson's black economy grew, Farish Street entertainment venues prospered, drawing crowds with live & juke blues music • the musicians found or first recorded in the Neighborhood include Robert Johnson, Sonny Boy Williamson II & Elmore James

• Farish Street was also home to talent scouts & record labels like H.C. Speir, & Trumpet Records, Ace Records • both Speir & Trumpet founder Lillian McMurry were white Farish St. business owners whose furniture stores also housed recording studios • both discovered & promoted local Blues musicians —The Mississippi Encyclopedia

• Richard Henry Beadle (1884-1971), a prominent Jackson photographer, had a studio at 199-1/2 N. Farish • he was the son of Samuel Alfred Beadle (1857-1932), African-American poet & attorney • born the son of a slave, he was the author of 3 published books of poetry & stories

• The Alamo Theatre was mainly a movie theater but periodically presented musical acts such as Nat King Cole, Elmore James & Otis Spann • Wednesday was talent show night • 12 year old Jackson native Dorothy Moore entered the contest, won & went on to a successful recording career, highlighted by her 1976 no. 1 R&B hit, "Misty Blue" [listen] (3:34)

• in their heyday, Farish Street venues featured African American star performers such as Bessie Smith & the Rabbit Foot Minstrels, Louis Armstrong, Count Basie, Duke Ellington & Dinah Washington played Farish Street venues —Farish Street Records

• on 28 May, 1963, John Salter, a mixed race (white/Am. Indian) professor at historically black Tougaloo College, staged a sit-in with 3 African American students at the "Whites Only" Woolworth's lunch counter in downtown Jackson • they were refused service • an estimated 300 white onlookers & reporters filled the store

• police officers arrived but did not intercede as, in the words of student Anne Moody, "all hell broke loose" while she and the other black students at the counter prayed • "A man rushed forward, threw [student] Memphis from his seat and slapped my face. Then another man who worked in the store threw me against an adjoining counter." • this act of civil disobedience is remembered as the the signature event of Jackson's protest movement —L.A. Times

"This was the most violently attacked sit-in during the 1960s and is the most publicized. A huge mob gathered, with open police support while the three of us sat there for three hours. I was attacked with fists, brass knuckles and the broken portions of glass sugar containers, and was burned with cigarettes. I'm covered with blood and we were all covered by salt, sugar, mustard, and various other things." —John Salter

• the Woolworth Sit-in was one of many non-violent protests by blacks against racial segregation in the South • in 1969 integration of Jackson's public schools began • this new era in Jackson history also marked the beginning of Farish Street's decline —The Farish Street Project

"Integration was a great thing for black people, but it was not a great thing for black business... Before integration, Farish Street was the black mecca of Mississippi.” — Geno Lee, Big Apple Inn

• for African Americans, integration offered the possibility to shop outside of the neighborhood at white owned stores • as increasing numbers of black shoppers did so, Farish Street traffic declined, businesses closed & the vacated buildings fell into disrepair

• in 1983, a Farish St. redevelopment plan was presented

• in 1995 the street was designated an endangered historic place by the National Trust for Historic Preservation

• in the 1990s, having redeveloped Memphis' Beale Street, Performa Entertainment Real Estate, was selected to redevelop Farish St

• in 2008, The Farish Street Group took over the project with plans for a B.B. King's Blues Club to anchor the entertainment district

• in 2012, having spent $21 million, the redevelopment — limited to repaving of the street, stabilizating some abandoned buildings & demolishing many of the rest — was stuck in limbo —Michael Minn

• 2017 update:

"Six mayors and 20 years after the City of Jackson became involved in efforts to develop the Farish Street Historic District, in hopes of bringing it back to the bustling state of its heyday, the project sits at a standstill. Recent Mayor Tony Yarber has referred to the district as “an albatross.” In September of 2014, the U.S. Department of Housing and Urban Development sanctioned the City of Jackson, the Jackson Redevelopment Authority, and developers for misspending federal funds directed toward the development of the Farish Street Historic District. Work is at a halt and "not scheduled to resume until December 2018, when the City of Jackson repays HUD $1.5 million." —Mississippi Dept. of Archives & History

• Farish Street Neighborhood Historic District, National Register # 80002245, 1980

Rathfarnham Castle on a sunnier day.

Origins:

The earlier Anglo-Norman castle which was replaced by the present building was built on lands which were confiscated from the Eustace family of Baltinglass because of their involvement in the Second Desmond Rebellion. It defended the Pale from the Irish clans in the nearby Wicklow Mountains. It is believed the present castle was built around 1583 for Yorkshireman, Adam Loftus, then Lord Chancellor of Ireland and Protestant Archbishop of Dublin. Originally a semi-fortified and battlemented structure, extensive alterations in the 18th century give it the appearance of a Georgian house.

The castle consisted of a square building four stories high with a projecting tower at each corner, the walls of which were an average of 5 feet (1.5 m) thick. On the ground level are two vaulted apartments divided by a wall nearly 10 feet (3.0 m) thick which rises to the full height of the castle. On a level with the entrance hall are the 18th century reception rooms and above this floor the former ballroom, later converted into a chapel.

Rathfarnham was described as a "waste village" when Loftus bought it. His new castle was not long built when in 1600 it had to withstand an attack by the Wicklow clans during the Nine Years War (Ireland).

Civil war:

Archbishop Loftus left the castle to his son, Dudley and it then passed to his son Adam in 1616. During Adam's ownership, the castle came under siege in the 1641 rebellion. It was able to hold out against the Confederate army when the surrounding country was overrun. Adam Loftus opposed the treaty of cessation in order the stop the fighting between the Irish Confederates and the English Royalists. Consequently, he was imprisoned in Dublin Castle.

During the subsequent Irish Confederate Wars (1641-53), the castle changed hands several times. From 1641 to 1647, it was garrisoned by English Royalist troops. In 1647, Ormonde, commander of the Royalists in Ireland, surrendered Dublin to the English Parliament and Parliamentary troops were stationed at the castle until 1649 when a few days before the Battle of Rathmines, the castle was stormed and taken without a fight by the Royalists. However, the Roundheads re-occupied it after their victory at the Battle of Rathmines. It has also been reported that Oliver Cromwell held council there during his campaign in Ireland before going south to besiege Wexford. Adam Loftus, who recovered his castle and lands under Cromwell, sided with the Parliamentarians and was killed at the Siege of Limerick in 1651.

After the English Civil War, the Loftus family retained ownership of the castle. In 1659, Dr. Dudley Loftus, great grandson of Archbishop Loftus, took over the castle. During his lifetime, Dudley held the posts of Commissioner of Revenue, Judge Admiralty, Master in Chancery, MP for Kildare and Wicklow and MP for Bannow and Fethard. His body is interred at St. Patrick's Cathedral.

The eighteenth century:

The property then passed by marriage to Philip Wharton. The young man lost his money in the South Sea Bubble and in 1723 the castle was sold to the Right Hon. William Connolly, speaker of the Irish House of Commons for £62,000. In 1742, the castle was sold to Dr. Hoadly, Archbishop of Armagh, and on his death four years later it passed to his son-in-law Bellingham Boyle. In 1767, he sold the property to Nicholas Hume-Loftus, second Earl of Ely, a descendant of Adam Loftus, the original builder of the castle.

The castle in 1774

Nicholas died within a few years, probably as an indirect result of great hardships which he had suffered in his youth, and the estate passed to his uncle, Hon. Henry Loftus, who was created Earl of Ely in 1771. In commemoration of regaining ownership, the Loftus family constructed another entrance for the castle in the form of a Roman Triumphal Arch. The arch can still be viewed from nearby Dodder Park Road. Henry Loftus, Earl of Ely was responsible for much of the conversion of the medieval fortress into a Georgian mansion and employed renowned architects Sir William Chambers and James 'Athenian' Stuart to carry out these works. The mullioned windows were enlarged and the battlements replaced by a coping with ornamental urns. A semi-circular extension was added to the east side and an entrance porch approached by steps, on the north. The interior was decorated in accordance with the tastes of the period and leading artists, including Angelica Kauffmann were employed in the work. Writers of the period who visited the house have left extravagant descriptions of its splendour.

Henry died in 1783 and was succeeded by his nephew Charles Tottenham. He subsequently became Marquess of Ely as a reward for his vote at the time of the Union.

The nineteenth and twentieth centuries:

In 1812, the family leased the estate to the Ropers and removed their valuable possessions to Loftus Hall in Wexford. The lands and castle were then used for dairy farming and fell into disrepair. To quote a contemporary account from 1838: "Crossing the Dodder by a ford, and proceeding along its southern bank towards Rathfarnham, a splendid gateway at left, accounted among the best productions of that species of architecture in Ireland, invites the tourist to explore the once beautiful grounds of Rathfarnham Castle, but they are now all eloquently waste, the undulating hills covered with rank herbage, the rivulet stagnant and sedgy, the walks scarce traceable, the ice-houses open to the prying sun, the fish-pond clogged with weeds, while the mouldering architecture of the castle, and the crumbling, unsightly offices in its immediate vicinity,…The castle, so long the residence of the Loftus family, and still the property of the Marquis of Ely, subject, however, to a small chief rent to Mr. Conolly, is an extensive fabric,.....The great hall is entered from a terrace, by a portico of eight Doric columns, which support a dome, painted in fresco with the signs of the Zodiac and other devices. This room was ornamented with antique and modern busts, placed on pedestals of variegated marble, and has three windows of stained gloss, in one of which is an escutcheon of the Loftus arms, with quarterings finely executed. Several other apartments exhibited considerable splendour of arrangement, and contained, until lately, numerous family portraits, and a valuable collection of paintings by ancient masters. But, when it is mentioned, that this structure has been for years a public dairy, and the grounds to the extent of 300 acres (1.2 km2) converted to its uses, some notion may be formed of their altered condition.

In 1852 it was bought by the Lord Chancellor, Francis Blackburne whose family resided there for three generations. The property developers Bailey & Gibson acquired the castle in 1912 and divided up the estate. The eastern part became the Castle Golf Club, the castle and the southwestern portion were bought in 1913 by the Jesuit Order and the northwestern part was devoted to housing.

The Jesuits are an order renowned for their education and one of them; Father O'Leary S.J. constructed a seismograph. This machine could detect earth tremors and earthquakes from anywhere in the world and for a time, Rathfarnham Castle became a source of earthquake information for the national media.

To the north of the castle was a long vaulted chamber formerly known as Cromwell’s Court or Fort. This was apparently a barn or storehouse erected as part of the castle farm and had narrow loopholes in its 5-foot (1.5 m) thick walls. In 1922, it was incorporated into the new retreat house, to which it formed the ground story and its character concealed from the outside by a uniform covering of cement plaster.

Not far from the Golf Club House was an attractive little temple built of stone and brick, another relic of Lord Ely’s occupation of Rathfarnham. Although rather out of repair, if restored, it would have added much to the charm of this part of the links. Unfortunately, by decision of the committee, it was demolished in 1979.

In 1986, the Jesuits sold Rathfarnham Castle but before leaving, they removed the stained glass windows, made in the famous Harry Clarke studios, from the chapel and donated them to Tullamore Catholic Church which had been destroyed by fire in 1983. The other windows were donated to Our Lady's Hospice, Harold's Cross and Temple Street Children's Hospital, Dublin.

Preservation:

The castle was sold to Delaware Properties in 1985 and it was feared that it was facing demolition. After immense public pressure to save the building, it was purchased by the state in 1987 and was declared a National Monument. Currently, by the Office of Public Works, there is an extensive refurbishment going through the castle but it is still open to the public during the summer months (5th May - 12th October). The Castle is presented as a castle undergoing active conservation, where visitors can see, at first hand, tantalising glimpses of layers of its earlier existence uncovered during research.

Experiment with little light

+++ 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:

Military aircraft development made huge leaps in the 50ies, and it was around 1955 that the successful, transsonic MiG-19 was to be replaced by a next generation fighter - which was to attain more than Mach 2. At that time, these speed and performance figures were terra incognita, but OKB Mikoyan tackled the official request for a new light tactical fighter, which was primarily intended to be used against high flying bombers, guided by ground radar.

General characteristics:

Crew: One

Length (incl. pitot): 16.05 m (53 ft)

Wingspan (incl. drop tanks): 8,18 m (21 ft 6 in)

Height: 3.81 m (12 ft 6 1/3 in)

Wing area: 18 m² (196,1 ft²)

Aspect ratio: 7.3:1

Empty weight: 4.820 kg (10.617 lb)

Loaded weight: 7.844 kg (17.277 lb)

Max. take-off weight: 8.625 kg (19.000 lb)

Powerplant: 1 × Tumanskiy R-11F-300 turbojet, rated at 3875 kgp (8.536 lbf) dry and 5.760 kgp (12.686 lbf) with afterburner

Performance

Maximum speed: 725 mph (1.167 km/h) at sea level, 1.190 mph (1.917km/h) at 13.000m (42.640 ft)

Combat radius: 450 km (245 nm, 280 mi)

Range: 850 ml (1.370 km)

Service ceiling: 19.000 m (62.320 ft)

Rate of climb: 38 m/s (7.480 ft/min)

Armament:

2× Nudelmann-Richter NR-30 30mm cannons with 50 RPG;

1.500 kg (3.300 lb) of payload on four external hardpoints, including:

- 2x PTB-350 wing tip drop tanks (fitted as standard)

- 2× K-13/R-3S (AA-2/"Atoll") AAMs on underwing pylons

- Alternatively, the two underwing pylons could carry pods with unguided missiles or iron bombs of up to 1.100 lb calibre.

The kit and its assembly:

Another whif, based on vague indications that this Starfighter-like design was seriouly considered at OKB MiG in the early 50ies because there exists a (crude) desktop model which shows a MiG-21 fuselage with F-104 wings and tail. An appealing design, and a good story to tell with a model. Anyway, AFAIK the 'Ye-3' designation was never used in the MiG-21 development phase or anywhere else at OKB MiG, so I borrowed it for the kit. The NATO code 'Filbert' is also a fantasy product.

Basically, this model is a kit-bashing. It consists of a Hasegawa MiG-21F-13 fuselage with new wings. The Hasegawa kit is ancient, I guess it is from the early 70ies. It has several flaws, so it is good fodder for such a project. For example, the MiG-21 lacks any serious interior, the landing gear is not even a joke and the prominent Soviet Red Stars have been molded onto the parts as raised panel lines! The area-ruled fuselage is pretty, though, very sleek.

Much room for improvements and improvisation, though. Hence, I built a cockpit interior from scartch and added an Airfix pilot, since these figures look very Soviet. As a side benefit, the figure is rather voluminous, so it covers much of the primitive cockpit interior...

Another modification is the landing gear - I wanted to incorporate much of the aforementioned F-16's landing gear, so that new wells had to be cut into the fuselage. This turned out to be easier than expected, and I did not waste too much effort on it. The F-16 landing gear is shorter than the MiG-21's, so the Ye-3 is closer to the ground than its real world cousins.

For the new thin wings I considered at first butchering an Airfix F-104G Starfighter as donation kit, but eventually found the wings being simply too small for my taste and for what the desktop model paradigm shows. I eventually ended up with wings from an Italeri F-16, which - believe it or not - have the SAME leading and trailing edge angles as the F-104, you just have make angled cuts at the wing tips and the wing roots... I just had to cover up the original flap engravings and fit them to the fuselage. The F-16's horizontal stabilizers were taken, too, but shortened in order to match the smaller dimensions for a Starfighter-like look.

The fin was clipped on top and a new upper end created from the single MiG-21 under-fuselage stabilizer. The latter was replaced by two splayed fins, an arrangement which was featured on the original Ye-prototypes but were later replaced by the single fin.

The missiles and their launch rails are leftover pieces from my recent MiG-21G conversion (from a Hobby Master kit), they were painted orange as dummies, according to Soviet practice.

As extra equipment for a test airfcraft, a small camera pod (based on real life picture of other MiG prototypes and test aircraft) was added under the front fuselage - for recording live missile launch tests.

Painting:

I wanted, according to the background story, keep this a prototype aircraft. Unfortunately, this means that I'd be limited to a natural metal finish - and I hate such surfaces, because they are a great challenge, esp. with the manual brush technique I use...

But I tried to make the best of it and painted the model with a plethora of metal tones - ranging from Testors/Model Master Metallizer (Polished Aluminum, Polished Steel, Titanium, Exhaust) through Humbrol enamels (Aluminum, Gun Metal, Chrome Silver) up to Revell Aqua Acryllics (Aluminum). Additionally, some service flaps were painted in light grey (Humbrol 64), the nose cone (which would have been a metal piece, not a plastic radome) was painted in Humbrol 140.

The kit also received a wash with black ink - not to make it look worn, but to add to a "metallic" look with more contrast at edges and raised panel lines. To enhance this metallic look further, the kit received a treatment with a 'graphite rubbing'.

To make the machine look even more interesting (but not out of style), I added some phototheodolyte calibration markings on fuselage and fin: simple, black stripes, but, again, based on real test aircraft of that era. Additionally, "31 Blue" received four stars under the cockpit as mission markers - not for shot-down aircraft, but for successful live missile launches.

After the decals were applied - puzzled together from the scrap box and several aftermarket sheets for Russian/Soviet aircraft - everything was sealed under a coat of semi-matte acryllic varnish (Tamiya TS-79).

In the end a rather simple conversion, but quite effective and convincing. I think that this potential MiG-21 layout does not look out of place - but there certainly were reasons why the thin, unswept wings did not make it to the hardware stage at OKB MiG...

Replaces the 737 Service

The factory premium sound system was buggered. My friend Will donated this old Pioneer in dash and I reworked the original faceplate to hold it.

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!

I spotted the sign for the church from a nearby crossroads, I don't seem to recall the name, so we take the turning and drive across the fields.

The road came to a 90 degree bend, and from out of the corner of my eye, I spot a gravestone and a glimpse of a tower.

I park dangerously near to the corner, there was no where else really, but then the road wasn't busy, so should be alright.

The exterior of the church looked modern and not at all promising, it seemed to have been coated, skimmed, in something like concrete, giving the feeling of a village hall.

Inside it was a delight, clearly an ancient building, recesses in the east wall showing where the original windows had sat, now replaced, and above, sturdy roof kept up by large kingposts.

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

The land between the North Downs and the north Kent marshes was once wealthy through agriculture and country estates grew as hubs of thriving communities. One such was Badlesmere which gave its name to a family whose peak of power occurred in the early fourteenth century. Their fall was almost as quick as their rise, the family falling foul of political intrigues in the reign of Edward II. They would have known the tiny church of St Leonard, although its character is now an unusual hybrid of medieval woodwork, box pews from the time of Jane Austen and stained glass of the present time. There is fine Royal Arms of George I and a hatchment to the First Earl Sondes. By far the most important furnishings are the medieval bench ends to be found in the chancel. One shows the frequently illustrated carving of the Trinity, represented by a triangle. The two west windows by Frederick W. Cole represent St Francis of Assisi and The Sower. Apart from that the church is very simple - just nave and chancel, and so beautifully cared for that it is obviously a building which excites great passion. Indeed it should do, for as the north Kent corridor gets ever covered with concrete, it is little pockets like this bring us closer to our ancestors.

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

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

BADLESMERE.

THE next adjoining parish to Leveland, still further eastward, is Badlesmere, usually called Basmere.

It is a parish but little frequented, and with hardly any thoroughfare, lying on the opposite side of the high road from Faversham to Ashford, which runs along its western boundaries; it is situated about six miles from the former, mostly on high ground, the soil of it in this part of it is tolerable good and level, much like the part of Leveland adjoining to it, but the eastern side of the parish is very hilly and chalky, a poor soil covered with flints, a very forlorn rough country, with much woodland in it. At a field's distance from the above road stands the court-lodge, called Basmerecourt, a mean farm-house, with the church almost adjoining to it northward.

In the next field south-eastward of the church, the foundations of the antient seat of the Badlesmeres are easily traced out, by the different colours of the corn, and from the number of apartments in it appears to have been a very large and noble mansion; among them is a large pond, called the Cellar pond, which, as its name implies, was no doubt the place where the cellars of this seat were formerly. At the south-west extremity of the parish is Basmere-lees, over which the Ashford road passes. There are several houses round it, those on the north-east side only, one of which is the parsonage, are in this parish, the rest being in those of Leveland and Sheldwich.

A fair is held here on St. Leonard's day, now by the alteration of the stile on Nov. 17, yearly.

Sir Thomas Randolph, an eminent statesman in queen Elizabeth's reign, son of Avery Randolph, of Badlesmere, was born in this parish in 1523, and was much favored and distinguished by the queen, being employed in no less than eighteen different embassies. He died in 1590, and was buried in St. Peter's church, Paul's wharf, in London, leaving a numerous issue by one of his wives, a sister of Sir Francis Walsingham. (fn. 1)

BARTHOLOMEW DE BADLESMERE was by writ summoned to parliament, in the 3d year of king Edward II. among the barons of this realm, by the title of Bartholomew de Badlesmere, of Badlesmere, chevalier. This barony, by the death of Giles, lord Badlesmere, his son, s. p. devolved by the marriage of Maud, the eldest of his four sisters and coheirs, to John de Vere, earl of Oxford, and it continued in his descendants down to John de Vere, the fourteenth earl of Oxford, and baron of Badlesmere in king Henry the VIIIth.'s reign, who dying s. p. the earldom descended to the heir male of the Vere's, but the barony of Badlesmere descended to the three sisters of the earl John last-mentioned, viz. Ursula, married to George Windsor, and afterwards to Edward Knightly, of Northamptonshire; Dorothy to John Nevil, lord Latimer, and Elizabeth to Sir Anthony Wingfield, but this dignity being entire, and not divisable, they became incapable of it, otherwise than by gift from the crown, and it in strictness of law reverted to, and was in the king's disposition, but the crown seemingly dispensed with this, for the four several earls of Oxford successively after this, assumed and used among their titles, that of baron of Badlesmere. At length, after the death of Henry, earl of Oxford, and baron of Badlesmere, in 1625, there arose a dispute concerning these titles, which was in 1626, by solemn adjudication of parliament, determined, that the earldom belonged to the heir male of the Vere's, and that the barony of Badlesmere was wholly vested in the king to dispose of at his pleasure, which judgment the king approved of, at which time the office of great chamberlain of England, which had for so many descents been vested in the Vere's, earls of Oxford, was claimed by Robert de Vere, earl of Oxford, as heir male, and by Robert, lord Willoughby, of Eresby, as heir-general, and by the adjudication of the house of lords, though the earldom was adjudged to the heir male, yet the office of chamberlain was adjudged to the lord Willoughby. (fn. 2)

THIS PLACE, in the 15th year of the reign of William the Conqueror, was part of the possessions of Odo, bishop of Baieux, the king's half-brother, accordingly it is thus entered, under the general title of that prelate's lands, in the survey of Domesday, taken about that time:

The same Anfrid holds of the bishop (of Baieux) Badelesmere. It was taxed at one suling. The arable land is two carucates and an half. In demesne there is one, and ten villeins, having one carucate and an half. There is a church, and two servants, and a fishery of twelve-pence. Wood for the pannage of four hogs. In the time of king Edward the Confessor, it was worth sixty shillings, and afterwards sixty shillings, now four pounds. The abbot of St. Augustine's claimed this manor, because he had it in the time of king Edward the Confessor, and the hundred witnessed for him, but the son of the tenant said, his father could turn himself over wherever he would, and this the monks did not deny.

Four years after this, the bishop of Baieux fell into disgrace, and the king seized on this estate among the rest of his possessions.

After which the manor of Badlesmere was granted by the king to Hamo de Crevequer, and together with other lands made up the barony of Crevequer, as it was called, being held of the king in capite by barony, as of his castle of Dover, for the desence of which he was bound by his tenure. (fn. 3)

Of his heirs this manor was held by the eminent family of Badlesmere, who took their surname from their possessing it. Guncelin de Badlesmere, with his brother Ralph, accompanied king Richard I. to the siege of Acon, in Palestine. Guncelin de Badlesmere held this manor, 2s before-mentioned, in the reign of king John, and was a justice itinerant, as was his brother Giles de Badlesmere, who was slain in a conflict with the Welsh in the 43d year of Henry III. anno 1248. The former left one son Bartholomew, and two daughters, Joane, married to John de Northwood, and another to John de Coningsby.

Bartholomew de Badlesmere afterwards possessed this manor, and on his death was succeeded in it by his son Guncelin, who was chief justice of Chester in the 2d year of Edward I. He died in the 29th year of that reign, and was buried in Badlesmere church, where his effigies lying cross-legged, cut in wood, was remaining in Philipott's time, then holding this manor of the king in capite, as of the barony of Crevequer, by knight's service, and paying to the ward of Dover castle, and making suit to the king's court of Ledes. He left by Margaret his wife, heir of Ralph Fitzbernard, one son Bartholomew de Badlesmere, who from the greatness of his wealth and possessions, afterwards acquired the title of the rich lord Badlesmere of Ledes, of which castle, in the 5th year of Edward II. he was appointed constable, and obtained a grant in see of the castle and manor of Chilham, among other lands; after which, in the 9th year of that reign, he obtained several more grants of lands, and a special charter of liberties within his manors, and free-warren in all his demesne lands in this manor of Badlesmere among others; in the 11th year of Edward II. he was once more made governor of Ledes-castle, two years after which he obtained the king's licence to found a priory within his manor here, which was held in capite, for canons regular; and that he might, of the demesnes of the manor, grant to them twenty-four acres, to be possessed by them in pure and perpetual alms, for their inhabiting and building there a church, and other buildings, with a non-obstante to the statute of mortmain. But by the troubles which immediately after this ensued to the lord Badlesmere, nothing further was done towards it till the 4th year of Edward III. when the king confirmed this endowment, together with the advowsons of this church of Badlesmere, with those of Whitstaple, Redlingweld, Old Romney, Northfield, and Charleton, in this county; Northmyms, in Hertfordshire, and Luddington, in Huntingdonshire; notwithstanding which, it appears by their afterwards continuing in the possession of lay proprietors, and by no further mention being to be found of this priory, that the design of erecting it fell to the ground, and that nothing further was afterwards done towards it. The year after king Edward the IId.'s granting this licence to Bartholomew de Badlesmere, he was constituted governor of Tunbridge castle, and having been for several years steward of the king's houshold, he had, in reward for his services, the grant of the castle of Ledes in fee, in exchange for other lands which he had purchased.

But this great and powerful baron, after having had such continual favors heaped on him, and having been summoned to parliament till the 14th year of that reign, then withdrew his allegiance, and joined with the earl of Lancaster and the other discontented barons; for which he had a full pardon granted next year, but within a small time afterwards, queen Isabel being denied entrance into his castle of Ledes, the king became highly incensed against him, and immediately besieged and took it, with Margaret his wife, Giles his infant son, and all his children in it, who were sent prisoners to the Tower, and all his lands were seized into the king's hands. (fn. 4) After which, flying into the north, and being overtaken at Burrowbridge, he received a total defeat, and being sent to Canterbury, was hanged at the gallows of Blean, near that city, and his head being cut off, was set on a pole at Burgate, and his body buried in the White Friars church, in that city. The Badlesmeres bore for their arms, Azure, a sess between two gemelles, gules; which coat was afterwards quartered by the Veres, earls of Oxford, Manners's, dukes of Rutland, the lord Scroope, Nevill lord Latimer, the lord Wentworth of Nettlested, and other noble families.

The inquisition of his lands was not taken till the 2d year of Edward III. when the king directed his writs to the several sheriffs of Kent, and many other counties, (by which the wide extent of his possessions in different parts of the kingdom may be seen) (fn. 5) to restore to Margaret his widow, all manors, lands, &c. forfeited in those counties, &c. By this it appears that he died possessed, among others, of this manor of Badlesmere, leaving by Margaret his wife, sister and coheir of Richard de Clare, who survived him, and died anno 5 Edward III. a son Giles, and four daughters, Maud, married first to Roger Fitzpain, and secondly to John de Vere, earl of Oxford; Margery to William, lord Roos, and afterwards to Sir Thomas Arundel; Elizabeth first to Edmund Mortimer, and secondly to William Bohun, earl of Northampton; and Margaret to Sir John Tibetot.

Giles de Badlesmere, the son, the process and judgment against his father having been reversed, had his manors and lands restored to him, and having been much trusted and employed by the king in his wars, and having received summons to parliament, he died s. p. in the latter of them, and was buried near his father in the same church, being then possessed of this manor, and leaving his four sisters his coheirs; upon the division of their inheritance, this manor among others was assigned to Maud, the eldest sister, wife of John de Vere, earl of Oxford, who in her right became possessed of it, and he accordingly paid aid for it, in the 20th year of Edward III. He was descended of a family which took its name from the town of Vere, in Zealand, where they had flourished as earls of Guisne for several generations, of whom Alberic, or Aubrey de Vere, came over into England with William the Conqueror, as appears by the roll of Battle-abbey, and was rewarded by him with divers lordships, which are recorded in Domesday. After which he married Beatrix, the Conqueror's sister. (fn. 6) They bore for their arms, Gules, and or, in the first quarter, a mullet, argent; which arms are in several places on the roof of the cloysters, and in the windows of the cathedral of Canterbury.

He was a nobleman of high courage, and performed great and exemplary services in the wars in France, during which he died in the English army encamped before Rheims, anno 34 Edward III.

In his descendants, earls of Oxford, and barons of Badlesmere likewise, by their descent from Maud, the sister and coheir of Giles, lord Badlesmere, beforementioned, men illustrious not only from their high birth and alliances, but from the noble actions they performed, and the highest offices of state which they held from time to time, among which was the hereditary office of lord chamberlain, this manor continued down to John, earl of Oxford and baron of Badlesmere, who in king Henry the VIth.'s reign, being firmly attached to the house of Lancaster, was, on Edward IV. attaining the crown, attainted in parliament, being then far advanced in years, and with Aubrey his eldest son, afterwards beheaded on Tower-hill. (fn. 7) By this act of attainder the manor of Badlesmere became vested in the crown, and it appears to have been granted by the king next year, being the second of his reign, to Richard, duke of Gloucester, his uncle, on whose obtaining the crown by the title of king Richard III. it became part of the royal possessions. After which the king having in his first year, constituted John Howard, duke of Norfolk, lord high admiral, granted to him, among many others, in special tail, the manor of Badlesmere; but the duke did not long enjoy those great possessions, for next year he was slain, with the king, at the battle of Bosworth, on August 22, 1485, from whence he was conveyed to Thetford, and there buried, after which he was attainted in parliament, in the 1st year of the next reign of Henry VII. (fn. 8)

After which the manor of Badlesmere having been granted in special tail as before-mentioned, came into the possession of the duke's only son and heir Thomas Howard, earl of Surry, who after having been confined in the tower for near four years, was in the 4th year of that reign restored in parliament to the title of earl of Surry, and wholly to the king's favor, and having served him with great honor and fidelity, he had, in the 22d of that reign, a special grant of all the manors and lands of which the duke of Norfolk his father died possessed. In the next reign of Henry VIII. he continued highly in the king's favor, and in the 4th year of that reign, having by his prudence and valour, gained the memorable victory over the Scots at Floden-field, he had for that eminent service an augmentation added to his arms, to him and his heirs male, and was advanced to the title of duke of Norfolk, with a grant of divers lands in special tail. He died in the 16th year of that reign, and was succeeded in titles and estates by his eldest son Thomas, who had been in his life-time created earl of Surry, and was intrusted by the king in great and high offices of state, but notwithstanding his performing signal services both as a soldier and a statesman, he was through the king's jealousy of his greatness, which was not a little somented by several of the new raised nobility, in the 38th year of that reign, committed to the Tower, and both he and his son the earl of Surry were attainted by special bills in parliament; the earl was soon afterwards beheaded, and a warrant was signed for the execution of the duke, but the king dying the same day, his executors did not venture to enforce the sentence at so critical a juncture.

This manor, thus coming to the crown, among the rest of the duke's possessions, seems to have been granted to Sir Robert Southwell, master of the rolls, whose brother Sir Richard had been the chief accuser of the late earl of Surry. This family of Southwell, according to Mr. Camden, takes its name from the town of Southwell, in Nottinghamshire, where they were first seated; the descendants of which in king Henry the VIth.'s reign had spread themselves into Norfolk, Suffolk, and other counties, at which time John Southwell, M. P. for Lewes, in Sussex, had two sons, John, of Norwich, who was ancestor of the lords Southwell, of the kingdom of Ireland, and of those seated at Kings-Weston, in Gloucestershire; and Robert, who was ancestor of Sir Robert Southwell, master of the rolls above-mentioned, who bore for his arms, Argent, three cinquefoils, gules, charged with six annulets, or. He immediately afterwards, anno 2 king Edward VI. alienated this manor of Badlesmere, with 2000 acres of land in Badlesmere, and the adjoining parishes, to Sir Anthony Aucher, of Otterden, who died anno 4 and 5 king Philip and queen Mary, possessed of this manor, held in capite by knight's service. His eldest son John Aucher, of Otterden-place, by his first wife, daughter of Sir William Kellawny, left an only daughter and heir Anne, who in queen Elizabeth's reign marrying with Sir Humphry Gilbert, entitled him to the possession of this manor. Sir Humphry Gilbert was equally distinguished in the reign of queen Elizabeth, by his eminent abilities and great courage, being usually stiled in the Latin writers of that time egregius Miles. He was descended of an antient family in Devonshire, and was second son of Otho Gilbert, esq. of Greenway, by his wife Katherine, daughter of Sir Philip Champernon, of Modbury, in that county, who afterwards married Walter Raleigh, esq. of Fardel, and by him was mother of the famous Sir Walter Raleigh. They bore for their arms, Argent, on a chevron, sable, three roses of the first, seeded, or. Sir Humphry's genius led him to the studies of cosmography, navigation, and the art of war. He by his merit acquired the honorable post of commander in chief, and governor of the province of Munster, in Ireland; but what rendered him most famous was his great skill in mathematics, which induced him to undertake a voyage for the discovery of the northwest passage to the East-Indies, and to plant unknown countries, to facilitate which he published more than one discourse; for these adventurous designs he procured a patent from the queen in 1578, wherein he had full powers to undertake such discoveries, and to inhabit and possess any lands which were at that time unsettled by Christian princes, or their subjects. With this view he made two voyages to Newfoundland, and made several discoveries; but whilst in those seas, the vessel in which he was being too small to resist the swell of them, about midnight on Sept. 9, 1583, she was swallowed up and never seen more, Sir Humphry and all the crew perishing in her. (fn. 9) Before his death however, he sold this manor in the 23d year of that reign to Sir Michael Sondes; (fn. 10) afterwards of Throwley, whose grandson Sir George Sondes, of Lees-court, in Sheldwich, K. B. was in the reign of king Charles II. created earl of Faversham. He left two daughters his coheirs, of whom Mary was married to Lewis, lord Duras, afterwards earl of Faversham, and Katherine to Lewis Watson, earl of Rockingham, each of whom successively, in right of their respective wives, inherited this manor, which has since descended in like manner as Lees-court, in Sheldwich, (to the account of which the reader is referred) down to the right hon. Lewis-Thomas, lord Sondes, who is the present possessor of it. A court baron is held for this manor.

WOODS-COURT is a manor in the north-east part of this parish, which was antiently, from the possessors of it, called Godislands. William de Godisland held it in the reign of Edward I. by knight's service, as did his descendant Richard de Godisland at his death in the 19th year of Edward III. then holding it of the king in capite, by the service of one sparrow-hawk, or two shillings at the king's exchequer yearly. He was succeeded in it by his son and heir William de Godisland, but before the end of that reign, this family seems to have been extinct here, for Robert at Wood died possessed of it in the 6th year of Richard II. anno 1382, as was then found by inquisition, at which time it had acquired from him the name of the manor of Atwoods, and was held of the king in capite, as of his castle of Dover, by rent to the ward of that castle yearly, and that William Attwood, his uncle, was his next heir.

Guido atte Wode, of the parish of Bocton, was possessed of it in the reign of Edward IV. in the 6th year of which he died, and was buried in Bocton church, before the high cross. By his will he gave this manor, called Woodys court, to his wife Joane for life, and afterwards to his brother Thomas atte Wode, except one piece of land called Geroldysdane, which he ordered to be sold. Thomas atte Wode above-mentioned was of Ickham, and died possessed of this manor three years afterwards, as appears by his will that year.

¶After this name was gone from hence, this manor was become the property of Sayer, one of whom, John, son of Henry Sayer, of Faversham, in 1517, conveyed it to John Cheney, gent. of Eastchurch, in Shepey, who in the 14th year of that reign, sold it to Reynold Snode, gent. of Sheldwich, descended of a family of good account in these parts of Kent so early as king Henry III.'s reign. Isabella de Snode is mentioned, among the gentry of this neighbourhood, as living at that time, in the leiger-book of Davington priory, and there is yet, not far from hence, a hamlet of houses, called from them, Snode-street. His son Samuel Snode became possessed of it on his father's death in the 11th year of queen Elizabeth; he sold it to Gabriel Giles, of Sheldwich, who in the 25th year of it alienated it to Thomas and Henry Unkle, the former of whom, in 1591, conveyed it to Mildred, widow of the latter, and sister of Nicholas Pemble, and she, in the 41st year of queen Elizabeth, marrying with Arthur Franklyn, gent. of Badlesmere, he, in her right, became possessed of it, and by fine levied in 1599, settled it upon their issue, which was Arthur Franklyn, from whom it descended to Mr. John Franklyn, who dying intestate it came to his kinsman Mr. James Franklin, who in 1743 devised it by his will to his eldest son Mr. Arthur Franklyn, gent. who resided in it, and in the year 1764 passed it away by sale to Lewis, lord Sondes, whose son the right hon Lewis-Thomas, lord Sondes, is the present owner of it.

BADLESMERE is within the ECCLESIASTICAL JURISDICTION of the diocese of Canterbury, and deanry of O'pringe.

The church, which is dedicated to St. Leonard, is but a very small mean building, consisting of one isle and one chancel, with a small turret at the west end, in which is one bell; there were formerly three bells here, but two were taken down and sold many years ago, towards the repair of the church.

In the chancel is a memorial, in old English letters, for Barbara, late wife of John Writhe, alias Dict, garter king at arms, daughter and heir of John Castlecombe, of Cricklade, in Wiltshire, who died in 1483.

There was formerly a small chapel adjoining to the south side of it, the foundations of which still remain, but it was fallen to ruin before the middle of the last century; in this chapel or chancel, which had a door opening into the middle of the isle of the church, were the tombs of several of the family of Badlesmere.

This church has ever been an appendage to the manor of Badlesmere, for though Bartholomew de Badlesmere, and his son Giles, assigned it as part of the endowment of the priory they intended to erect in this parish, yet as that design never took place, this church has continued in the possession of the several proprietors of the manor from that time to the present, and as such is now become vested in the right hon. Lewis-Thomas, lord Sondes.

It is a rectory, and a discharged living, of the clear yearly certified value of forty-six pounds, the yearly tenths being 10s. 2¼d.

In 1578 there were communicants here thirty-four; in 1640 it was valued at eighty pounds per annum, communicants forty.

www.british-history.ac.uk/survey-kent/vol6/pp467-481

Replacing an earlier scanned photo with a better version, plus Topaz DeNoise AI 01-Oct-23.

Leased from/op by TransAer International Airlines.

This aircraft has a very long history. First flown with the Airbus test registration F-WWDD, it should have been leased to Turkish airline Air Alfa as TC-ALU but the lease was cancelled.

It was delivered to ILFC International Lease Finance Corporation and leased to Irish ACMI (Aircraft, Crew, Maintenance & Insurance) company TransAer International Airlines as EI-TLP in Jan-98.

They leased it to Virgin Express Airways (Belgium) in Feb-98 for the summer season, returning to TransAer in Oct-98. In Nov-98 it was leased to Linea Aeropostal Venezolana (Venezuela) and returned to TransAer in Apr-99.

The aircraft was leased to Britannia Airways (UK) between May/Oct-99, Shorouk Airlines (Egypt) between Oct/Nov-99, TransAer Cologne (Germany) between Nov-99/Mar-00 and Britannia Airways (UK) between May/Oct-00.

On 20-Oct-00 TransAer ceased operations and the aircraft was briefly impounded at Heraklion (Greece) before being returned to the lessor 3 days later when it was ferried to Fayetteville/Springdale, AR, USA and stored.

It remained stored at Fayetteville/Springdale and was re-registered N681LF in Feb-01. In Mar-01 it was leased to MEA Middle East Airlines/Air Liban using the French Overseas registration F-OHLO.

The aircraft was returned to the lessor in May-04 and was immediately leased to AirBlue (Pakistan) as AP-BGW. It was with AirBlue for 7 years and was returned to the lessor in May-11 as N263LF.

In Jul-11 it was leased to Donbassaero (Ukraine) as UR-DAJ. In Jan-13 Donbassaero ceased operations and the lease was transferred to Windrose Air. It was re-registered UR-WRN in Jul-13.

The aircraft was returned to the lessor in Nov-13, re-registered EI-TLP again and stored at Dublin. It was ferried to Goodyear, AZ, USA in Feb-14 for further storage. In Apr-14 it was re-registered N202AT and permanently retired. It's was broken up at Goodyear in 2015.

+++ DISCLAIMER +++

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

Some background:

In 1964 the Royal Air Force specified a requirement (Air Staff Target (AST) 362) for a new fast jet trainer to replace the Folland Gnat. The SEPECAT Jaguar was originally intended for this role, but it was soon realized that it would be too complex an aircraft for fast jet training and only a small number of two-seat versions were purchased. Accordingly, in 1968, Hawker Siddeley Aviation (HSA) began studies for a simpler aircraft, initially as special project (SP) 117. The design team was led by Ralph Hooper.

More variants of the Hawk followed and common improvements to the base design typically include increased range, more powerful engines, redesigned wing and undercarriage, the addition of radar and forward-looking infrared (FLIR), GPS navigation, and night vision compatibility. Later models were manufactured with a great variety in terms of avionics and system compatibility to suit the individual customer nation. Cockpit functionality was often rearranged and programmed, too, in order to be common to an operator's main fighter fleet to increase the Hawk's training value.

General characteristics:

Crew: 2: student, instructor

Length: 12.43 m (40 ft 9 in)

Wingspan: 9.94 m (32 ft 7 in)

Height: 3.98 m (13 ft 1 in)

Wing area: 16.70 m2 (179.64 ft²)

Empty weight: 4,480 kg (9,880 lb)

Useful load: 3,000 kg (6,600 lb)

Max takeoff weight: 9,100 kg (20,000 lb)

Powerplant:

1× Rolls-Royce Adour Mk. 851 non-afterburning turbofan with 23,1 kN (5.200 lbf) static thrust

Performance:

Maximum speed: Mach 0.84 (1,028 km/h, 638 mph) at altitude

Range: 2,520 km (1,360 nmi, 1,565 mi)

Service ceiling: 13,565 m (44,500 ft)

Rate of climb: 47 m/s (9,300 ft/min)

Thrust/weight: 0.65

Armament:

No internal armament, but an optional VKT 12.7 millimeter gun in a centerline pod;

Up to 2.200 lb (1.000 kg) of weapons on four underwing hard points, including 4× AAMs like

AIM-9 Sidewinder or R-60 (AA-8 'Aphid'), bombs of up to 1.000 lb (454 kg) caliber, unguided rocket

pods, drop tanks or reconnaissance pods with cameras

The kit and its assembly:

A simple build, sparked from a short-notice inspiration when I did online legwork for paint schemes. Then I stumbled upon profiles of fictional Finnish MiG-29 and Su-27, posted in 2011 by fellow member Wenzel from the CZ What if SIG a.k.a. PantherG at whatifmodelers.com, featuring interesting, fictional four-tone splinter schemes:

i730.photobucket.com/albums/ww303/PoorWhistler/Doodles/Su...

i730.photobucket.com/albums/ww303/PoorWhistler/Doodles/Mi...

These got me thinking, but instead of building one of the Russian fighters I wondered how this camouflage concept would look on a smaller aircraft already in Ilmavoimat service. This led directly to the Hawk 51!

Thankfully, there are several kits available for this aircraft, and I settled upon the relatively new Airfix kit from 2007. It's main selling point was that it actually contains parts and decals for a Finnish aircraft, esp. a set of the modern, very tiny roundels.

Good experience with recent Airfix offerings were confirmed. Effectively, the Airfix Hawk is a nice and simple build, done in just one and a half day. One of the kit’s positive features is the crew: there are actually two modern and well-sculpted pilot figures included, a rarity these days.

The kit was mostly built OOB, only mods are a cover inside of the ventral air brake (which can be built into open position, but this leaves an ugly seam visible) and some extra antennae. Fit is good (not perfect, though), and only little PSR was needed - biggest issue was the ventral wing/fuselage intersection, esp. its rear end.

One truly tricky feat is the mounting of the protective clear separating screen between the cockpit seats – the clear wall has (somehow) to be glued into the clear canopy, without any reference where to actually place it. Altogether a risky business, and I was lucky to get the wall into place with only a little white glue so that a total mess could be avoided. The positive thing about this construction is that you can mount the canopy in open position with the wall inside.

The engraved panel lines appear a little massive at first glance (far from Matchbox' trenches on the Hawk 200, though!), but once you add paint the kit this evens out and looks much better than on the sprues. A nice and literally simple kit!

Painting and markings:

The more challenging part of the build - and I stuck closely to the inspiring profiles and their color choice, choosing a pattern of diagonal "splinter stripes" in rather unique tones:

• FS 35042 (USN Sea Blue; Humbrol 181)

• FS 34227 (Intermediate Green; Humbrol 120)

• FS 30118 (US Field Drab; Humbrol 142)

• FS 35622 (IDF Pale Blue; Humbrol 122), which was also used for the undersides

Painting was done free-handedly, with brushes and some tape for masking, and I stuck to the original color suggestions except for the pure FS35622 on the upper surfaces: I toned it slightly down with a little RLM76 (Humbrol 247), but it is still very bright and the contrast between all colors is really harsh.

Anyway, painting the splinter scheme was easier than it seems, since the areas of each of the four upper side tones was rather small, so that the straight lines were rather short. Only the tight edges needed some corrections, but that was mostly mended during the washing/shading process.

As a design twist, the drop tanks (taken OOB, these are the bigger tanks for the Hawk's export versions) and their respective pylons received the colors of the standard Ilmavoimat Hawks: the pylons were painted in a light olive green (Humbrol 159) while the tanks were painted in a murky, dark brown (a mix of Humbrol 10 and 66) with pale grey (Humbrol 166) undersides.

The cockpit interior was painted in Gull Gray (FS 36231), while other interior surfaces and the landing gear were kept in lighter RAF Aircraft Grey.

For the markings I relied upon the OOB decal sheet; deviating from the inspiring profiles I stuck to the OOB tiny Finnish roundels that were introduced in the Nineties, and they go well with this experimental scheme. Otherwise, markings are rather minimal, just a lot of stencils were applied, the Airfix OOB sheet is pretty exhaustive (with a zillion of stencils, merely 1x1mm in size… There are even decals to be placed on landing gear joints!? Seriously?). As a side benefit, the OOB Finnish aircraft comes with low-viz stencils, placed on a green background. On the fictional splinter livery of my build they blend well into the overall look, the whole aircraft looks very natural (but still original).

In order to emphasize the engraved panel line the kit received a black ink wash and some panel shading through dry-brushing on the upper surfaces, with only slightly lighter tones (e. g. RAL 5008 on the dark blue and RAF Cockpit Green on the FS 34227). I just wanted a subtle effect. Finally, after the decals had been applied, the kit was sealed with matt acrylic varnish (Italeri).

A quick and pleasant build, and it's actually a relaxing experience to build something OOB, without transplants, major, Frankenstein-ish surgery and endless PSR sessions. In fact, the Airfix Bae Hawk kit makes it easy for the builder to create a decent model with little effort. You see that some thought went into the moulds and the kit’s construction.

The fictional four-tone splinter scheme looks really weird, though, almost like an anniversary scheme? O.K., it is, according to its creator, actually based/inspired by a pre-WWII Fokker D.VII fighter in Finnish service, but this real life version was created from different and less “loud” colors! Anyway, this Hawk is colorful in a certain way, even though I have doubts concerning its camouflage’s effectiveness? However, it’s a nice, bright addition to the whif collection. :D

Replacing the front valve cover gasket is very easy. Simply

1. Remove the valve cover,

2. Clean it,

3. Insert a new gasket into the grove along the valve cover rim,

4. Apply RTV sealant at the corners of the gasket,

5. Reinstall the valve cover, making sure the gasket is seated properly.

The rear valve cover, however, requires several more steps for removal, which are described below.

Replaced the B&W with the colour version to, well, add a bit of colour :)

A pulled rickshaw (or ricksha) is a mode of human-powered transport by which a runner draws a two-wheeled cart which seats one or two people.

In recent times the use of human-powered rickshaws has been discouraged or outlawed in many countries due to concern for the welfare of rickshaw workers.

Pulled rickshaws have been replaced mainly by cycle rickshaw and auto rickshaws.

OVERVIEW

Rickshaws are commonly believed to have been invented in Japan in the 1860s, at the beginning of a rapid period of technical advancement.

In the 19th century, rickshaw pulling became an inexpensive, popular mode of transportation across Asia.

Peasants who migrated to large Asian cities often worked first as a rickshaw runner.

It was "the deadliest occupation in the East, [and] the most degrading for human beings to pursue."The rickshaw's popularity in Japan declined by the 1930s with the advent of automated forms of transportation, like automobiles and trains. In China, the rickshaw's popularity began to decline in the 1920s. In Singapore, the rickshaw's popularity increased into the 20th century. There were approximately 50,000 rickshaws in 1920 and that number doubled by 1930.

DESCRIPTION

The initial rickshaws rode on iron-shod wooden wheels and the passenger sat on hard, flat seats. In the late 19th century and early 20th century. Rubber or pneumatic rubber tires, spring cushions, and backrests improved the passenger's comfort. Other features, such as lights were also added.

In the city of Shanghai, public rickshaws were painted yellow to differentiate from the private vehicles of the wealthy citizens, which were described as:

... always shiny, were carefully maintained, and sported 'a spotless white upholstered double seat, a clean plaid for one's lap, and a wide protective tarpaulin to protect the passenger (or passengers, since sometimes up to three people rode together) against the rain.'

The rickshaws were a convenient means of travel, able to traverse winding, narrow city streets. During monsoon season, passengers might be carried out of the carriage, above the flooded streets, to the door of their arrival. They offered door-to-door travel, unlike scheduled public bus and tram service.

COUNTRY OVERVIEW

AFRICA

EAST AFRIKA

In the 1920s, it was used in Bagamoyo, Tanga, Tanzania and other areas of East Africa for short distances.

MADAGASCAR

Rickshaws, known as pousse-pousse, were introduced by British missionaries. The intention was to eliminate the slavery-associated palanquin. Its name pousse-pousse, meaning push-push, is reportedly gained from the need to have a second person to push the back of the rickshaw on Madagascar's hilly roads. They are a common form of transport in a number of Malagasy cities, especially Antsirabe, but are not found in the towns or cities with very hilly roads. They are similar to Chinese rickshaws and are often brightly decorated.

NAIROBI

Rickshaws operated in Nairobi in the beginning of the 20th century; pullers went on strike there in 1908.

South Africa

Durban is famous for its iconic Zulu rickshaw pullers navigating throughout the city. These colorful characters are famous for their giant, vibrant hats and costumes. There were about 2,000 registered men who pulled rickshaws in Durban in 1904; Since displaced by motorised transport, there are approximately 25 rickshaws left whom mostly cater to tourists today.

ASIA

CHINA

In China, from the ancient times and until the 19th century, rich and important people, when traveling overland, were commonly transported in sedan chairs carried by bearers, rather than in wheeled vehicles. This was at least partly explained by road conditions. It is thought that it was from China (or East Asia in general) that sedan chair (a.k.a. "palanquin") designs were introduced into Western Europe in the 17th century. However, wheeled carts for one or two passengers, pushed (rather than pulled, like a proper rikshaw) by human servant, were attested as well.The proper rickshaw (pronounced renliche in Chinese) was first seen in China in 1886, and was used for public transportation in 1898. It was commonly called dongyangche for Japanese vehicle or "east- foreign-vehicle."

Rickshaw transportation was an important element in urban development in 20th century China, as a mode of transportation, source of employment and facilitation of migration for workers. According to author David Strand:

Sixty thousand men took as many as a half million fares a day in a city of slightly more than one million. Sociologist Li Jinghan estimated that one out of six males in the city between the ages of sixteen and fifty was a puller. Rickshaw men and their dependents made up almost 20 percent of Beijing's population.

Shanghai's rickshaw industry began in 1874 with 1,000 rickshaws imported from Japan. By 1914 there were 9,718 vehicles. The pullers were a large group of the city's working poor: 100,000 men pulled rickshaws by the early 1940s, up from 62,000 in the mid-1920s.Most manual rickshaws, a symbol of oppression of the working class, were eliminated in China after the founding of the People's Republic of China in 1949.

HOG KONG

Rickshaws were first imported to Hong Kong from Japan in 1880. They were a popular form of transport for many years, peaking at more than 3,000 in the 1920s. However, their popularity waned after World War II. No new licenses for rickshaws have been issued since 1975, and only a few old men—four as of 2009—still bear a license. It is reported that only one of them still offer rickshaw rides on The Peak, mainly for tourists.

INDIA

Around 1880, rickshaws appeared in India, first in Simla. At the turn of the century it was introduced in Kolkata (Calcutta), India and in 1914 was a conveyance for hire.

SERVICE AVAILIBILITY

Though most cities offer auto rickshaw service, hand-pulled rickshaws do exist in some areas, such as Kolkata, "the last bastion of human powered tana rickshaws". According to Trillin, most Kolkata rickshaws serve people "just a notch above poor" who tend to travel short distances. However, in a recent article by Hyrapiet and Greiner, the authors found that rickshaws also transport middle-class residents who use their services out of convenience and for short distance trips to the local marketplace. Rickshaws are used to transport goods, shoppers, and school children. It is also used as a "24 hour ambulance service."

Also according to Hyrapiet and Greiner, rickshaw pullers have acted as peer-educators for the Calcutta Samaritans prodving critical information on HIV/AIDS because of their access to marginalized groups within Kolkata's red light districts.

Rickshaws are the most effective means of transportation through the flooded streets of the monsoon season.

When Kolkata floods rickshaw business increases and prices rise.

The pullers live a life of poverty and many sleep under rickshaws.Rudrangshu Mukerjee, an academic, stated many people's ambivalent feelings about riding a rickshaw: he does not like about being carried in a rickshaw but does not like the idea of "taking away their livelihood."Motor vehicles are banned in the eco-sensitive zone area of Matheran, India, a tourist hill station near Mumbai so man-pulled rickshaws are still one of the major forms of transport there.

LEGISLATION

In August 2005, the Communist government of West Bengal announced plans to completely ban pulled rickshaws, resulting in protests and strikes of the pullers. In 2006, the chief minister of West Bengal, Buddhadeb Bhattacharya, announced that pulled rickshaws would be banned and that rickshaw pullers would be rehabilitated.

JAPAN

There are several theories about the invention of the rickshaw. Japan historian Seidensticker wrote of the theories:

Though the origins of the rickshaw are not entirely clear, they seem to be Japanese, and of Tokyo specifically. The most widely accepted theory offers the name of three inventors, and gives 1869 as the date of invention.

Starting in 1870, the Tokyo government issued a permission for Izumi Yosuke, Takayama Kosuke, and Suzuki Tokujiro to build and sell rickshaws. By 1872, they became the main mode of transportation in Japan, with about 40,000 rickshaws in service. The rickshaw's popularity in Japan declined by the 1930s with the advent of automated forms of transportation, like automobiles and trains. After the World War II, when gasoline and automobiles were scarce, they made a temporary come-back. The rickshaw tradition has stayed alive in Kyoto and Tokyo's geisha districts only for tourists as well as in other tourist places. The tradition completely disappeared once, but a few people revived jinrikisha (human-powered rickshaws) for tourists in the 1970s-1980s and the rickshaws became popular as a tourism resource in the 2000s. The modern rickshaw men are a kind of tourist guide, who take their clients to some tourist spots and explain about them. Many of them are part-time working students and athletes who like running or exchanging cultures.

MALAYSIA

Rickshaws were a common mode of transport in urban areas of Malaysia in the 19th and early 20th centuries until gradually replaced by cycle rickshaws.

PAKISTAN

Pulled and Cycle rickshaw (qinqi) have been banned in Pakistan since November 1949. Prior to the introduction of auto rickshaws in cities, horse-drawn carriages (tongas) were a main source of public transportation.

SINGAPORE

Singapore had received its first rickshaws in 1880 and soon after they were prolific, making a "noticeable change in the traffic on Singapore's streets." Bullock carts and gharries were used prior to the introduction of rickshaws.Many of the poorest individuals in Singapore in the late nineteenth century were poor, unskilled people of Chinese ancestry. Sometimes called coolies, the hardworking men found pulling rickshaws was a new means of employment. Rickshaw pullers experienced "very poor" living conditions, poverty and long hours of hard work. Income remained unchanged from 1876 to 1926, about $.60 per day.Rickshaws popularity increased into the 20th century. There were approximately 50,000 rickshaws in 1920 and that number doubled by 1930. In or after the 1920s a union was formed, called the Rickshaw Association, protect the welfare of rickshaw workers.

NORTH AMERIKA

UNITED STATES OF AMERIKA

From A History of the Los Angeles City Market (1930-1950), pulled rickshaws were operated in Los Angeles by high school teenagers during that time period.

CANADA

Foot-driven rickshaws have enjoyed several decades of popularity in Halifax, Nova Scotia; in addition to providing tours of the historic Waterfront, rickshaws are also occasionally used for transportation by local residents. The city is home to the oldest rickshaw company in Canada.Rickshaws are a popular mode of transportation in downtown Ottawa, Ontario, providing tours of historical Byward Market, in the summer. Ottawa's rickshaws stay true to the traditional foot-driven rickshaw model, but feature modern sound-systems.

WIKIPEDIA

Some background:

The Bentley 4½ Litre was a British car based on a rolling chassis built by Bentley Motors. Walter Owen Bentley replaced the Bentley 3 Litre with a more powerful car by increasing its engine displacement to 4.4 L (270 cu in).

Bentley buyers used their cars for personal transport and arranged for their new chassis to be fitted with various body styles, mostly saloons or tourers. However, the publicity brought by their competition programme was invaluable for marketing Bentley's cars.

The Bentley's tanks - radiator, oil and petrol - had quick release filler caps that opened with one stroke of a lever. This saved time during pit stops. The 4½ was equipped with a canvas top stretched over a lightweight Weymann body. The hood structure was very light but with high wind resistance (24 Hours Le Mans rules between 1924 and 1928 dictated a certain number of laps for which the hood had to be closed). The steering wheel measured about 45 cm (18 in) in diameter and was wrapped with solid braided rope for improved grip. Brakes were conventional, consisting of 17-inch (430 mm) drum brakes finned for improved cooling and operated by rod. Semi-elliptic leaf springs were used at front and rear.

Building the kit and its display box:

I normally do not build large scale kits, except for some anime character figures, and I especially stay away from car models because I find it very hard to come close to the impression of the real thing. But this one was a personal thing, and I got motivated enough to tackle this challenge that caused some sweat and shivers. Another reason for the tension was the fact that it was intended as a present - and I normally do not build models for others, be it as a gift or on a contract work basis.

The background is that a colleage of mine will retire soon, an illustrator and a big oldtimer enthusiast at the same time. I was not able to hunt down a model of the vintage car he actually owns, but I remembered that he frequently takes part with his club at a local car exhibition, called the "Classic Days" at a location called Schloss Dyck. There he had had the opportunity some time ago to take a ride in a Bentley 4.5 litre "Blower", and I saw the fascinationn in his eyes when he recounted the events. We also talked about car models, and I mentioned the 1:24 Heller kit of the car. So, as a "farewell" gift, I decided to tackle this souvenir project, since the Bentley drive obviously meant a lot to him, and it's a quite personal gift, for a highly respected, artistic person.

Since this was to be a gift for a non-modeler, I also had to make sure that the car model could later be safely stored, transported and displayed, so some kind of base or display bon on top was a must - and I think I found a nice solution, even with integrated lighting!

As already mentioned, the model is the 1:24 Heller kit from 1978, in this case the more recent Revell re-boxing. While the kit remained unchanged (even the Heller brand is still part of the molds!), the benefit of this version is a very nice and thin decal sheet which covers some of the more delicate detail areas like gauges on the dashboard or the protective wire mesh for the headlights.

I had huge respect for the kit - I have actually built less than 10 car models in my 40+ years of kit building. So the work started with detail picture research, esp. of the engine and from the cockpit, and I organized appropriate paints (see below).

Work started slowly with the wheels, then the engine followed, the steerable front suspension, the chassis, the cabin section and finally the engine cowling and the mudguards with the finished wheels. Since I lack experience with cars I stuck close to the instructions and really took my time, because the whole thing went together only step by step, with painting and esp. drying intermissions. Much less quickly than my normal tempo with more familiar topics.

The kit remained basically OOB, and I must say that I am impressed how well it went together. The car kits I remember were less cooperative - but the Heller Bentley was actually a pleasant, yet challenging, build. Some issues I had were the chrome parts, which had to be attached with superglue, and their attachment points to the sprues (the same green plastic is used for the chrome parts, too - a different materiallike silver or light grey would have made life easier!) could only hardly be hidden with paint.

The plastic itself turned out to be relatively soft, too - while it made cleaning easy, this caused in the end some directional issues which had to be "professionally hidden": Once the cabin had been mounted to the frame and work on the cowling started, I recognized that the frame in front of the cabin was not straight anymore - I guess due to the engine block which sits deep between the front beams. While this was not really recognizable, the engine covers would not fit anymore, leaving small but unpleasant gaps.

The engine is OOB not über-detailed, and I actually only wanted to open the left half of the cocling for the diorama. However, with this flaw I eventually decided to open both sides, what resulted in having the cowling covers sawn into two parts each and arranging them in open positions. Quite fiddly, and I also replaced the OOB leather straps that normally hold the cowling covers closed with textured adhesive tape, for a more voluminous look. The engine also received some additional cables and hoses - nothing fancy, though, but better than the quite bleak OOB offering.

Some minor details were added in the cabin: a floor mat (made from paper, it looks like being made from cocos fibre) covers the area in front of the seats and the steering wheel was wrapped with cord - a detail that many Bentleys with race history shared, for a better grip for the driver.

Overall, the car model was painted with pure Humbrol 239 (British Racing Green) enamel paint, except for the passenger section. Here I found Revell's instructions to be a bit contradictive, because I do not believe in a fully painted car, esp. on this specific Le Mans race car. I even found a picture of the real car as an exhibition piece, and it rather shows a faux leather or vinyl cladding of the passenger compartment - in a similar dark green tone, but rather matt, with only a little shine, and with a lighter color due to the rougher surface. So I rather tried to emulate this look, which would also make the model IMHO look more interesting.

As a fopundation I used a mix of Humbrol 239 and 75 (Bronze Green), on top of which I later dry-brushed Revell 363 (Dark Green). The effect and the gloss level looked better than expected - I feared a rather worn/used look - and I eventually did not apply and clear varnish to this area. In fact, no varnish was applied to the whole model because the finish looked quite convincing!

The frame and the engine were slightly weathered with a black ink wash, and once the model was assembled I added some oil stains to the engine and the lower hull, and applied dust and dirt through mineral artist pigments to the wheels with their soft vinyl tires and the whole lower car body. I wanted the car to look basically clean and in good shape, just like a museum piece, but having been driven enthusiastically along some dusty country roads (see below). And this worked out quite well!

Since I wanted a safe store for the model I tried to find a suitable display box and found an almost perfect solution in SYNAS from Ikea. The sturdy SYNAS box (it's actually sold as a toy/Children's lamp!?) had very good dimensions for what I had in mind. Unfortunately it is only available in white, but for its price I would not argue. As a bonus it even comes with integrated LED lighting in the floor, as a rim of lights along the side walls. I tried to exploit this through a display base that would leave a 1cm gap all around, so that light could be reflected upwards and from the clear side walls and the lid onto the model.

The base was created with old school methods: a piece of MDF wood, on top of which I added a piece of cobblestone street and grass embankment, trying to capture the rural atmosphere around Schloss Dyck. Due to the large scale of the model I sculpted a light side slope under the pavement (a Tamiya print with a light 3D effect), created with plaster and fine carpenter putty. The embankment was sculpted with plaster, too.

The cobblestone cardboard was simply glued to the surface, trimmed down, and then a fairing of the base's sides was added, thin balsa wood.

Next came the grass - again classic methods. First, the surface was soaked with a mix of water, white glue and brown dispersion paint, and fine sand rinsed over the surfaces. Once dry, another mix of water, white glue and more paint was applied, into which foamed plastic turf of different colors and sizes was dusted. After anothetr drying period this area was sprayed with contact glue and grass fibres were applied - unfortunately a little more than expected. However, the result still looks good.

At the border to the street, the area was covered with mineral pigments, simulating mud and dust, and on the right side I tried to add a puddle, made from Humbrol Clearfix and glue. For some more ambiance I scratched a typical German "local sight" roadsign from cardboard and wood, and I also added a pair of "Classic Days" posters to the mast. Once in place I finally added some higher grass bushels (brush fibres) and sticks (dried moss), sealing everything in place with acralic varnish from the rattle can.

In order to motivate the Bentley's open cowling, I tried to set an engine failure into scene: with the car abandoned during the Classic Days' demo races along the local country roads, parked at the side of the street, and with a puddle of engine below and a small trail of oil behind the car (created with Tamiya "Smoke", perfect stuff for this task!). A hay bale, actually accessory stuff for toy tractors and in fact a square piece of wood, covered with straw chips, subtly hint at this occasion.

Finally, for safe transport, the model was attached to the base with thin wire, the base glued to the light box' floor with double-sided adhesive tape and finally enclosed.

Quite a lot of work, the car model alone took four patient weeks to fully materialize, and the base in the SYNAS box took another two weeks, even though work proceeded partly in parallel. However, I am positively surprised how well this build turned out - the Heller kit was better/easier to assemble than expected, and many problems along the way could be solved with patience and creative solutions.

Replacing a Jonckheere Mistral which used to be on this plate, VanHool T9 Alizée bodied DAF SB4000XF coach R3 YPB is in a new livery for York Pullman as heads along Nunnery Lane, running a Goodwin PLC charter. this had been YJ03 PPF having been with the Southern Vectis coaching arm known as Moss Motors, and also Marchwood Coaches.

Built between 1921 and 1926, this Renaissance Revival-style Cathedral Basilica was designed by Emile Ulrich as a shrine paying homage to the Blessed Mother Mary. The basilica replaced the previous St. Patrick’s Parish Church, a Gothic Revival-style structure that stood on the same site that was damaged by fire in 1916, leading to temporary repairs, with Father Nelson Baker, whom built up the surrounding charitable institutions that were once located in a series of red brick Queen Anne-style buildings around the basilica, subsequently making plans for a new, grander church to replace the old building. Dedicated as a shrine to the Virgin Mary, the basilica was constructed with funds from a direct-mail fundraising club, which sourced funding from across the United States, and was built without incurring debt in the process.

The church was complete enough by late 1925 to hold its first worship services, with the first mass being held on Christmas in 1925, with the church being consecrated in May of 1926, with the church being elevated to the status of Minor Basilica by Pope Pius XI in July of 1926, being the second church being bestowed the title in the United States, with The Basilica of Saint Mary in Minneapolis, Minnesota preceding it by five months.

The building originally featured two 165-foot-tall towers that were inspired by Portuguese Renaissance and Baroque architecture, but a thunderstorm in 1941 saw the towers struck by lightning and severely damaged, being lowered and simplified into their present form, with copper domes replacing what used to be the third tier of the towers, shortening them considerably, and the remaining portion of the towers being fully enclosed. This has led to the dome over the crossing being made more dominant in the building’s profile and front facade, with the original towers having stood as tall as the lantern on top of the dome, unbalancing the hierarchy of the composition to lean more towards the dome in the back, with it no longer being balanced as it originally was by the towers in the front.

The building is clad in marble with green copper on the domes, with the largest dome, located at the crossing of the nave and transepts, being 165 feet in height, and holding the distinction when completed in 1925 of being the second-largest dome in the United States, only surpassed in size by the dome atop the United States Capitol. However, much larger domes have since been built than the one on either building. The dome features a lantern at the top, and four copper statues of angels with trumpets, which are positioned at 90 degree intervals around the base, shifted 45 degrees from the rest of the building. The building features a multi-tiered massing with setbacks at the semi-circular apse on the rear facade, with roman arched and oxeye stained glass windows, a high gabled central nave and transepts with low shed and hipped-roofed aisles to either side, a recessed arched portion of the front facade between the base of the two towers with statues above a first floor portico with a domed copper roof and doric columns at the main entrance to the building, flanked by pilasters, quoins at the corners of the bases of the towers, and arcing colonnades flanking the front facade, with sculptures atop the ends, doric columns and pilasters, and pediments at the end bay of the colonnades. The interior of the basilica is richly decorated with murals, sculptures, classical columns and pilasters, an organ loft above the entrance, multiple tabernacles around the perimeter of the sanctuary, an ornate high altar with sculptures and spiraling stone columns with ionic capitals, African mahogany pews, and stone floors with multiple colors creating a decorative composition.

The basilica is in active use as the primary Catholic church for Lackawanna and South Buffalo, as well as being a popular pilgrimage site for devout Catholics in the Buffalo region. The basilica is part of the Diocese of Buffalo, though the diocese is seated at St. Joseph Cathedral in Downtown Buffalo.

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

On 27th November 1940, Moldova followed closely behind its neighbor and protector, Romania, and joined the Axis Powers. Now eligible for German military equipment, the Royal Moldovan Air Force sought to update its inventory with German types and gain access to German training. In January 1941 an agreement was reached that enabled both; by then, German troops had already entered Moldova to “secure the border [with the Socialist Union] from Red aggression.”

(Background and model inspired by fellow modeler comrade harps at whatifmodelers.com)

General characteristics:

Crew: One

Length: 8.95 m (29 ft 7 in)

Wingspan: 9.925 m (32 ft 6 in)

Height: 2.60 m (8 ft 2 in)

Wing area: 16.05 m² (173.3 ft²)

Empty weight: 2,247 kg (5,893 lb)

Loaded weight: 3,148 kg (6,940 lb)

Max. take-off weight: 3,400 kg (7,495 lb)

Powerplant:

1× DB 601 E V12 engine, rated at 1,350 PS (1,332 hp, 993 kW), driving a VDM 9-12010 propeller

Performance:

Maximum speed: 659 km/h (410 mph) at 6,200 m (20,341 ft)

Cruise speed: 590 km/h (365 mph) at 6,000 m (19,680 ft)

Range: 850 km (528 mi) with internal fuel only

Service ceiling: 12,000 m (39,370 ft)

Rate of climb: 17.0 m/s (3,345 ft/min)

Wing loading: 196 kg/m² (40 lb/ft²)

Power/mass: 344 W/kg (0.21 hp/lb)

Armament:

2× 7.92 mm (.312 in) MG 17s with 500 RPG in the upper cowling

1× 20 mm Mauser MG 151/20 with 200 RPG, firing through the propeller hub (Motorkanone)

Underfuselage hardpoint for 1× 250 kg (551 lb) bomb, 4× 50 kg (110 lb) bombs

or 1× 300-litre (79 US gal) drop tank

The kit and its assembly:

A simple, quick build, and effectively the use of leftover material for which I had lacked an idea so far. The kit, the Heller Bf 109F, had been resting very low in the pile for ages, since I had bought it years ago with no real plan – it had just been dead cheap…

Well, this build is more or less a tribute to another modeler’s idea, comrade harps from whatifmodelers.com, who came up with a Moldovan Bf 109E and a respective background story. After all, the Russian Liberation Army (ROA) also operated German aircraft like the Bf 109G, so the idea was not as weird as it might seem at first. I liked the idea of an overlooked Moldovan operator very much, and since I had a surplus set of Moldovan Air Force markings, too…

Concerning the kit and the build, I must admit that I got what I paid for. The Bf 109 F is one of the (really) weak Heller kits: It’s basically of simple construction, like many other Heller kits of its era (1972), but there are some crisp offerings that are still impressive today and a pleasant build. The Bf 109 F is not one of these, though, it reminds me a lot of the “soft” Airfix kits of that time. You get lots of raised rivets and a minimal cockpit interior. The landing gear struts just a pair of bare, L-shaped stilts. Nothing really fits, esp. the wing/fuselage intersection is questionable, and everything appears somewhat rounded-off. Ugh!

Anyway, I wanted a quick build with focus on the livery, so I did not invest too much effort into improvements. But some things were nevertheless changed, for the better, I hope:

· Foamed plastics inside of the air intakes as radiator bath dummies (& sight blockers)

· Flaps were lowered, for a more lively look

· The main landing gear struts and covers and the tail wheel were replaced (Hobby Boss Bf 109)

· The propeller received a metal axis and an adapter tube in the fuselage

In considered a 300l drop tank under the fuselage, too, but the Bf 109 F is so beautiful and clean, I left it away. No distractions in this case.

Painting and markings:

Since the Bf 109 F base remained untouched, livery and exotic markings make this a whif. I added in my complemented background the idea that withdrawn German aircraft from Northern Africa were transferred to the Eastern Front, matching Heller’s kit of a tropicalized Bf 109 F variant. This is not as fantastic as the idea might sound, such transfers frequently happened within the Luftwaffe at that time.

The livery was to “tell” this story, and I wanted to visualize the rushed period of time between the aircraft’s arrival at the Russian Front from Northern Africa and its immediate employment in Moldovan hands.

Consequentially, the livery would be based on standard German desert colors, but with the former operator’s markings painted over, and an additional makeshift camouflage and markings of the new operator and Axis forces tactical markings in the Eastern TO around late 1941 applied on top. Sounds complicated – but it’s the logical translation of the made-up background, and I think that such a concept makes a whif more convincing than just putting some obscure markings on an off-the-rack kit.

The original German scheme consists of a uniform RLM 79 (Sandbraun) on the upper surfaces and RLM 78 (Himmelblau) from below, with a hard, wavy medium height waterline. I just added some RLM 80 (Olivgrün) blotches to the upper surfaces, a typical field modification in Northern Africa. All RLM tones are enamels from Modelmaster’s Authentic line. Wing tips, propeller spinner and a ring on the cowling right behind it became initially white, because these original markings were to be barely visible on the finished kit.

The next step was to paint over the former German and African TO markings. This would probably have been done by German field crews, so I used RLM 76 (newly introduced in late 1941) and classic all-round RLM 02 for this task. With these tones, a virtual/non-existent white fuselage band was painted over, too. As a weird twist, the propeller boss remained white, though, somewhat reflecting the aircraft’s tactical code.

The new yellow ID markings (wing tip and engine undersides (both painted with Revell 310) and fuselage band (decal) were added at this stage, too. This already created a rather shaggy look. The red rudder is not a tactical marking – it is just a replacement part (basically painted with Humbrol 180), another weird color detail.

Finally, the new Moldovan operator’s markings were added. Since the desert camouflage is rather light, a darker makeshift camouflage was retrofitted. Many upper areas, mostly where the underlying RLM 79 was still visible, were crudely painted over with mottles and streaks in a tone I found in literature, called “Romanian Air Force Dark Green”, which is supposed to be close to classic US Olive Drab.

I used highly diluted Humbrol 108, unevenly applied with a short and hard brush, in an attempt to create a finish that looks as if different 1:72 mechanics had hastily overpainted the aircraft by hand, area by area. This final layer was taken down on the flanks into the RLM 78, as well as over the already overpainted former markings and onto the red replacement rudder, too.

In a final step, after the kit had been treated with a light black ink wash in order to emphasize contrast, the surfaces and esp. the leading edges as well as the cockpit area received a wet sanding treatment, lightening up again the final, dark camouflage and revealing the raised surface details of the Heller kit here and there.

Then the Moldovan markings were applied. The distinct roundels come from a Begemot MiG-29 decal set, the tactical code number comes from a Lend Lease P-40 in Soviet service (Trumpeter kit). On the fin, a flash in blue, yellow and red was added at the tip, too – these come from an Italeri HS 129, IIRC. I could not resist them due to the fact that the colors match up so well with the roundels and add another nice detail to the Bf 109! The yellow fuselage band comes from a Matchbox Me 262 kit, and a few stencils (e.g. the typical gasoline warning markings) were added, too, but not many. The decals also received another light sanding treatment for weathering, and, here and there, some very light dry-brushing with light grey (Revell 75) was done in order to simulate dust and more wear.

Finally the kit was sealed with matt acrylic varnish and some gun and exhaust soot stains added with grinded graphite, as well as some traces of flaked paint on the wings’ leading edges and around the cockpit.

What started as a quick build eventually became a complex operation – trying to improve the weak kit was one thing, but the multi-layer livery also took some time and effort. The result cannot be called “pretty”, but I think the extra work paid out. The fictional Moldovan Bf 109 F looks really …different, especially in the BW beauty shots, the aircraft looks pretty convincing.

Goodrich Castle is a Norman medieval castle ruin north of the village of Goodrich in Herefordshire, England, controlling a key location between Monmouth and Ross-on-Wye. It was praised by William Wordsworth as the "noblest ruin in Herefordshire"[1] and is considered by historian Adrian Pettifer to be the "most splendid in the county, and one of the best examples of English military architecture".[2]

Goodrich Castle was probably built by Godric of Mappestone after the Norman invasion of England, initially as an earth and wooden fortification. In the middle of the 12th century the original castle was replaced with a stone keep, and was then expanded significantly during the late 13th century into a concentric structure combining luxurious living quarters with extensive defences. The success of Goodrich's design influenced many other constructions across England over the following years. It became the seat of the powerful Talbot family before falling out of favour as a residence in late Tudor times.

Held first by Parliamentary and then Royalist forces in the English Civil War of the 1640s, Goodrich was finally successfully besieged by Colonel John Birch in 1646 with the help of the huge "Roaring Meg" mortar, resulting in the subsequent slighting of the castle and its descent into ruin. At the end of the 18th century, however, Goodrich became a noted picturesque ruin and the subject of many paintings and poems; events at the castle provided the inspiration for Wordsworth's famous 1798 poem "We are Seven". By the 20th century the site was a well-known tourist location, now owned by English Heritage and open to the public.

Architecture

A castle, with a large circular tower facing the viewer, with an angular spur jutting out from the base of the tower; a metal fence is in the foreground, with green vegetation around it.

The south-eastern tower shows the characteristic right-angled "spur", designed to prevent its undermining during a siege.

Goodrich Castle stands on a high rocky sandstone outcrop overlooking the River Wye. It commands a crossing of the river, known as Walesford or Walford, Ross-on-Wye, about 26 kilometres (16 mi) from Hereford and 6.4 kilometres (4.0 mi) from Ross-on-Wye.[3] The castle guards the line of the former Roman road from Gloucester to Caerleon as it crosses from England into Wales.[4]

At the heart of the castle is an early Norman square keep of light grey sandstone, with Norman windows and pilaster buttresses.[5] Although the keep had thick walls, its relatively small size – the single chambers on each floor measure only 5.5 by 4.5 metres (18 by 15 ft) internally[6] – would have made it more useful for defence than for day-to-day living.[7] The keep originally had a first-storey door for safety, this was later turned into a window and the entrance brought down to the ground floor.[2] The keep would originally have had an earth mound built up against the base of it to protect against attack, and the stone work remains rougher in the first few courses of masonry.[7]

Around the keep is an essentially square structure guarded by three large towers, all built during the 1280s from somewhat darker sandstone.[1] On the more vulnerable southern and eastern sides of the castle, ditches 27 metres (90 ft) long and 9 metres (28 ft) deep have been cut into the rock,[8] exploiting a natural fissure.[5] These towers have large "spurs", resulting from the interface of a solid, square-based pyramid with the circular towers rising up against the walls. This feature is characteristic of castles in the Welsh Marches, including St Briavel's and Tonbridge Castle, and was intended to prevent the undermining of the towers by attackers.[9]

A castle, with a flat fronted tower facing the viewer with a stained glass window in the middle of it; a stone causeway is on the right of the picture, leading to a gateway to the right of the tower – a partially filled arch is supporting the causeway.

The gatehouse is reached by an exposed causeway covered by the barbican to the right of the picture. The chapel window can be seen in the left-hand tower.

The castle's fourth corner forms its gatehouse. Here the classic Edwardian gatehouse design has been transformed into an asymmetrical structure, with one tower much larger than the other.[10] The gatehouse included portcullises, murder-holes and a drawbridge. Beyond the gatehouse lies a large barbican, inspired by a similar design of the period at the Tower of London and possibly built by the same workmen, designed to protect the causeway leading to the gatehouse.[11] The barbican today is only half of its original height, and includes its own gate, designed to trap intruders within the inner defences.[12] The gatehouse and barbican are linked by a stone causeway.

The gatehouse's eastwards-facing tower contains the chapel, an unusual arrangement driven by a lack of space, with a recently restored east window of reset 15th-century glass designed by Nicola Hopwood, which illuminates the priest's seat, or sedile.[13] The 15th-century window frame itself replaced an even taller, earlier 13th-century window.[14] The chapel's west window is modern, and commemorates the British scientists, engineers and servicemen involved in radar development who died between 1936 and 1976.[nb 1] The altar itself is particularly old, possibly pre-dating the castle.[15]

The bailey was designed to include a number of spacious domestic buildings. These include a great hall, a solarium, kitchen, buttery and pantry,[10] with a luxuriously large number of garderobes and fireplaces.[16] The large towers provided additional accommodation.[10] The design of the domestic buildings was skilfully interlocked to support the defensive arrangements of the bailey.[16] The great hall for example, 20 by 9 metres (66 by 30 ft), was placed in the strongest position overlooking the river Wye, allowing it to benefit from multiple large windows and a huge fireplace without sacrificing defensive strength.[15] Water for the castle was originally raised from the courtyard well, but was later piped in from a spring across the valley;[17] the castle kitchens had acquired running water by the beginning of the 17th century.[1] The design of the buildings ensured that the servants and nobility were able to live separately from one another in the confined space of the castle, revolutionary at the time.[18]

Beyond the main bailey walls lies the stable block, now ruined but with a visible cobble floor.[19] The stables and the north and west sides of the castle were protected by another, smaller curtain wall, but this is now largely ruined.[20] Accounts suggest that the original stables could hold around 60 horses, although by the 17th century they had been expanded to accommodate more.[21]

History

Medieval history

11th and 12th centuries

A square stone keep dominates the picture, sat behind a patch of green grass; the keep has a doorway at ground level, with two windows irregularly placed above it.

The Great Keep replaced Godric of Mappestone's original earth and timber fortification on the site in the mid-12th century.

Goodrich Castle appears to have been in existence by 1101, when it was known as Godric's Castle, named probably after Godric of Mappestone, a local Anglo-Saxon thane and landowner mentioned in the Domesday Book of 1086.[5] Victorian historians, however, believed the castle to date back further to the pre-Norman conquest days of King Canute,[22] and the site may have been among a small number of Saxon fortifications along the Welsh border.[23] By Norman times, Goodrich formed part of the Welsh Marches, a sequence of territories granted to Norman nobles in, and alongside, Wales. Although Goodrich lay on the safer, English side of the border, the threat of raids and attacks continued throughout most of the period.[24]

During the 12th century the attitudes of the English nobility towards the Welsh began to harden; the policies of successive rulers, but especially Henry II, began to become more aggressive in the region.[25] In the mid-12th century Godric's original earth and timber fortification was dismantled and replaced by a tall but relatively small square keep built of stone,[2] sometimes known as "Macbeth's Tower".[26] The keep was designed to be secure and imposing but relatively cheap to build.[27] It is uncertain, however, precisely who was responsible for this rebuilding or the date of the work, which may have been between 1120 and 1176.[28]

At the beginning of the 12th century, the castle had passed from Godric to William Fitz Baderon, thought to be his son-in-law, and on to his son, Baderon of Monmouth, in the 1120s.[29] England descended into anarchy, however, during the 1130s as the rival factions of Stephen and his cousin the Empress Matilda vied for power. Baderon of Monmouth married Rohese de Clare, a member of the powerful de Clare family who usually supported Stephen, and there are records of Baderon having to seize Goodrich Castle during the fighting in the region, which was primarily held by supporters of Matilda.[30] Some suspect that Baderon may have therefore built the stone keep in the early years of the conflict.[2][nb 2] Stephen went on, however, to appoint Baderon's brother-in-law, Gilbert de Claire, the Earl of Pembroke, and Gilbert de Clare eventually acquired Goodrich Castle himself.[29] Gilbert's son, Richard de Clare, known as "Strongbow", succeeded him in 1148, and Richard is another candidate for the construction of the keep.[28] In 1154 Richard fell out of favour with King Henry II because of the de Clares' support for Stephen, and the castle was taken into royal hands. Some argue that the king himself may have ordered the construction of the great keep.[1]

13th and 14th centuries

Part of a castle, with a huge semi-circular arch containing two smaller Norman arches dominating the picture. Through the arches, a ruined pillar can just be made out.

The private solarium was incorporated into the defensive walls during the expansion under William de Valence.

During the following reigns of King Richard I and his brother John, the castle and manor were held by the Crown. King John, however, lost many of his lands in France which in turn deprived key English nobles of their own estates – John became concerned about possible opposition to his rule. Accordingly, in 1203 John transferred Goodrich Castle and the surrounding manor to William Marshal, Earl of Pembroke, to partially compensate him for his lost lands on the continent.[31] Marshal was a famous English knight with reputation as a heroic warrior, and he expanded Goodrich by building an additional towered curtain wall in stone, around the existing keep.[5] Marshal had to intervene to protect Goodrich Castle from Welsh attack, most famously in 1216 when he was obliged to leave Henry III's coronation feast in Gloucester to hurry back to Goodrich to reinforce the castle.[32]

Marshal's sons inherited the castle after their father's death; Marshal left the castle to his eldest son, William, who in turn gave it to his younger brother, Walter.[32] After William's death, however, Marshal's second son, Richard, took over the castle. Richard led the baronial opposition to Henry III and allied himself with the Welsh, resulting in King Henry besieging Goodrich Castle in 1233 and retaking personal control for a period.[32] Walter was eventually given Goodrich back once more, but died shortly afterwards in 1245.[33]

The castle briefly reverted to the Crown again, but in 1247 passed by marriage to William de Valence, half brother to Henry III.[34] De Valence was a French nobleman from Poitiers and a noted soldier who spent most of his life fighting in military campaigns; Henry arranged his marriage to Joan de Munchensi, one of the heiresses to the Marshal estate. The marriage made Valence immensely rich and gave him the title of Earl of Pembroke.[33]

A massive castle tower, sat on top of a rugged rock outcrop; a massive angular stone spur juts out from the base of the tower towards the viewer.

The massive south-east tower

The Welsh border situation remained unsettled however, and in the decades after 1250 security grew significantly worse, as the Welsh prince Llywelyn ap Gruffudd conducted numerous raids into English territories.[24] The Wye valley and Goodrich were particularly affected by these raids.[35]

Accordingly, William de Valence began to build a much larger castle around the original keep from the 1280s onwards, demolishing Marshal's earlier work.[35] As part of the extremely expensive construction work, Valence used oak trees drawn from several royal forests.[36] Valence was building at the same time that his nephew Edward I was constructing his major castles in the north of Wales, and the concentric castle that he built at Goodrich is both very similar in design and a rarity in England itself.[2] Valence's son, Aymer de Valence built an additional line of outer defences before his death in 1324, including the external barbican,[10] inspired by that at the Tower of London, and for which the earlier Valence barbican at Pembroke may have been an experimental forerunner.[12] The effect was an early success in converting a fortress into a major dwelling, without damaging its defensive arrangements, and influenced the later castle conversion at Berkeley.[37]

The castle then passed to Aymer's niece, Elizabeth de Comyn, a well-connected young noblewoman. By the middle of the 1320s, however, England was in the grip of the oppressive rule of the Marcher lords Hugh le Despenser the older and his son Hugh Despenser the younger, the royal favourites of King Edward II.[38] As part of a "sweeping revenge" on their rivals, especially in the Marches, the Despensers illegally seized a wide range of properties, particularly from vulnerable targets such as widows, wives whose husbands were out of favour with the king or unmarried women.[39] Upon her inheritance, Hugh le Despenser the younger promptly kidnapped Elizabeth in London and transported her to Herefordshire to be imprisoned in her own castle at Goodrich.[1] Threatened with death, Elizabeth was finally forced to sign over the castle and other lands to the Despensers in April 1325.[40] Elizabeth then married Richard Talbot, the 2nd Baron Talbot, who seized back the castle in 1326 shortly before Queen Isabella of France landed in England and deposed both the Despensers and her husband Edward II; Talbot and Elizabeth regained their legal title to the castle the following year.[41] Richard later received permission from Isabella's son Edward III to create a dungeon under the keep for holding prisoners.[42]

15th and 16th centuries

An stained glass window, with three columns and some curved pieces of glass at the top, surrounded by blackness. A blue river traces its way through the glass, surrounded by yellow, orange and red background glass.

The current stained glass window in the chapel was designed in 2000 but used 15th-century glass.

Goodrich remained the favourite home of Richard Talbot's descendants for many years. During the early years, the security situation in Wales remained of concern. Owain Glyndŵr rebelled against English rule in 1402 and Welsh forces invaded the Goodrich area in 1404 and 1405. Gilbert Talbot was responsible for fighting back the Welsh advance and securing the castle.[43] As time went on, however, the threat began to diminish. During the 15th century the Talbots considerably expanded the size of the lord's quarters in the castle[15] and provided additional accommodation for servants and retainers.[43]

The Talbots became the Earls of Shrewsbury in 1442, shortly before the Wars of the Roses in which they supported the Lancastrian faction.[10] The wars meant that the Talbots were frequently fighting elsewhere in England, and often staying at their castle in Sheffield.[36] John Talbot died in the Lancastrian defeat at Northampton in 1460, and the castle was forfeited and transferred to the Yorkist William Herbert. John's son, also called John Talbot, later made his peace with the king, however, and regained control of his lands and Goodrich Castle before his death in 1473.[44]

By the 16th century the castle was becoming less fashionable as a residence. Goodrich was too distant from London to be a useful power base, and was gradually abandoned in favour of more stylish residences,[45] Goodrich continued to be used as a judicial centre however; the antiquarian John Leland noted that some of the castle was used to hold prisoners for the local court during the 1530s, and the castle ditch was sometimes used to store confiscated cattle taken from local farmers.[46]

In 1576 Gilbert Talbot and his wife Mary stayed at Goodrich Castle and sent his father a gift of local produce, a Monmouth cap, Ross boots, and perry.[47] Gilbert Talbot died in 1616 with no male heir and Goodrich passed into the hands of Henry Grey, Earl of Kent.[44] The Greys chose not to live at Goodrich, but instead rented the castle to a series of tenants.[48]

English Civil War

Ruined foundations of buildings, some patches of ground covered in cobblestones; at the far and near ends of the foundations the stonework is built up to around a metre tall; a castle wall can be seen in the background left.

What remains of the stables, destroyed by Colonel John Birch during a night attack in May 1646

Goodrich Castle became the scene of one of the most desperate sieges during the English Civil War in the 1640s, which saw the rival factions of Parliament and the king vie for power across England. In the years before the war, there had been a resurgence of building at the castle. Richard Tyler, a local lawyer, became the tenant and constable of the castle, and during the early 1630s there had been considerable renovation work.[48]

Shortly after the outbreak of war, the Earl of Stamford, with support from Tyler, garrisoned the castle for Parliament until December 1643, when increasing Royalist pressure in the region forced his withdrawal to Gloucester.[49] The castle was then occupied by a garrison led by the Royalist Sir Henry Lingen.[50] The occupation was not peaceful, with Royalist troops burning surrounding farm buildings – Tyler himself was imprisoned by Lingen, although not before he had begun to sell off his livestock and other moveable property.[51] Some references to Goodrich Castle during this period refer to it as Guthridge Castle, a variant on the name Goodrich.[52]

As the Royalist situation deteriorated, the south-west became one of the few remaining Royalist strongholds.[53] Lingen, with 200 men and 90 horses at Goodrich Castle, conducted raids on Parliamentary forces in the region, representing a continuing challenge.[54] No action had been taken, however, to strengthen the castle's defences with more modern 17th-century earthworks, and the castle remained essentially in its medieval condition.[55]

In 1646, the Parliamentary Colonels John Birch and Robert Kyrle marched south from their successful Siege of Hereford and besieged the castle, with the aim of eliminating one of the few remaining Royalist strongholds.[50] There was some personal animosity between Lingen and Birch, and both were outspoken, impulsive men.[54] Birch's first move was to prevent further attacks from Lingen, and on 9 March he burned the weakly defended stables in a surprise night attack, driving away the Royalist horses and temporarily denying the Royalist forces' mobility.[56] Birch was unable to press home his advantage however, and over the next few months Lingen succeeded in replacing some of his horses and resumed his attacks on Parliamentary forces.[57]

A squat black mortar, the end gapped with a wooden plug on which is carved "Roaring Meg"; the mortar has wooden supports with black metal brackets.

The "Roaring Meg" mortar used against the castle in March 1646

In June, Birch returned and besieged the castle itself.[55] He found that it was too strong to be taken by direct attack, and instead began laying down trenches to allow him to bring artillery to bear on the structure.[57] Parliamentary attacks broke the pipe carrying water into the castle, and the cisterns in the courtyard were destroyed by exploding shells, forcing the garrison to depend on the older castle well.[55] With the castle still holding out, Colonel Birch built an enormous mortar called "Roaring Meg", able to fire a gunpowder-filled shell 85–90 kilograms (187–198 lb) in weight, in a local forge.[58]

Birch concentrated his efforts on the north-west tower, using his mortar against the masonry and undermining the foundations with his sappers.[59] Lingen responded with a counter-mine dug out under Parliament's own tunnel.[60] This would probably have succeeded, but Birch brought his mortar forward under the cover of darkness and launched a close-range attack on the tower, which collapsed and buried Lingen's counter-mine.[57] Down to their last four barrels of gunpowder and thirty barrels of beer, and with a direct assault now imminent, the Royalists surrendered.[61] According to tradition, the garrison left to the tune of "Sir Henry Lingen's Fancy".[26]

Despite the damage, Tyler was able to move back into his castle, which was now protected by a small Parliamentary garrison.[62] After investigation by Parliamentary agents Brown and Selden, however, the castle was slighted the following year, which rendered it impossible to defend.[63] The Countess of Kent, the new owner of the castle, was given £1,000 in damages, but chose not to rebuild the fortification as it was by then virtually uninhabitable.[26]

18th and 19th-century history

A watercolour painting, with a dark castle in the middle surrounded by dark green painting and a swirling, dark sky.

The picturesque ruins of the castle inspired many artists' work, including David Cox, who produced this watercolour in 1815.

After the Civil War, Goodrich Castle remained with the Earls of Kent until 1740, when it was sold by Henry Grey to Admiral Thomas Griffin.[64] Griffin undertook some restoration of the castle but retained it as a ruin.[1]

During the 1780s the concept of the picturesque ruin was popularised by the English clergyman William Gilpin. Goodrich Castle was one of the ruins he captured in his book Observations on the River Wye in 1782, writing that the castle was an example of the "correctly picturesque" landscape.[65] By this time, the castle was in a slow state of decay. Theodore Fielding, an early Victorian historian, noted how the "castle's situation, far from human dwellings, and the stillness which that solitude, insures to its precinct, leaves contemplation to all the solemnity, that is inspired by the sight of grandeur sinking in dignity, into decay".[66] The Regency and Victorian watercolour artists David Cox and William Callow also captured Goodrich Castle and its landscape in paint, again invoking the picturesque, romantic mood of the setting at the time.[67]

The castle was praised by William Wordsworth as the "noblest ruin in Herefordshire".[1] Wordsworth first visited Goodrich Castle in 1793, and an encounter with a little girl he met while exploring the ruins led him to write the poem We are Seven in 1798.[68] Other poets from this period were also inspired by the castle, including Henry Neele in 1827.[69]

By the 1820s, visitors could purchase an early guidebook at the site outlining the castle's history,[70] and Victorian tourists recorded being charged six-pence to wander around the castle.[71] In the early 1820s, the antiquarian Sir Samuel Rush Meyrick attempted to purchase the site, with the aim of converting the castle back into a private dwelling, but was unable to convince the owners to sell.[72] Instead, Meyrick built the neo-gothic Goodrich Court in a similar style next door, which greatly displeased Wordsworth when he returned to Goodrich in 1841 and found the view spoilt by the new building.[73][nb 3] The new bridge over the river Wye, built in 1828, and the 1873 railway line added to the number of visitors.[74][nb 4]

Goodrich Castle then passed through various hands, until in 1915 the Office of Works began discussions with its then owner, Mrs Edmund Bosanquet; large-scale collapses of parts of the north-west tower and curtain wall in 1919 contributed to Bosanquet's decision to grant the castle to the Commissioner of Works in 1920. The Commissioners began a programme of repairs to stabilise the ruin in its current state.[1]

Replacing an earlier scanned photo with a better version 20-Mar-18, plus Topaz DeNoise AI 13-Aug-25

Early Lufthansa CityLine livery.

First flown with the Fokker test registration PH-EXX, this aircraft was leased to DLT Deutsche Luftverkehrgesellschaft as D-AFKN in Jul-91. DLT was renamed Lufthansa CityLine in Mar-92.

It was sold to Lufthansa Leasing GmbH in Jul-92 while the lease to Lufthansa CityLine continued. The 'CityLine' titles were removed in Mar-94 although the aircraft continued to be operated by Lufthansa CityLine.

It was returned to Lufthansa Leasing in Jan-97 and leased to Contact Air in Feb-97 when it became part of 'Team Lufthansa' operated by Contact Air. It changed to Lufthansa Regional in Oct-03.

The aircraft was returned to Lufthansa Leasing in Apr-04 and sold to Air Iceland - Flugfelag Islands as TF-JMN at the end of the month. It was wet-leased to Air Baltic between Apr-09 / May-10. It was withdrawn from service and stored at Woensdrecht, Netherlands in May-17.

In Oct-17 the aircraft was sold to the Avmax Group and leased to Silverstone Air (Kenya) as 5Y-SMO a few days later. It was withdrawn from service in Nov-19 and stored at Nairobi-Wilson. Silverstone Air ceased operations in Mar-20, the aircraft was returned to the lessor and remained stored.

Silverstone Air was rebranded as Jetlite Air in Feb-21 and the lease was transferred. It was wet-leased to Saacid Air, Somalia in Aug-23. Jetlite Air appear to have morphed into DragonFly Aviation, Kenya in Nov-23.

Details are a bit sketchy, however the aircraft appears to have been sold to an unknown operator in Malawi as 7Q-SMO in May-25. Now 34 years old the aircraft appears to be still active. Updated 13-Aug-25.

Replacing a buffer on a mark 3 coach at Wembley depot.

A visit to Caernarfon Castle in North Wales. It was here in 1911 and 1969 that the Prince of Wales was inaugurated (Prince Edward later Edward VIII and the current Prince of Wales, Prince Charles).

Caernarfon Castle (Welsh: Castell Caernarfon), often anglicized as Carnarvon Castle, is a medieval fortress in Caernarfon, Gwynedd, north-west Wales cared for by Cadw, the Welsh Government's historic environment service. There was a motte-and-bailey castle in the town of Caernarfon from the late 11th century until 1283 when King Edward I of England began replacing it with the current stone structure. The Edwardian town and castle acted as the administrative centre of north Wales and as a result the defences were built on a grand scale. There was a deliberate link with Caernarfon's Roman past and the Roman fort of Segontium is nearby.

While the castle was under construction, town walls were built around Caernarfon. The work cost between £20,000 and £25,000 from the start until the end of work in 1330. Despite Caernarfon Castle's external appearance of being mostly complete, the interior buildings no longer survive and many of the building plans were never finished. The town and castle were sacked in 1294 when Madog ap Llywelyn led a rebellion against the English. Caernarfon was recaptured the following year. During the Glyndŵr Rising of 1400–1415, the castle was besieged. When the Tudor dynasty ascended to the English throne in 1485, tensions between the Welsh and English began to diminish and castles were considered less important. As a result, Caernarfon Castle was allowed to fall into a state of disrepair. Despite its dilapidated condition, during the English Civil War Caernarfon Castle was held by Royalists, and was besieged three times by Parliamentarian forces. This was the last time the castle was used in war. Caernarfon Castle was neglected until the 19th century when the state funded repairs. In 1911, Caernarfon Castle was used for the investiture of the Prince of Wales, and again in 1969. It is part of the World Heritage Site "Castles and Town Walls of King Edward in Gwynedd".

A Grade I listed building.

Caernarfon Castle

History

Begun in 1283 and still incomplete when building work ceased c1330. Built for Edward I of England, it combined the roles of fortification, palace and administrative centre. A motte and bailey castle had been built here in the late C11 by Earl Hugh of Chester, although it became a residence of Welsh princes, including Llewelyn ap Gruffudd, after the Welsh regained control of Gwynedd by 1115. The English conquest of N Wales followed quickly after the death of Llewelyn ap Gruffudd in 1282 and Caernarfon was built to consolidate the English gains. Edward I employed James of St George as his architect, who had previously been employed by Philip of Savoy and had designed for him the fortress-palace of St Georges d'Esperanche. James also directed the building other castles for Edward I, including Harlech, Conwy and Beaumaris, using English craftsmen and labourers. The design of Caernarfon Castle echoed the walls of Emperor Constantine's Roman city of Constantinople, which also has polygonal towers and banded stonework, and was thus intended by Edward to be an expression of imperial power. Edward I and Queen Eleanor visited Caernarfon in 1284 and it was said that their son, Edward, the first English prince of Wales, was born at the castle in 1284.

Construction of the castle was integrated with the construction of town walls protecting the newly established borough, the town being situated on the N side of the castle. By 1292 the southern external façade of the castle was probably complete, while on the N side the castle was protected by a ditch and the walled town. The castle was damaged during an uprising in 1294 led by Madog ap Llewelyn, but Edward I swiftly regained control of Caernarfon and the castle, where restoration work began in 1295. The uprising had demonstrated the need to complete the castle's defences on the town side, which were largely built in the period 1295-1301. Work subsequently continued at a slower pace in the period 1304-30 and included the completion of the towers, including the Eagle Tower which was completed 1316-17 and in 1316 the timber-framed 'Hall of Llewelyn', the Welsh prince's residence at Conwy, was dismantled and shipped to Caernarfon. The upper portion of the King's Gate was constructed in 1321 and included a statue of Edward of Caernarfon, who had been crowned Edward II in 1307.

The castle was garrisoned for nearly 2 centuries but was increasingly neglected as hostilities softened from the C16 onwards. The castle was garrisoned for Charles I during the Civil War but was surrendered to the Parliamentarians in 1646. In the C18 the castle became one of the most celebrated of ruins in Wales, which began its present phase as tourist attraction and ancient monument. Restoration was undertaken in the final quarter of the C19 under the direction of Sir Llewelyn Turner, Deputy Constable. In 1908 ownership passed from the Crown to the Office of Works and restoration work continued. This included the reinstatement of floors in most of the towers and reinstatement of the embattled wall walks by 1911. The castle was the venue for the investiture of both C20 Princes of Wales, in 1911 and 1969.

Exterior

Constructed of coursed limestone with darker stone banding to the S and E external façades between the Eagle Tower and NE Tower. The plan is polygonal, resembling a figure of 8, and constructed around an upper and a lower ward in the form of curtain walls and mainly 3-stage polygonal towers with basements (in contrast to the round towers of the town walls). The structure is in 2 main phases. The earlier is the S side, from and including the Eagle Tower to the NE Tower, was constructed mainly in the period 1283-1292, while the N side facing the walled town was built after the uprising of 1294. The curtain walls are embattled with loops to the merlons and a wall walk. Openings are characterised by the frequent use of shouldered lintels, giving rise to the alternative term 'Caernarfon lintel', and 2-centred arches. The towers have reinstated floors of c1911 on original corbels. The outer walls have arrow loops. Windows are mainly narrow single-light, but some of the mullioned windows incorporate transoms.

The principal entrance is the 3-storey King's Gate on the N side. It is reached across the ditch by a modern segmental-arched stone bridge with stone steps to the outer side, replacing the medieval drawbridge. The King's Gate has polygonal towers with 2-light windows to the outer facets in the middle stage and 2-light windows in the upper stage. The entrance is recessed behind a segmental moulded arch. It has a 2-centred arch beneath string courses and 2-light transomed window. Above the main arch is a statue of Edward II in a canopied niche with flanking attached pinnacles.

To the R is the outer wall of the kitchens and then the Well Tower, of 3 stages with basement. The Well Tower has a higher polygonal turret reinstated in the late C19 and full-height square projection on the W side housing the well shaft. The tower has 2-light windows in the middle and upper stages.

The Eagle Tower at the W end is the largest of the towers, having been designed to accommodate the king's lieutenant. It has 3 stages with basement and 3 higher polygonal turrets. The battlements are enriched by carved heads and eagles, although much weathered. On the N side are 2-light windows and an attached stub wall with drawbridge slot. This is the planned water gate through which water-borne supplies were intended to be conveyed to the basement of the Well Tower at high tide, but it was not completed. It has polygonal responds to the gate, a portcullis slot and 2 superimposed windows between the basement and ground-floor levels. On the N side is a flight of stone steps to an arched doorway at basement level. This postern was the main entrance for those approaching by sea. On the S side the curtain wall is built on exposed bedrock and the Queen's Tower, Chamberlain Tower and the Black Tower each have a single higher polygonal turret. The outer faces have only narrow loops. On the W side of the Chamberlain Tower are stone steps to a doorway under a shouldered lintel that led into the great hall. On the E side of the Black Tower is the shorter polygonal Cistern Tower, with the unfinished Queen's Gate at the SE end. Between the Chamberlain Tower and Black Tower the curtain wall is stepped in, from which point there is a substantial raked stone plinth continuing around to the NE Tower. The Queen's Gate has double polygonal towers linked by a straight wall above the gateway, while the openings are all narrow loops. The gateway is raised above a high basement storey (and would have been reached by the building of a massive stone ramp) and is recessed beneath a segmental arch with murder holes. The Watch Tower to the N is narrower and higher than the remaining towers, beyond which is the 2-stage NE Tower, which has a 2-light window. Returning along the N side, which was built after 1295, the curtain wall and the 4-stage Granary Tower incorporate 2-light windows.

The King's Gate has murder holes to the vault and porters' rooms to the L and R, leading to the interior. Internally the castle is planned around an upper ward on the E side and a lower ward on the W side. Through the entrance passage is a 2-storey projection on the R (now housing a shop), the S side of which retains 2 portcullis slots and a vault springer, indicating that a second entrance was built here, although it no longer survives above the foundations. Above the main gate is a former chapel, which retains its original piscina. The upper storey hall has window seats. On the W side of the King's Gate are the foundations of the kitchens in the lower ward, in which are 2 round foundations for copper cauldrons and springer of a former vault. The Well Tower does not have reinstated floors, but in each storey a fireplace and garderobe are retained and in the second stage is a small kitchen above the well chamber. The fireplaces all differ in detail: in the basement is a segmental arch, the lower storey a tripartite lintel, the second stage a projecting lintel on corbels with raked hood, and chamfered lintel to the upper stage. The tower has a full-height newel stair. The basement is reached by external stone steps. Between the Well Tower and Eagle Tower is a restored fireplace with a raked hood in a chamber whose outline walls are visible.

The Eagle Tower has stone steps to the basement to the L of the main doorway, both lower stage and basement having pointed doorways. The upper stages have 2-light windows similar to the outer faces. The thick walls incorporate mural passages and stairs. In the lower stage is a large fireplace with raked hood and a small octagonal chamber that probably served as a chapel. The great chamber in the second stage also has an octagonal chapel, which retains a stoup or piscina. Between the Eagle Tower and the NE Tower the curtain wall and towers have mural passages in addition to the wall walk and generally have stone steps in either straight flights to the wall walks or newel stairs, and most chambers in the towers have associated garderobes. The Queen's Tower, known as the 'Banner Tower' in the C14, and the Chamberlain Tower have chambers in each storey with small square subsidiary chambers that probably served as chapels, and 2-light windows. The Queen's Tower has 3 octagonal chimney shafts behind the parapet. In the Chamberlain Tower the lower storey retains a fireplace with shouldered lintel. Both towers are occupied by the museum of the Royal Welch Fusiliers. Between Queen's Tower and Chamberlain Tower are the foundations of the great hall, while the 2 superimposed mural passages in the curtain wall have 2-light windows that formerly opened into the hall.

The Black Tower is smaller than the other towers and has only single chambers in each stage, with cambered fireplace in the upper chamber, and 2-light windows. The Cistern Tower has a vaulted hexagonal chamber beneath an open stone-lined rainwater tank visible on the wall walk. In the unfinished Queen's Gate the position of porters' rooms is discernible in the flanking towers of which the S has a lintelled fireplace while both have garderobes. Portcullis slots and murder holes are in the passage. The upper storey over the passage was to have been a hall but was not completed. The Watch Tower is entered by a doorway at the wall walk level only.

The NE Tower is simpler with single chambers in each stage, as is the Granary Tower, which incorporates a well shaft and has a fireplace with raked hood in the upper stage. Between the NE Tower and the King's Gate the curtain wall has corbels representing former buildings built against the curtain, and its mullioned windows incorporate window seats.

Reasons for Listing

Listed grade I as one of the finest medieval castles in Wales, and unique in its royal associations.

Scheduled Ancient Monument CN 079.

World Heritage Site.

The walk over the walls via the towers. Leaving the Eagle Tower, heading via the Well Tower, around and over the King's Gate, up the Granary Tower, then down the North-East Tower.

Well Tower

Has a well 50 feet (15m) deep and remains of medieval plumbing. The castle's kitchens lie between the Well Tower and the King's Gate.

The entrance via the King's Gate from Castle Ditch.

Caernarfon Walled Town is to the left.

I have been through the village many times, but not found the church ope, but after driving by recently, I saw the west porch door open, so found a place to park nearby.

The church stands on high ground over the village's famous ford, and beside what was once the high road, but is still busy.

The porch is underneath the tower on the west end of the church, and upon entering the building is filled with light. The pews have been replaced by modern seating, an there is a fairly new alter, but the apse is clean and light.

A couple were visiting from up north, and were delighted to have met another visitor, especially one who has visited close to 350 Kentish churches.

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

Sitting on high ground above the famous ford, this is a light and well cared for church. Saxon in origin, but with a character now of the thirteenth century, it is currently (2005) being reordered to make it more adaptable. Already the north aisle is not part of the church but proposals to remove pews and change the layout will result in an even more flexible space. The finest part of the church is the south transept - with its very tall lancet windows and modern altar.

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

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

EYNSFORD.

SOUTHWARD from Farningham lies Eynsford, sometimes written Aynsford, so named from a noted ford here over the river Darent.

THIS PARISH extends about four miles from east to west, and about three miles from north to south; on the north side it reaches almost up to the village of Farningham, near to which stood the antient mansion of Sibell's; and towards the west, over the hills, by Wested-farm and the obscure and little known hamlet of Crockenhill, both within its bounds, among a quantity of woodlands. The soil is in general chalky, except towards the west, where there is some strong heavy land. The village of Eynsford, through the eastern part of which the high road leads from Dartford through Farningham, and hence towards Sevenoke, is situated near the south-west bounds of the parish, in the valley on the banks of the Darent; over it there is a bridge here, repaired at the public charge of the county. At the north end of the village, near the river, are the remains of Eynsford castle, (fn. 1) and at the south end of it the church; beyond which this parish extends southward, on the chalk hills, a mile and an half; where, near the boundaries of it, is Afton lodge.

THIS PLACE was given to Christ church, in. Canterbury, in the time of archbishop Dunstan, who came to the see in 950, by a certain rich man, named Ælphege; after whose death one Leossune, who had married the widow of Eadric, Elphege's nephew, retained this land as his own, notwithstanding this devise of it. Upon which the trial of it was appointed at Ærhede, before Uulsi, the priest seir-man, or judge of the county, in presence of archbishop Dunstan, the parties themselves, the bishops of London and Rochester, and a multitude of lay people; and there, in the presence of the whole assembly, the archbishop taking the crossin his hand, made his oath upon the book of the ecclesiastical laws to the scir-man, who then took it to the king's use, as Leossune himself refused to receive it, that the right use of these lands was to Christ church; and as a farther confirmation of it to future times, it had the ratification of a thousand of the choicest men out of Suthex, Westsex, Middlesex, and Eastsex, who took their oaths also on the cross to the truth of it after him. (fn. 2)

At the time of taking the general survey of Domesday, Eynesford was held of the archbishop of Canterbury, by knight's service, and accordingly it is thus entered, under the general title of Terra Militum Archiepi, in that record.

Ralph Fitz Unspac holds Ensford of the archbishop. It was taxed at six suling. The arable land is. In demesne there are five carucates and 29 villeins, with nine borders, having 15 carucates. There are 2 churches and nine servants, and two mills of 43 shillings, and 29 acres of meadow; wood for the pannage of 20 hogs. In the time of king Edward the Confessor it was worth 16 pound, and now it is worth 20 pounds.—Of this manor Richard de Tonebridge holds as much wood as 20 bogs may go out from, and one mill of five shillings, and one fishery in this lowy.

In the reign of king Henry II. a family of the name of Eynsford was in the possession of this place, one of whom. William de Eynesford, was sheriff of London in that reign. (fn. 3) They bore for their arms, A fretty ermine, which coat is carved on the roof of the cloisters, at Canterbury. William de Eynesford, whether the same as above mentioned does not appear, held the MANOR and CASTLE of Eynsford of the archbishop, at which time archbishop Becket, having given the church of Eynsford to one Laurence, William de Eynesford dispossessed him of it, for which he was excommunicated by the archbishop, which offended the king exceedingly; (fn. 4) another of the same name possessed this manor and castle in the 12th and 13th years of king John. (fn. 5) In the reign of king Edward I. this estate was become the property of the family of Criol, in the 21st year of which, as appears by the Tower records, John de Criol and Ralph de Sandwich claimed the privileges of a manor here; Nicholas de Criol, a descendant of this John, died possessed of it, anno 3 king Richard II. (fn. 6) after which it passed by sale to the Zouches, of Harringworth. William Zouche died possessed of it in the 5th year of that reign, and left three sons, Sir William le Zouche of Braunfield, Edmund. and Thomas; which last and this castle and manor, of which he was possessed at his death, anno 6 king Henry IV. (fn. 7) After which it passed into the name of Chaworth; and Elizabeth, wife of William Chaworth, was found to die possessed of it in the 17th year of king Henry VII. Soon after which, it was conveyed by sale to Sir Percival Hart, of the body of Henry VIII. His son, Sir George Hart, died anno 22 queen Elizabeth possessed of this castle and manor, with the mill, called Garsmill, holding them of the king, as of his manor of Otford, by knights service; (fn. 8) since which they have descended in the same manner that Lullingstone has, to Sir John Dixon Dyke, bart. the present possessor of them.

There are large ruins still remaining of Eynsford castle. The walls, which are built of squared flint, are near four feet thick, being entire for near forty feet in height. The circuit of these walls are of a very irregular form, and contain about three quarters of an acre of ground, in the middle of them is a strong keep or dungeon. It stands at a small distance eastward from the river Darent, between which and the castle, as well as for the same space about it, there is much rubbish and foundations of buildings, and there are remains of a broad moat round it, now quite dry.

Many lands in Eynsford are held of this manor by annual quit rents. A constable is chosen at the court leet, held for it, for the liberty of Eynsford, which extends over the parish of Eynsford, and great part of the south side of Farningham-street.

SOUTH-COURT is a manor here, which was antiently part of the estate of the family of Eynesford, already mentioned, and was formerly parcel of Eynsford-castle. John de St. Clere possessed this manor in the 20th year of king Edward III. at which time he paid aid for it. In the reign of king Henry VII. it was come into the name of Dinham; and John Dinham died possessed of the manor of South-court, with its appurtenances, in Eynsford, which he held of the archibshop, as of his manor of Otford, by knights service, in the 17th of king Henry VIII. (fn. 9) From Dinham it passed by sale to Sir Thomas Wyatt of Allington-castle, from which family it was sold to Hart; and Sir John Hart, son and heir of Sir Percival Hart, knight of the body to king Henry VIII. (fn. 10) died possessed of it in the 22d year of queen Elizabeth, holding it of the queen, as of her manor of Otford, by knight service.

Since this unity of possession, the style of these manors has been, the castle and manor of Eynsford cum Southcourt; by which title they have descended, in the same manor as Lullingstone, to Sir John Dixon Dyke, bart. the present possessor of them.

The MANOR of ORKESDEN, the mansion of which is now called, by corruption, Aston-LODGE, was antiently possessed by a family, who took their surname from their residence here. William de Orkesden, in the 12th and 13th years of king John's reign held half a knight's see in Eynsford, by knight's service of the archbishop. He was one of the Recognitores Magna Assise, or justices of the Great Assize. (fn. 11)

In the reign of king Edward III. Reginald de Cobham was become possessed of this manor; in the 14th year of which he obtained a charter of free warren in all the demesne lands within his lordship of Orkesdenne; and in the next year he obtained licence to castellate his house here. He was son of Reginald de Cobham, who was son of John de Cobham of Cobham, by his second wife, Joane, daughter of Hugh de Nevill. (fn. 12)

This Reginald de Cobham was a great warrior; and in the 18th year of king Edward III. was constituted admiral of the king's fleet, from the Thames mouth westward. In the 20th of king Edward III. he paid aid for one quarter of a see in Orkesden, which he held of William de Eynesford, as of his manor of Eynsford. He died of the pestilence in the 35th year of that reign possessed of this manor, leaving Regihald his son and heir, and Joane his wife, daughter of Sir Maurice de Berkeley surviving, who possessed this manor at her death, anno 43 king Edward III. (fn. 13) Her son, Reginald, was lord of Sterborough, castle, in Surry, from whence this branch of the Cobhams was henceforward called, Cobhams of Sterborough-castle. (fn. 14)

His grandson, Sir Thomas Cobham, left a sole daughter and heir, Anne, who carried this manor in marriage to Sir Edward Borough, who survived him, and died possessed of it in the 20th year of king Henry VIII. then holding it of the lord Zouche, as of his manor of Eynsford, by knights service. (fn. 15)

Thomas, their son and heir, was summoned to parliament, as lord borough, anno 21 Henry VIII. He left Thomas his son and heir, who bequeathed this manor of Orkesden to his youngest son, Sir William Borough; and he, in the beginning of queen Elizabeth's reign, passed it away by sale to Francis Sandbache, esq. who sold it to John Lennard, esq. custos brevium of the court of common-pleas, who purchased it for his second son, Samuel Lennard, who was afterwards knighted, and was of West Wickham, in this county. On his death, in 1618, he was succeeded here by his son, Sir Stephen Lennard, who was created a baronet in 1642; he sold it to Richard Duke, esq. from whom it passed to Nathaniel Tench, esq. who died in 1710, and was buried at Low Leyton, in Essex. His only surviving son, Fither Tench, was created a baronet in 1715. (fn. 16) and died possessed of Orkesden manor in 1736; soon after which it was conveyed by sale to Percival Hart. esq. of Lullingstone, whose grandson, Sir John Dixon Dyke, bart. is the present owner of it.

Many lands in Eynsford, Lullingstone, and Sevenoke, are held of this manor by small annual quit rents.

On the western side of this parish, next to St. Mary Cray, lies the HAMLET of CROCKENHILL, which, as appears by a writ, Ad quod damnum, brought against the prioress of Dartford, in the 11th year of king Edward IV. was in the possession of that prioress and convent; with whom it staid till their suppression, in the reign of king Henry VIII. when their lands and revenues were surrendered into the king's hands; all which were confirmed to him and his successors by the general words of the act of the 31st of his reign, the year after which the king granted to Percival Hart, esq. among other premises, the manor of Crekenhill, alias Crokenhill, with its appurtenances, to hold of him in capite by knights service. (fn. 17) His son, Sir George Hart, of Lullingstone, died possessed of it, being then stiled Crockenhill, alias Court-hawe, in the 22d year of queen Elizabeth, holding it by the above tenure. Since which it has descended, in the same manner as the rest of his estates in this parish, to Sir John Dixon Dyke, bart. the present possessor of it.

This manor pays a yearly fee-farm rent to the crown of eleven shillings and five-pence.

LITTLE-MOTE and PETHAM-COURT are two manors, situated at the two opposite sides of this parish; the former being at the north east corner of it, near Farningham; and the latter at the north-west corner of it, near adjoining to Crokenhill and St. Mary Cray. These manors were, for many generations, part of the possessions of the family of Sibell, who resided at a mansion, called after them Sibell's, situated in Little or Lower Mote, and bore for their arms, Argent, a tiger gules, viewing himself in a glass or mirror, azure. Their estate here was much increased in the reign of king Henry VIII. by one of them marrying the female heir of Cowdale. These Cowdales bore for their arms, Argent, a chevron gules between three cows heads caboshed sable; which coat, both impaled and quartured with Sybill, Philipott says was remaining in the mansion here, both in painted glass and carved work, in his time. (fn. 18)

One of this family, John Sibell, died in the 17th year of queen Elizabeth, possessed of these estates, and also of the demesne lands of the manor of Hiltes bury; all which were held of the manor of Eynsford. He left an only daughter and heir, Elizabeth, and Jane his wife surviving, who held these estates for her life, and afterwards married Francis Hart, esq.

Elizabeth Sibell, the daughter, in the 24th year of queen Elizabeth, married Robert Bosevile, esq. afterwards knighted, the younger brother of Henry Bosevile of Bradborne, and son of Ralph Bosevile, of that place, clerk of the court of wards; and he, on her mother's death, became, in her right, possessed of Sibell's, with the manors of Littlemote and Petham. His descendant, Sir Thomas Bosevile, was of Littlemote, and had been a colonel in the king's army, and knighted by king Charles I. at Durham, in May 1642. He died the next year, and was buried in St. Mary's church, Oxford. (fn. 19) By Sarah, his wife, who afterwards married Col. Richard Crimes, he had a son, Thomas, who possessed these manors and Sibell's on his father's death. He married Elizabeth, only daughter of Sir Francis Wyat, of Boxleyabbey, and died in 1660, leaving an only daughter and heir, Margaretta, who carried the manor of Petham-court in marriage to Sir Robert Marsham, bart. of Bushey-hall, in Hertfordshire; and his great grand son, the Right Hon. Charles Marsham, lord Romney, is the present possessor of it.

But the manor of Littlemote, with Sibell's, became the property of Sir Henry Bosevile, who died in 1702, (fn. 20) without issue, and devised this manor and estate to his kinsman, Robert Bosevile, esq. of Staffordshire, whose family was originally of Ardesley, in Yorkshire, in the reign of queen Elizabeth, a younger branch of them settled in Kent, at Bradborne, in Sevenoke, and here at Eynsford; and a younger branch of these again in Staffordshire; they bore for their arms, Argent, a fess lozengy gules, in chief three bears heads erased sable.

His son of the same name, in the year 1755, sold it, in several parcels, to different persons, since which it has been of no consequence worth mentioning, and the old mansion of Sibell's has been pulled down some years ago, and two tenements have been erected on the scite of it.

Charities.

PERCIVAL HART, esq. gave by will, for the benefit of the poor, an annuity out of lands, vested in Sir John Dyke, bart. and of the annual produce of 2l.

AN UNKNOWN PERSON gave for the like use, a house, let by the parish to Philip Weller, and of the annual value of 4l.

SIR ANTHONY ROPER and . . . . . . . . HATCLIFF, esq. (as is supposed) gave for the benefit of the same, lands and houses in Greenwich, the rents to be divided, to the parish of Farningham threefifths, to Horton Kirkby one-fifth, and to this parish of Eynsford one-fifth, the annual produce being to this parish, on an average, 7l.

EYNSFORD is in the ECCLESIASTICAL JURISDICTION OF THE diocese of Rochester, and being a peculiar of the archbishop, it is as such in the deanry of Shoreham. The church, which is dedicated to St. Martin, is situated at the south-east end of the village.

It seems from the form of it to be one of our early Norman structures, and coeval with the castle. It is built in the form of a cross, with two large wings or side chancels; that on the south side belonged to the Sibell's, and afterwards to the Bosevile's, many of whom lie buried in it, several of whose gravestones and inscriptions are now so covered with fifth and rubbish that they are illegible; and the place itself, through continued neglect, is hastening to a total ruin. The north chancel is kept in good repair, and is filled with pews and a neat vestry room. In this chancel, according to Weever, was a stone, on which was engraved, in wondrous antique characters, Ici gis. la famme de la Roberg de Eckisford, perhaps it may have been so spelt for Einesford, or one of his mistakes for it, and if so, this chancel might belong to the Eynesfords, lords of this manor and castle; the stone is now hid by the wooden flooring over it. At the west end of the church is a spire steeple, underneath which is a curious circular door way of Saxon or very early Norman architecture. (fn. 21)

Among other monuments and inscriptions in this church, in the chancel, a gravestone, arms, a lion passant guardant, in chief three stirrups, for George Gifford, esq. obt. 1704, æt. 85; another for Thomas Gifford, esq. obt. 1705, æt. 59. In the chancel, on the south side of the church, a gravestone for lady Sarah Bosevile, wife of Col. Richard Crimes, obt. 1660; another for Tho. Bosevile, esq. of Littlemote, in Eynsford, only son of Sir Thomas Bosevile; he married Elizabeth, only daughter of Sir Francis Wiat of Boxley-abbey, by whom he left Margaretta, his sole daughter and heir; obt. 1660; another, arms, five lozenges in fess, in chief three bears heads erased, impaling two bends engrailed, and a canton, for Sir Henry Bosevile, of Littlemote, and dame Mary his wife; she died 1693, he died 1702. On the south wall, a monument with the above arms, for Mrs. Margaret Bosevile, only daughter and heir of Sir Henry Bosevile, of Littlemote, ob. 1682, æt. 26. (fn. 22)

William de Eynesford, lord of this parish, gave the church of Eynsford to the monks o Christ-church, in Canterbury, when he became a monk there; which was confirmed by William de Enysford, his grandson. (fn. 23) Archbishop Richard, in the reign of king Henry II. appropriated this church to the almonry of Christ church. (fn. 24) In the time of Stephen Langton, archbishop of Canterbury, there was a dispute, whether the church of Farningham was a chapel to the church of Eynsford or not ?

In consequence of which, the archbishop, by his decree, made with the consent of all parties in 1225, ordained, that the rector of Eynsford and his successors, should possess entirely the whole church of Eynsford, with all its tythes, as well great as small, houses, lands, gardens, and all other things belonging to it, which the rector of it was wont to have before; and that the almoner of Christ-church, and not the monks, should possess, to the use of the almonry, the chapel of Farningham, with its appurtenauces, &c. belonging to it, as is therein mentioned; and that the rector of this church of Eynsford should, on a vacancy, present to the vicarage of this church; and that further than this, neither should intermeddle, or claim a right in the above premisess. (fn. 25)

Thus this rectory became a fine cure, the parson of this church from that time having presented to the vicarage, the incumbent of which has had the cure of souls, in which situation the rectory still remains, being esteemed as a donative of the patronage of the archbishop of Canterbury.

In the 15th year of king Edward I. this church was valued at thirty marcs. (fn. 26) In 1575, Henry Withers, clerk, parson of the parish church and benefice of Eynsford, leased this rectory to Thomas Dunmoll, yeoman, at 12l. 6s. 8d. per annum. In 1633, John Gifford, D. D. rector, let the same to Thomas Gifford, his son, at forty pounds per annum rent.

By virtue of the commission of enquiry into the value of church livings, in 1650, issuing out of chancery, it was returned, that Eynsford was a donative, with a house, and one hundred acres of glebe, and the great tythes, worth altogether one hundred and ten pounds per annum, then in the possession of George Gifford, esq. that the vicarage had a house, but no glebe land, and was worth thirty-five pounds per annum, one master Heriot enjoying it, and preaching there. (fn. 27)

Francis Porter, rector in 1674, let to George Gifford, esq. of Pennis, this rectory, or parsonage of forty pounds per annum, and of twenty pounds to the vicar, Edward Tilson, which last sum is mentioned to be an augmentation made in pursuance of the king's letters recommendatory, which lease was confirmed in 1707, in pursuance of like letters of queen Anne.

¶George Gifford, esq. of Pennis, continued lessee till his death, in 1704, when his interest in it devolved to his son, Thomas Gifford, who died the next year, and left three daughters and coheirs, viz. Margaret, married to Thomas Petley; Mary to John Selby, and Jane to Finch Umsrey; this parsonage being let by them at one hundred and forty-five pounds per annum.

The interest of this lease passed by sale from them to Percival Hart, esq. of Lullingstone, whose grandson, Sir John Dixon Dyke, bart. a few years ago, suffered the lease to expire.

The rectory of Eynsford is valued in the king's books at 12l. 16s. 8d. and the yearly tenths at 1l. 5s. 8d. the vicarage at twelve pounds, and the tenths at 1l. 4s. (fn. 28)

www.british-history.ac.uk/survey-kent/vol2/pp527-539

Replaces the 737 Service

Inserted post-war replacing Victorian glass which was destroyed during WWII

Exeter Cathedral, properly known as the Cathedral Church of Saint Peter in Exeter, is an Anglican cathedral, and the seat of the Bishop of Exeter, in the city of Exeter, Devon, in South West England. The present building was complete by about 1400, and has several notable features, including an early set of misericords, an astronomical clock and the longest uninterrupted vaulted ceiling in England.

The founding of the cathedral at Exeter, dedicated to Saint Peter, dates from 1050, when the seat of the bishop of Devon and Cornwall was transferred from Crediton because of a fear of sea-raids. A Saxon minster already existing within the town (and dedicated to Saint Mary and Saint Peter) was used by Leofric as his seat, but services were often held out of doors, close to the site of the present cathedral building.

In 1107 William Warelwast was appointed to the see, and this was the catalyst for the building of a new cathedral in the Norman style. Its official foundation was in 1133, during Warelwast's time, but it took many more years to complete. Following the appointment of Walter Bronescombe as bishop in 1258, the building was already recognised as outmoded, and it was rebuilt in the Decorated Gothic style, following the example of Salisbury. However, much of the Norman building was kept, including the two massive square towers and part of the walls. It was constructed entirely of local stone, including Purbeck Marble. The new cathedral was complete by about 1400, apart from the addition of the chapter house and chantry chapels.

During the Second World War, Exeter was one of the targets of a German air offensive against British cities of cultural and historical importance, which became known as the "Baedeker Blitz". On 4 May 1942 an early-morning air raid took place over Exeter. The cathedral sustained a direct hit by a large high-explosive bomb on the chapel of St James, completely demolishing it. The muniment room above, three bays of the aisle and two flying buttresses were also destroyed in the blast. The medieval wooden screen opposite the chapel was smashed into many pieces by the blast, but it has been reconstructed and restored. Many of the cathedral's most important artefacts, such as the ancient glass (including the great east window), the misericords, the bishop's throne, the Exeter Book, the ancient charters (of King Athelstan and Edward the Confessor) and other precious documents from the library had been removed in anticipation of such an attack. The precious effigy of Walter Branscombe had been protected by sand bags. Subsequent repairs and the clearance of the area around the western end of the building uncovered portions of earlier structures, including remains of the Roman city and of the original Norman cathedral. Wikipedia

from The Lock Guy Pty Ltd ift.tt/1mdejkk

via Facebook

www.thelockguy.com.au/blogs/locksmith/holden-commodore-ss...

Replaced the last CRT with an HP w2207

In the 1890s members of the parish of St. John's Church discussed the prospects of replacing the wooden church they used for worship, that was erected in 1868, with a more substantial structure, but no definite action was taken. The proposal was afterwards revived on various occasions, but it was not until the early 1930s that a preliminary sketch plan of a new building was prepared. However, in the Great Depression era, finance held the project up until 1936, when a definite move was made to erect a new Anglican Church on a site in Downey Street on the same block as the rectory.

The St John’s Anglican Church that we see today on Downey Street, Alexandra, opposite the State Offices, is the result. Plans for a notable improvement in local church architecture were prepared by Mr. L. R. Williams of Melbourne, and a contract awarded to Mr. George. A. Payne of Alexandra. The new church is built in Spanish Mission style and is constructed of the 1930s wonder building material; concrete. The current church building, which has a stuccoed treatment to its walls, is a notable landmark in the town because of its elegant lines, its elongated shape and the very tall belfry that stands above the single and double-storey buildings in its immediate vicinity. It has architectural features typical of the Spanish Mission style, including; groups of narrow arched windows, ornamental grillework over some of the windows, decorative parapets on the belfry, a hipped roof and Spanish style tiles. Together with interior furnishings, St John’s Anglican Church cost about £2,400.00.

Many pieces of the church’s furnishings, windows and supporting structures were gifts from the generous local community. The memorial gates leading onto the street were given by Mr. and Mrs. George. A. Payne in memory of their mothers – Mrs. Phoebe J. Payne and Mrs. M. A. Haning. Mr. George A. Payne also generously donated over £100.00 in order to provide for a more expensive terracotta tiled roof, instead of the cheaper alternative iron roof, which was provided for in the contract. The tiles give added beauty to the building. The pulpit, altar, and choir rails are outstanding examples of local craftsmanship, and are made from Ruoak timber obtained from the Rubicon forest close by. Mrs. G. Hall, contributed the cost of the pulpit, and the late Mr. Gordon Payne, the altar and rails. Both were dedicated to memory of their parents, the late Mr. and Mrs. G. Payne, of "Summerview," Messrs. Clark and Pearce provided and fixed the dado. The ladies' club supplied the carpet. Mr. G. Sapsford paid for the choir stall, which was dedicated to memory of his mother, the late Mrs. Mary Jane Payne. A Miss Magee had a stained glass window dedicated to the memory of her brothers and sister. A Mr. George A. Payne's family also dedicated a stained glass window, in memory of their mother, Phoebe J. Payne. Mr. E. Trenerry donated a prayer desk and seat. Mr. G. Grant donated a credence table. Miss L. Maddox donated a set of communion cruets. Mrs. Melville gave a pedestal and Mr. and Mrs. J. F. Webb dedicated a pedestal to the memory of their daughter Winifred.

St John’s Anglican Church was dedicated on a Saturday afternoon in 1937 by the Bishop of Wangaratta, the Right Rev. J. S. Hart, in the presence of over 350 people, who came from near and far to take part in an historic event of great in interest to the Anglican community around Alexandra. At 2.30 p.m. the choir and members of the clergy marched round the building, singing the hymn, "Through all the changing scenes of life." At the main entrance the Bishop was presented with a petition, on behalf of the congregation, praying that the building be dedicated. After prayers had been said the Bishop blessed the baptismal font, pulpit and altar, and dedicated the pulpit and altar. The church and various gifts were also dedicated, and the Bishop, in his address, said the old structure had outlived its usefulness, and now the people had given a beautiful present to the glory of God in a new church After referring to preliminary steps taken by the Rev, L. G. Ball, the Bishop said that under the able guidance of the present rector, the Rev. Douglas Blake, the work had been planned and carried out. The rector had the real gift of leadership, combined with common sense and artistic taste. The architect had given of his best, and the contractor had realised his dream of building a worthy structure. The visiting clergy included two former rectors – Cannons Scott and Rowed, the Revs. Robertson and Brown (Violet Town and Mansfield respectively) and Mr. Purbrick, Registrar of the Diocese. All present were afterwards entertained by the ladies in the church hall, where a bountiful supply of refreshments was provided.

The Spanish Mission style was typically a style that emerged in California during the interwar years and spread across the world.

Alexandra is a town in Victoria, Australia. It is located at the junction of the Goulburn Valley Highway (B340) and Maroondah Highway (B360), 26 kilometres west of Eildon. The town was settled in the late 1860s, with a Post Office opening on 15 March 1867 (known until 24 April 1867) as Redgate. The town was originally known as Redgate, or Red Gate Diggings. The current name either derives from Alexandra of Denmark (Queen’s Consort to King Edward VII of England) when given a stature of her to the shire; or from three men named Alexander (Alesander, McGregor, Alexander Don, and Alexander Luckie) who discovered gold in the area in 1866. Charles Jones born Herefordshire also discovered Gold on the Luckie Mine in 1866. He bought a Hotel with John Henry Osborne and was the proprietor of the New York and London Hotel Grant Street Alexandra. The railway to Alexandra arrived in the town via Yea from Tallarook in 1909, and closed on November 18, 1978. The Rubicon Tramway connected Alexandra with the village of Rubicon, at the junction of the Rubicon and Royston Rivers. Today many tourists pass through Alexandra on their way to the Mount Buller ski resort from Melbourne. The town contains the Timber Tramway and Museum (located at the Alexandra Railway Station), and the National Trust classified post office and law courts. There is a local market on the second Saturday of each month from September to May, an annual art show at Easter, an agricultural show and rose festival in November, and the annual Truck, Rod and Ute Show in June.

Replacing my HP-9000 712/60's motherboard with a "new" 712/100 board

On Saturday, July 30, workers replaced sections of the LIRR's Atlantic Avenue Viaduct at the Nostrand Avenue Station. The rehabilitation includes the strengthening and repair of existing column bases; complete replacement of the existing steel superstructure from mid-column upward, utilizing the existing column bases; installation of a new, improved track structure, complete painting of the structure and the installation of new and improved lighting under the viaduct. This is Phase 3 of LIRR's four-phase rehabilitation and replacement of the viaduct and the Nostrand Avenue station. The viaduct, which was built in 1901, carries 25,000 people per weekday between Jamaica and downtown Brooklyn. Photo by Metropolitan Transportation Authority / Patrick Cashin.

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

This aircraft was delivered to Viva Air (Spain) with the temporary Spanish registration EC-704 in Sep-91. It was re-registered EC-FHR in Nov-91.

Viva Air was merged into Iberia in Mar-99 and the aircraft was leased to Air Europa in May-99. It was returned to Iberia in Sep-99. It was sold to GECAS in Jan-00 as N314FL and leased to Frontier Airlines a few days later.

It was returned to GECAS in Dec-03 and stored until it was converted to freighter configuration with a main deck cargo door in Aug-04.

At the end of Aug-04 the aircraft was leased to Bluebird Cargo (Iceland) as TF-BBE. It was returned to the lessor in Aug-19 and stored at Bacau, Romania. In Oct-19 it was leased to Airwork (NZ) Ltd as ZK-FXK.

After 33 years in service the aircraft was withdrawn from use and permanently retired at Auckland, New Zealand in Apr-24. it was broken up there in Sep-24. Updated 28-Apr-25.

Replacing an earlier scanned photo with a better version 17-Jan-21.

Named: "Empress of Hamilton". Fleet No: "731"

This aircraft was delivered to Monarch Airlines as G-DGDP in Mar-82, it was leased to Pacific Western Airlines as C-FPWE for the winter seasons of Nov-83/May-84, Nov-84/May-85 & Oct-85/Apr-86 before being sold to GECAS as G-DGDP at the end of Apr-86. It was leased to Canadian Pacific Airlines the same day. After a cabin refurbishment and repainting the aircraft entered service as C-FCPN in Jul-86. Canadian Pacific became Canadian Airlines International in Apr-87. The aircraft was sold to Pegasus Leasing in Oct-00 and leased back to CAI. In Apr-01 Canadian Airlines was merged into Air Canada. Air Canada wanted to keep their mainline fleet of Airbus A319's and A320's so in Feb-03 the B737-200's were transferred to Air Canada's new 'low-cost' subsidiary Zip Air. It didn't last and the aircraft was returned to Air Canada and the lessor in Apr-04 as N984PG and stored at Tucson, AZ, USA. It was leased to Aerolineas del Sur, Chile as CC-CJP in Dec-04. Aerolineas del Sur was merged into Air Comet Chile in Aug-07. The aircraft was returned to the lessor as N762SH in Apr-09 and leased to Peruvian Airlines as OB-1956 in Aug-10. It was broken up at Lima, Peru in 2011.

Replacing an earlier scanned photo with a better version 18-Jul-21 (DeNoise AI).

This aircraft was delivered to American Airlines as N384AA in Aug-93. It was fitted with Blended Winglets at Tulsa, OK, USA in Feb-14. After 26 years in service with American the aircraft was withdrawn and stored at Roswell, NM, USA in Nov-19.

It was sold to CAM Cargo Aircraft Management Inc in Jan-20 and ferried to Tel Aviv, Israel in Feb-20 for cargo conversion. It was converted to freighter configuration with a main deck cargo door in Jul-20 and returned CAM in early Aug-20 when it was re-registered N349CM.

It was due to be leased to ATI Air Transport International as N479AZ and operated for Amazon Prime Air. However, the lease didn't happen and the aircraft was leased to AmeriJet International Airlines in late Sep-20. Current, updated 09-Feb-23.

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.

I have been through the village many times, but not found the church ope, but after driving by recently, I saw the west porch door open, so found a place to park nearby.

The church stands on high ground over the village's famous ford, and beside what was once the high road, but is still busy.

The porch is underneath the tower on the west end of the church, and upon entering the building is filled with light. The pews have been replaced by modern seating, an there is a fairly new alter, but the apse is clean and light.

A couple were visiting from up north, and were delighted to have met another visitor, especially one who has visited close to 350 Kentish churches.

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

Sitting on high ground above the famous ford, this is a light and well cared for church. Saxon in origin, but with a character now of the thirteenth century, it is currently (2005) being reordered to make it more adaptable. Already the north aisle is not part of the church but proposals to remove pews and change the layout will result in an even more flexible space. The finest part of the church is the south transept - with its very tall lancet windows and modern altar.

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

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

EYNSFORD.

SOUTHWARD from Farningham lies Eynsford, sometimes written Aynsford, so named from a noted ford here over the river Darent.

THIS PARISH extends about four miles from east to west, and about three miles from north to south; on the north side it reaches almost up to the village of Farningham, near to which stood the antient mansion of Sibell's; and towards the west, over the hills, by Wested-farm and the obscure and little known hamlet of Crockenhill, both within its bounds, among a quantity of woodlands. The soil is in general chalky, except towards the west, where there is some strong heavy land. The village of Eynsford, through the eastern part of which the high road leads from Dartford through Farningham, and hence towards Sevenoke, is situated near the south-west bounds of the parish, in the valley on the banks of the Darent; over it there is a bridge here, repaired at the public charge of the county. At the north end of the village, near the river, are the remains of Eynsford castle, (fn. 1) and at the south end of it the church; beyond which this parish extends southward, on the chalk hills, a mile and an half; where, near the boundaries of it, is Afton lodge.

THIS PLACE was given to Christ church, in. Canterbury, in the time of archbishop Dunstan, who came to the see in 950, by a certain rich man, named Ælphege; after whose death one Leossune, who had married the widow of Eadric, Elphege's nephew, retained this land as his own, notwithstanding this devise of it. Upon which the trial of it was appointed at Ærhede, before Uulsi, the priest seir-man, or judge of the county, in presence of archbishop Dunstan, the parties themselves, the bishops of London and Rochester, and a multitude of lay people; and there, in the presence of the whole assembly, the archbishop taking the crossin his hand, made his oath upon the book of the ecclesiastical laws to the scir-man, who then took it to the king's use, as Leossune himself refused to receive it, that the right use of these lands was to Christ church; and as a farther confirmation of it to future times, it had the ratification of a thousand of the choicest men out of Suthex, Westsex, Middlesex, and Eastsex, who took their oaths also on the cross to the truth of it after him. (fn. 2)

At the time of taking the general survey of Domesday, Eynesford was held of the archbishop of Canterbury, by knight's service, and accordingly it is thus entered, under the general title of Terra Militum Archiepi, in that record.

Ralph Fitz Unspac holds Ensford of the archbishop. It was taxed at six suling. The arable land is. In demesne there are five carucates and 29 villeins, with nine borders, having 15 carucates. There are 2 churches and nine servants, and two mills of 43 shillings, and 29 acres of meadow; wood for the pannage of 20 hogs. In the time of king Edward the Confessor it was worth 16 pound, and now it is worth 20 pounds.—Of this manor Richard de Tonebridge holds as much wood as 20 bogs may go out from, and one mill of five shillings, and one fishery in this lowy.

In the reign of king Henry II. a family of the name of Eynsford was in the possession of this place, one of whom. William de Eynesford, was sheriff of London in that reign. (fn. 3) They bore for their arms, A fretty ermine, which coat is carved on the roof of the cloisters, at Canterbury. William de Eynesford, whether the same as above mentioned does not appear, held the MANOR and CASTLE of Eynsford of the archbishop, at which time archbishop Becket, having given the church of Eynsford to one Laurence, William de Eynesford dispossessed him of it, for which he was excommunicated by the archbishop, which offended the king exceedingly; (fn. 4) another of the same name possessed this manor and castle in the 12th and 13th years of king John. (fn. 5) In the reign of king Edward I. this estate was become the property of the family of Criol, in the 21st year of which, as appears by the Tower records, John de Criol and Ralph de Sandwich claimed the privileges of a manor here; Nicholas de Criol, a descendant of this John, died possessed of it, anno 3 king Richard II. (fn. 6) after which it passed by sale to the Zouches, of Harringworth. William Zouche died possessed of it in the 5th year of that reign, and left three sons, Sir William le Zouche of Braunfield, Edmund. and Thomas; which last and this castle and manor, of which he was possessed at his death, anno 6 king Henry IV. (fn. 7) After which it passed into the name of Chaworth; and Elizabeth, wife of William Chaworth, was found to die possessed of it in the 17th year of king Henry VII. Soon after which, it was conveyed by sale to Sir Percival Hart, of the body of Henry VIII. His son, Sir George Hart, died anno 22 queen Elizabeth possessed of this castle and manor, with the mill, called Garsmill, holding them of the king, as of his manor of Otford, by knights service; (fn. 8) since which they have descended in the same manner that Lullingstone has, to Sir John Dixon Dyke, bart. the present possessor of them.

There are large ruins still remaining of Eynsford castle. The walls, which are built of squared flint, are near four feet thick, being entire for near forty feet in height. The circuit of these walls are of a very irregular form, and contain about three quarters of an acre of ground, in the middle of them is a strong keep or dungeon. It stands at a small distance eastward from the river Darent, between which and the castle, as well as for the same space about it, there is much rubbish and foundations of buildings, and there are remains of a broad moat round it, now quite dry.

Many lands in Eynsford are held of this manor by annual quit rents. A constable is chosen at the court leet, held for it, for the liberty of Eynsford, which extends over the parish of Eynsford, and great part of the south side of Farningham-street.

SOUTH-COURT is a manor here, which was antiently part of the estate of the family of Eynesford, already mentioned, and was formerly parcel of Eynsford-castle. John de St. Clere possessed this manor in the 20th year of king Edward III. at which time he paid aid for it. In the reign of king Henry VII. it was come into the name of Dinham; and John Dinham died possessed of the manor of South-court, with its appurtenances, in Eynsford, which he held of the archibshop, as of his manor of Otford, by knights service, in the 17th of king Henry VIII. (fn. 9) From Dinham it passed by sale to Sir Thomas Wyatt of Allington-castle, from which family it was sold to Hart; and Sir John Hart, son and heir of Sir Percival Hart, knight of the body to king Henry VIII. (fn. 10) died possessed of it in the 22d year of queen Elizabeth, holding it of the queen, as of her manor of Otford, by knight service.

Since this unity of possession, the style of these manors has been, the castle and manor of Eynsford cum Southcourt; by which title they have descended, in the same manor as Lullingstone, to Sir John Dixon Dyke, bart. the present possessor of them.

The MANOR of ORKESDEN, the mansion of which is now called, by corruption, Aston-LODGE, was antiently possessed by a family, who took their surname from their residence here. William de Orkesden, in the 12th and 13th years of king John's reign held half a knight's see in Eynsford, by knight's service of the archbishop. He was one of the Recognitores Magna Assise, or justices of the Great Assize. (fn. 11)

In the reign of king Edward III. Reginald de Cobham was become possessed of this manor; in the 14th year of which he obtained a charter of free warren in all the demesne lands within his lordship of Orkesdenne; and in the next year he obtained licence to castellate his house here. He was son of Reginald de Cobham, who was son of John de Cobham of Cobham, by his second wife, Joane, daughter of Hugh de Nevill. (fn. 12)

This Reginald de Cobham was a great warrior; and in the 18th year of king Edward III. was constituted admiral of the king's fleet, from the Thames mouth westward. In the 20th of king Edward III. he paid aid for one quarter of a see in Orkesden, which he held of William de Eynesford, as of his manor of Eynsford. He died of the pestilence in the 35th year of that reign possessed of this manor, leaving Regihald his son and heir, and Joane his wife, daughter of Sir Maurice de Berkeley surviving, who possessed this manor at her death, anno 43 king Edward III. (fn. 13) Her son, Reginald, was lord of Sterborough, castle, in Surry, from whence this branch of the Cobhams was henceforward called, Cobhams of Sterborough-castle. (fn. 14)

His grandson, Sir Thomas Cobham, left a sole daughter and heir, Anne, who carried this manor in marriage to Sir Edward Borough, who survived him, and died possessed of it in the 20th year of king Henry VIII. then holding it of the lord Zouche, as of his manor of Eynsford, by knights service. (fn. 15)

Thomas, their son and heir, was summoned to parliament, as lord borough, anno 21 Henry VIII. He left Thomas his son and heir, who bequeathed this manor of Orkesden to his youngest son, Sir William Borough; and he, in the beginning of queen Elizabeth's reign, passed it away by sale to Francis Sandbache, esq. who sold it to John Lennard, esq. custos brevium of the court of common-pleas, who purchased it for his second son, Samuel Lennard, who was afterwards knighted, and was of West Wickham, in this county. On his death, in 1618, he was succeeded here by his son, Sir Stephen Lennard, who was created a baronet in 1642; he sold it to Richard Duke, esq. from whom it passed to Nathaniel Tench, esq. who died in 1710, and was buried at Low Leyton, in Essex. His only surviving son, Fither Tench, was created a baronet in 1715. (fn. 16) and died possessed of Orkesden manor in 1736; soon after which it was conveyed by sale to Percival Hart. esq. of Lullingstone, whose grandson, Sir John Dixon Dyke, bart. is the present owner of it.

Many lands in Eynsford, Lullingstone, and Sevenoke, are held of this manor by small annual quit rents.

On the western side of this parish, next to St. Mary Cray, lies the HAMLET of CROCKENHILL, which, as appears by a writ, Ad quod damnum, brought against the prioress of Dartford, in the 11th year of king Edward IV. was in the possession of that prioress and convent; with whom it staid till their suppression, in the reign of king Henry VIII. when their lands and revenues were surrendered into the king's hands; all which were confirmed to him and his successors by the general words of the act of the 31st of his reign, the year after which the king granted to Percival Hart, esq. among other premises, the manor of Crekenhill, alias Crokenhill, with its appurtenances, to hold of him in capite by knights service. (fn. 17) His son, Sir George Hart, of Lullingstone, died possessed of it, being then stiled Crockenhill, alias Court-hawe, in the 22d year of queen Elizabeth, holding it by the above tenure. Since which it has descended, in the same manner as the rest of his estates in this parish, to Sir John Dixon Dyke, bart. the present possessor of it.

This manor pays a yearly fee-farm rent to the crown of eleven shillings and five-pence.

LITTLE-MOTE and PETHAM-COURT are two manors, situated at the two opposite sides of this parish; the former being at the north east corner of it, near Farningham; and the latter at the north-west corner of it, near adjoining to Crokenhill and St. Mary Cray. These manors were, for many generations, part of the possessions of the family of Sibell, who resided at a mansion, called after them Sibell's, situated in Little or Lower Mote, and bore for their arms, Argent, a tiger gules, viewing himself in a glass or mirror, azure. Their estate here was much increased in the reign of king Henry VIII. by one of them marrying the female heir of Cowdale. These Cowdales bore for their arms, Argent, a chevron gules between three cows heads caboshed sable; which coat, both impaled and quartured with Sybill, Philipott says was remaining in the mansion here, both in painted glass and carved work, in his time. (fn. 18)

One of this family, John Sibell, died in the 17th year of queen Elizabeth, possessed of these estates, and also of the demesne lands of the manor of Hiltes bury; all which were held of the manor of Eynsford. He left an only daughter and heir, Elizabeth, and Jane his wife surviving, who held these estates for her life, and afterwards married Francis Hart, esq.

Elizabeth Sibell, the daughter, in the 24th year of queen Elizabeth, married Robert Bosevile, esq. afterwards knighted, the younger brother of Henry Bosevile of Bradborne, and son of Ralph Bosevile, of that place, clerk of the court of wards; and he, on her mother's death, became, in her right, possessed of Sibell's, with the manors of Littlemote and Petham. His descendant, Sir Thomas Bosevile, was of Littlemote, and had been a colonel in the king's army, and knighted by king Charles I. at Durham, in May 1642. He died the next year, and was buried in St. Mary's church, Oxford. (fn. 19) By Sarah, his wife, who afterwards married Col. Richard Crimes, he had a son, Thomas, who possessed these manors and Sibell's on his father's death. He married Elizabeth, only daughter of Sir Francis Wyat, of Boxleyabbey, and died in 1660, leaving an only daughter and heir, Margaretta, who carried the manor of Petham-court in marriage to Sir Robert Marsham, bart. of Bushey-hall, in Hertfordshire; and his great grand son, the Right Hon. Charles Marsham, lord Romney, is the present possessor of it.

But the manor of Littlemote, with Sibell's, became the property of Sir Henry Bosevile, who died in 1702, (fn. 20) without issue, and devised this manor and estate to his kinsman, Robert Bosevile, esq. of Staffordshire, whose family was originally of Ardesley, in Yorkshire, in the reign of queen Elizabeth, a younger branch of them settled in Kent, at Bradborne, in Sevenoke, and here at Eynsford; and a younger branch of these again in Staffordshire; they bore for their arms, Argent, a fess lozengy gules, in chief three bears heads erased sable.

His son of the same name, in the year 1755, sold it, in several parcels, to different persons, since which it has been of no consequence worth mentioning, and the old mansion of Sibell's has been pulled down some years ago, and two tenements have been erected on the scite of it.

Charities.

PERCIVAL HART, esq. gave by will, for the benefit of the poor, an annuity out of lands, vested in Sir John Dyke, bart. and of the annual produce of 2l.

AN UNKNOWN PERSON gave for the like use, a house, let by the parish to Philip Weller, and of the annual value of 4l.

SIR ANTHONY ROPER and . . . . . . . . HATCLIFF, esq. (as is supposed) gave for the benefit of the same, lands and houses in Greenwich, the rents to be divided, to the parish of Farningham threefifths, to Horton Kirkby one-fifth, and to this parish of Eynsford one-fifth, the annual produce being to this parish, on an average, 7l.

EYNSFORD is in the ECCLESIASTICAL JURISDICTION OF THE diocese of Rochester, and being a peculiar of the archbishop, it is as such in the deanry of Shoreham. The church, which is dedicated to St. Martin, is situated at the south-east end of the village.

It seems from the form of it to be one of our early Norman structures, and coeval with the castle. It is built in the form of a cross, with two large wings or side chancels; that on the south side belonged to the Sibell's, and afterwards to the Bosevile's, many of whom lie buried in it, several of whose gravestones and inscriptions are now so covered with fifth and rubbish that they are illegible; and the place itself, through continued neglect, is hastening to a total ruin. The north chancel is kept in good repair, and is filled with pews and a neat vestry room. In this chancel, according to Weever, was a stone, on which was engraved, in wondrous antique characters, Ici gis. la famme de la Roberg de Eckisford, perhaps it may have been so spelt for Einesford, or one of his mistakes for it, and if so, this chancel might belong to the Eynesfords, lords of this manor and castle; the stone is now hid by the wooden flooring over it. At the west end of the church is a spire steeple, underneath which is a curious circular door way of Saxon or very early Norman architecture. (fn. 21)

Among other monuments and inscriptions in this church, in the chancel, a gravestone, arms, a lion passant guardant, in chief three stirrups, for George Gifford, esq. obt. 1704, æt. 85; another for Thomas Gifford, esq. obt. 1705, æt. 59. In the chancel, on the south side of the church, a gravestone for lady Sarah Bosevile, wife of Col. Richard Crimes, obt. 1660; another for Tho. Bosevile, esq. of Littlemote, in Eynsford, only son of Sir Thomas Bosevile; he married Elizabeth, only daughter of Sir Francis Wiat of Boxley-abbey, by whom he left Margaretta, his sole daughter and heir; obt. 1660; another, arms, five lozenges in fess, in chief three bears heads erased, impaling two bends engrailed, and a canton, for Sir Henry Bosevile, of Littlemote, and dame Mary his wife; she died 1693, he died 1702. On the south wall, a monument with the above arms, for Mrs. Margaret Bosevile, only daughter and heir of Sir Henry Bosevile, of Littlemote, ob. 1682, æt. 26. (fn. 22)

William de Eynesford, lord of this parish, gave the church of Eynsford to the monks o Christ-church, in Canterbury, when he became a monk there; which was confirmed by William de Enysford, his grandson. (fn. 23) Archbishop Richard, in the reign of king Henry II. appropriated this church to the almonry of Christ church. (fn. 24) In the time of Stephen Langton, archbishop of Canterbury, there was a dispute, whether the church of Farningham was a chapel to the church of Eynsford or not ?

In consequence of which, the archbishop, by his decree, made with the consent of all parties in 1225, ordained, that the rector of Eynsford and his successors, should possess entirely the whole church of Eynsford, with all its tythes, as well great as small, houses, lands, gardens, and all other things belonging to it, which the rector of it was wont to have before; and that the almoner of Christ-church, and not the monks, should possess, to the use of the almonry, the chapel of Farningham, with its appurtenauces, &c. belonging to it, as is therein mentioned; and that the rector of this church of Eynsford should, on a vacancy, present to the vicarage of this church; and that further than this, neither should intermeddle, or claim a right in the above premisess. (fn. 25)

Thus this rectory became a fine cure, the parson of this church from that time having presented to the vicarage, the incumbent of which has had the cure of souls, in which situation the rectory still remains, being esteemed as a donative of the patronage of the archbishop of Canterbury.

In the 15th year of king Edward I. this church was valued at thirty marcs. (fn. 26) In 1575, Henry Withers, clerk, parson of the parish church and benefice of Eynsford, leased this rectory to Thomas Dunmoll, yeoman, at 12l. 6s. 8d. per annum. In 1633, John Gifford, D. D. rector, let the same to Thomas Gifford, his son, at forty pounds per annum rent.

By virtue of the commission of enquiry into the value of church livings, in 1650, issuing out of chancery, it was returned, that Eynsford was a donative, with a house, and one hundred acres of glebe, and the great tythes, worth altogether one hundred and ten pounds per annum, then in the possession of George Gifford, esq. that the vicarage had a house, but no glebe land, and was worth thirty-five pounds per annum, one master Heriot enjoying it, and preaching there. (fn. 27)

Francis Porter, rector in 1674, let to George Gifford, esq. of Pennis, this rectory, or parsonage of forty pounds per annum, and of twenty pounds to the vicar, Edward Tilson, which last sum is mentioned to be an augmentation made in pursuance of the king's letters recommendatory, which lease was confirmed in 1707, in pursuance of like letters of queen Anne.

¶George Gifford, esq. of Pennis, continued lessee till his death, in 1704, when his interest in it devolved to his son, Thomas Gifford, who died the next year, and left three daughters and coheirs, viz. Margaret, married to Thomas Petley; Mary to John Selby, and Jane to Finch Umsrey; this parsonage being let by them at one hundred and forty-five pounds per annum.

The interest of this lease passed by sale from them to Percival Hart, esq. of Lullingstone, whose grandson, Sir John Dixon Dyke, bart. a few years ago, suffered the lease to expire.

The rectory of Eynsford is valued in the king's books at 12l. 16s. 8d. and the yearly tenths at 1l. 5s. 8d. the vicarage at twelve pounds, and the tenths at 1l. 4s. (fn. 28)

www.british-history.ac.uk/survey-kent/vol2/pp527-539

A pulled rickshaw (or ricksha) is a mode of human-powered transport by which a runner draws a two-wheeled cart which seats one or two people.

In recent times the use of human-powered rickshaws has been discouraged or outlawed in many countries due to concern for the welfare of rickshaw workers.

Pulled rickshaws have been replaced mainly by cycle rickshaw and auto rickshaws.

OVERVIEW

Rickshaws are commonly believed to have been invented in Japan in the 1860s, at the beginning of a rapid period of technical advancement.

In the 19th century, rickshaw pulling became an inexpensive, popular mode of transportation across Asia.

Peasants who migrated to large Asian cities often worked first as a rickshaw runner.

It was "the deadliest occupation in the East, [and] the most degrading for human beings to pursue."The rickshaw's popularity in Japan declined by the 1930s with the advent of automated forms of transportation, like automobiles and trains. In China, the rickshaw's popularity began to decline in the 1920s. In Singapore, the rickshaw's popularity increased into the 20th century. There were approximately 50,000 rickshaws in 1920 and that number doubled by 1930.

DESCRIPTION

The initial rickshaws rode on iron-shod wooden wheels and the passenger sat on hard, flat seats. In the late 19th century and early 20th century. Rubber or pneumatic rubber tires, spring cushions, and backrests improved the passenger's comfort. Other features, such as lights were also added.

In the city of Shanghai, public rickshaws were painted yellow to differentiate from the private vehicles of the wealthy citizens, which were described as:

... always shiny, were carefully maintained, and sported 'a spotless white upholstered double seat, a clean plaid for one's lap, and a wide protective tarpaulin to protect the passenger (or passengers, since sometimes up to three people rode together) against the rain.'

The rickshaws were a convenient means of travel, able to traverse winding, narrow city streets. During monsoon season, passengers might be carried out of the carriage, above the flooded streets, to the door of their arrival. They offered door-to-door travel, unlike scheduled public bus and tram service.

COUNTRY OVERVIEW

AFRICA

EAST AFRIKA

In the 1920s, it was used in Bagamoyo, Tanga, Tanzania and other areas of East Africa for short distances.

MADAGASCAR

Rickshaws, known as pousse-pousse, were introduced by British missionaries. The intention was to eliminate the slavery-associated palanquin. Its name pousse-pousse, meaning push-push, is reportedly gained from the need to have a second person to push the back of the rickshaw on Madagascar's hilly roads. They are a common form of transport in a number of Malagasy cities, especially Antsirabe, but are not found in the towns or cities with very hilly roads. They are similar to Chinese rickshaws and are often brightly decorated.

NAIROBI

Rickshaws operated in Nairobi in the beginning of the 20th century; pullers went on strike there in 1908.

South Africa

Durban is famous for its iconic Zulu rickshaw pullers navigating throughout the city. These colorful characters are famous for their giant, vibrant hats and costumes. There were about 2,000 registered men who pulled rickshaws in Durban in 1904; Since displaced by motorised transport, there are approximately 25 rickshaws left whom mostly cater to tourists today.

ASIA

CHINA

In China, from the ancient times and until the 19th century, rich and important people, when traveling overland, were commonly transported in sedan chairs carried by bearers, rather than in wheeled vehicles. This was at least partly explained by road conditions. It is thought that it was from China (or East Asia in general) that sedan chair (a.k.a. "palanquin") designs were introduced into Western Europe in the 17th century. However, wheeled carts for one or two passengers, pushed (rather than pulled, like a proper rikshaw) by human servant, were attested as well.The proper rickshaw (pronounced renliche in Chinese) was first seen in China in 1886, and was used for public transportation in 1898. It was commonly called dongyangche for Japanese vehicle or "east- foreign-vehicle."

Rickshaw transportation was an important element in urban development in 20th century China, as a mode of transportation, source of employment and facilitation of migration for workers. According to author David Strand:

Sixty thousand men took as many as a half million fares a day in a city of slightly more than one million. Sociologist Li Jinghan estimated that one out of six males in the city between the ages of sixteen and fifty was a puller. Rickshaw men and their dependents made up almost 20 percent of Beijing's population.

Shanghai's rickshaw industry began in 1874 with 1,000 rickshaws imported from Japan. By 1914 there were 9,718 vehicles. The pullers were a large group of the city's working poor: 100,000 men pulled rickshaws by the early 1940s, up from 62,000 in the mid-1920s.Most manual rickshaws, a symbol of oppression of the working class, were eliminated in China after the founding of the People's Republic of China in 1949.

HOG KONG

Rickshaws were first imported to Hong Kong from Japan in 1880. They were a popular form of transport for many years, peaking at more than 3,000 in the 1920s. However, their popularity waned after World War II. No new licenses for rickshaws have been issued since 1975, and only a few old men—four as of 2009—still bear a license. It is reported that only one of them still offer rickshaw rides on The Peak, mainly for tourists.

INDIA

Around 1880, rickshaws appeared in India, first in Simla. At the turn of the century it was introduced in Kolkata (Calcutta), India and in 1914 was a conveyance for hire.

SERVICE AVAILIBILITY

Though most cities offer auto rickshaw service, hand-pulled rickshaws do exist in some areas, such as Kolkata, "the last bastion of human powered tana rickshaws". According to Trillin, most Kolkata rickshaws serve people "just a notch above poor" who tend to travel short distances. However, in a recent article by Hyrapiet and Greiner, the authors found that rickshaws also transport middle-class residents who use their services out of convenience and for short distance trips to the local marketplace. Rickshaws are used to transport goods, shoppers, and school children. It is also used as a "24 hour ambulance service."

Also according to Hyrapiet and Greiner, rickshaw pullers have acted as peer-educators for the Calcutta Samaritans prodving critical information on HIV/AIDS because of their access to marginalized groups within Kolkata's red light districts.

Rickshaws are the most effective means of transportation through the flooded streets of the monsoon season.

When Kolkata floods rickshaw business increases and prices rise.

The pullers live a life of poverty and many sleep under rickshaws.Rudrangshu Mukerjee, an academic, stated many people's ambivalent feelings about riding a rickshaw: he does not like about being carried in a rickshaw but does not like the idea of "taking away their livelihood."Motor vehicles are banned in the eco-sensitive zone area of Matheran, India, a tourist hill station near Mumbai so man-pulled rickshaws are still one of the major forms of transport there.

LEGISLATION

In August 2005, the Communist government of West Bengal announced plans to completely ban pulled rickshaws, resulting in protests and strikes of the pullers. In 2006, the chief minister of West Bengal, Buddhadeb Bhattacharya, announced that pulled rickshaws would be banned and that rickshaw pullers would be rehabilitated.

JAPAN

There are several theories about the invention of the rickshaw. Japan historian Seidensticker wrote of the theories:

Though the origins of the rickshaw are not entirely clear, they seem to be Japanese, and of Tokyo specifically. The most widely accepted theory offers the name of three inventors, and gives 1869 as the date of invention.

Starting in 1870, the Tokyo government issued a permission for Izumi Yosuke, Takayama Kosuke, and Suzuki Tokujiro to build and sell rickshaws. By 1872, they became the main mode of transportation in Japan, with about 40,000 rickshaws in service. The rickshaw's popularity in Japan declined by the 1930s with the advent of automated forms of transportation, like automobiles and trains. After the World War II, when gasoline and automobiles were scarce, they made a temporary come-back. The rickshaw tradition has stayed alive in Kyoto and Tokyo's geisha districts only for tourists as well as in other tourist places. The tradition completely disappeared once, but a few people revived jinrikisha (human-powered rickshaws) for tourists in the 1970s-1980s and the rickshaws became popular as a tourism resource in the 2000s. The modern rickshaw men are a kind of tourist guide, who take their clients to some tourist spots and explain about them. Many of them are part-time working students and athletes who like running or exchanging cultures.

MALAYSIA

Rickshaws were a common mode of transport in urban areas of Malaysia in the 19th and early 20th centuries until gradually replaced by cycle rickshaws.

PAKISTAN

Pulled and Cycle rickshaw (qinqi) have been banned in Pakistan since November 1949. Prior to the introduction of auto rickshaws in cities, horse-drawn carriages (tongas) were a main source of public transportation.

SINGAPORE

Singapore had received its first rickshaws in 1880 and soon after they were prolific, making a "noticeable change in the traffic on Singapore's streets." Bullock carts and gharries were used prior to the introduction of rickshaws.Many of the poorest individuals in Singapore in the late nineteenth century were poor, unskilled people of Chinese ancestry. Sometimes called coolies, the hardworking men found pulling rickshaws was a new means of employment. Rickshaw pullers experienced "very poor" living conditions, poverty and long hours of hard work. Income remained unchanged from 1876 to 1926, about $.60 per day.Rickshaws popularity increased into the 20th century. There were approximately 50,000 rickshaws in 1920 and that number doubled by 1930. In or after the 1920s a union was formed, called the Rickshaw Association, protect the welfare of rickshaw workers.

NORTH AMERIKA

UNITED STATES OF AMERIKA

From A History of the Los Angeles City Market (1930-1950), pulled rickshaws were operated in Los Angeles by high school teenagers during that time period.

CANADA

Foot-driven rickshaws have enjoyed several decades of popularity in Halifax, Nova Scotia; in addition to providing tours of the historic Waterfront, rickshaws are also occasionally used for transportation by local residents. The city is home to the oldest rickshaw company in Canada.Rickshaws are a popular mode of transportation in downtown Ottawa, Ontario, providing tours of historical Byward Market, in the summer. Ottawa's rickshaws stay true to the traditional foot-driven rickshaw model, but feature modern sound-systems.

WIKIPEDIA