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IL-2: Cliffs of Dover
While we're waiting for CloDo. Final installment and end of thread. 14 5 2011.
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Re: While we're waiting for BoB SoW: WWII BBC RAF Broadcasts
Re: RedToo
Nov 2005
Posts: 1,485
Nov 2005
Posts: 1,485
Bolton UK
Part 8 – Hurricanes and He 113s
June, 1940
An American-born fighter pilot tells something of his experiences and excitements he's been through while serving in the R.A.F. He has shot down eight enemy aircraft and badly crippled three or four more, and for these feats he was awarded the D.F.C yesterday. He is a Flight Lieutenant and his squadron has shot down more than fifty enemy planes.
I was born of Welsh parents in Bernardsville, near Morristown, New Jersey, in 1913. My father ran a big farm there. I went to school first at the Morristown High School, and when we left there for Connecticut, I went to the Gilbert School in Winstead, Connecticut. We lived for a long time in New Hertford, Con¬necticut, and I have many friends over there. I left the United States when I was about eighteen or nineteen years old. My parents who had gone out to America two years before I was born, came back and settled down in Bridgend, South Wales. I went to Cardiff College to study wireless for a while, and after doing this and that for a year or two, I took a short service commission in the R.A.F. That was in 1936. I was posted to a fighter squadron immediately I had finished my training, and here I am, still a fighter pilot, and liking it more and more each day.
I got my first German in November, 1939. It was the first enemy aircraft to be shot down in the Straits of Dover in this war. I was on patrol between Deal and Calais, leading a section of Hurricanes from my squadron when we spotted, at 12,000 feet, a Dornier 17 "flying pencil". He was about 2,000 feet below us, and as we hadn't seen a German machine up to then, we went down carefully to make sure. We soon recognised him as an enemy, and as I turned to attack he tried to attack me. My Hurricane quickly outmanoeuvred him, I got on his tail, and gave him three sharp bursts of fire. Another member of the section got in three bursts too, as he dived towards the clouds. The last I saw of him was just above sea level. He had turned on his back, and a moment later crashed into the sea. When we got back to the mess we were handed a parcel. It con¬tained a bottle of champagne—with the compliments of the Station Commander. You see it was our first fight—and we'd won. In those days, one German aircraft was something to celebrate.
We went over to France on May 10th, when Hitler invaded the Low Countries. We went up that same afternoon. That time we didn't see anything, but the next day we really started. We carried out three patrols east of Brussels, and on the third patrol we saw three Heinkel 111s. We shot down one, and badly damaged the other two. The day after that, we got two Heinkel 111s, one of which was credited to me. I shot mine down from 12,000 feet.
All the same, those skirmishes were child's play to what was to come later. On May 14th, after we had escorted a number of Blenheim bombers into enemy territory, we were on our way back when we saw three Dornier 17 Flying Pencils. It was a trap, for when we gave chase to the Dorniers, we suddenly found ourselves in the middle of between fifty and sixty Messerschmitt 109s and 110s. I was leading the flight that day and when I realised how hopelessly outnumbered we were, I gave orders to the boys to sort out their own targets and not to keep formation.
We broke up and began to set about the Messerschmitts. I got four Me. 110s, and other members of the flight got four more. On the way back to our base, I saw two Heinkel 126s, one of which I shot down, and damaged the other with the rest of my ammunition. It was a good day. We routed an overwhelming number of enemy fighters, beat up two of their Army recon¬naissance planes, and we all got home safely. Our bag on that day was six. There were six of us, so we averaged one each.
There were several other days when we ran into heavy odds of enemy fighters. It is really amazing, looking back, that we should have had the success we had. But it certainly was a success each day. We never ran into the Germans without shooting some down. When we were patrolling Dunkirk, for instance, giving protection day after day to the B.E.F. we always got a few. I remember once, when we found ourselves in the thick of six squadrons of Me. 109s and 110s, we saw an unusual type of enemy fighter. They were the new Heinkel 113s. Naturally we couldn't resist the appointment. We got one of each type, and three or four of what we call "probables". I was attacking an Me. 110 when I suddenly realised that there were six Heinkel 113s on my tail. I made a very quick turn to get away from them, and then shot down the Heinkel 113 on the extreme left of that particular formation.
That was in the afternoon. We had an "appetiser" before lunch, when we met twenty Heinkel 111 bombers. I got one. He went down in flames. And others of the squadron got their share.
The smoke from innumerable fires in Dunkirk and other French coast towns was terrific about that time. A fellow pilot described it as being like a gigantic piece of cotton-wool lying right across the seashore, following the coast down the Channel as far as he could see, even from two or three miles up. There were times when we found that same smoke of great assistance in outwitting enemy fighters.
One of our squadron, for instance, used up all his ammuni¬tion in shooting down two Me. 110s one day, and found himself being chased by two more. Without ammunition he could do nothing, so he dived into the smoke over Dunkirk. He emerged above the smoke a few miles away, and there the Messerschmitts were still waiting for him. They simply stuck above the smoke waiting for him to emerge, a victim for their guns. But he outwitted them by diving back into the smoke and was able to slip away home, only to be off again into battle the same evening.
We were stationed in France for eleven days. I remember that, when we went away, the roses were in bud; and when we came back they were in full bloom. In between we'd had eleven glorious days of action, but it was very hard work.
A shark-mouthed Bf 109C-2 of I./JG 71 (later II./JG 51).
My 'Waiting for Clod' thread:
The trouble with the world is that the stupid are cocksure and the intelligent are full of doubt. Bertrand Russell, 1872 - 1970.
Inline advert (2nd and 3rd post)
Re: While we're waiting for BoB SoW: WWII BBC RAF Broadcasts
Re: RedToo
Nov 2005
Posts: 1,485
Nov 2005
Posts: 1,485
Bolton UK
Part 9 – Lysanders.
June, 1940
I think I may say that the work of our Army Co-operation squadrons during the fighting in France and Belgium was of the utmost value. Broadly speaking, our job is to find out about enemy concentrations and movements either behind the front or in it, the existence of bases and trenches, the effect of artillery fire on targets, and to take photographs. Photography is a very important part of our job; camouflage, for example, may easily deceive the eye, but not the camera. Information obtained is then quickly passed back to the Army either by means of wireless or by messages dropped in little leaded canvas bags. And then the Army does its stuff.
Reconnaissance often entails flying very low over the enemy to obtain results and machines are almost bound to be damaged by A.A. fire. The very first morning we established contact with the enemy one of my people had to go down to fifty feet to obtain the information he needed. He got it and got away. On another occasion I remember seeing one of our machines come back with one of its ailerons completely blown away and the pilot practically without any kind of control. But somehow he managed to land successfully, and after all-night work by the ground staff the wing was changed and the aircraft ready to fly again next morning.
Another pilot of my squadron once found himself up against no fewer than six Messerschmitt 110s. He was flying quite alone, but by putting his machine into a steep spiral and so losing height rapidly to almost ground level managed to evade the Germans. Actually, although he ended up within only a few feet of the ground he contrived to return to our lines by hedge-hopping, dodging round church spires, and wriggling past various power cables and other obstructions. While all this was going on, his gunner was busy and shot down one of the Messerschmitts in flames and so badly damaged another that it flew clean out of the combat.
One day one of our pilots was observing the forward movement of the enemy while British troops were being withdrawn, when he noticed in the distance German advance guards on bicycles, pedalling frantically along one of those long straight Belgian roads.
The temptation was too much for our pilot, so down he dived at the cyclists, directing his front guns on them, and had them in such quick confusion that the leaders fell or were knocked off their machines. The result was that those in the rear ran into those in front and in a moment or two the whole road was a seething mass of overturned cyclists, most of them cursing, all of them trying to struggle into the nearest ditch. Then, as the aircraft rose again, the rear-gunner had a crack at them as well.
In all the Corps Squadrons we have a very large number of airmen attached to artillery and other Army units to work the wireless receivers. On one occasion a party under a sergeant was detailed to the awkward job of holding up the enemy who were crossing a bridge. They managed it so well with their rifles that an Army officer described the incident to me as being worthy of the best British infantry, which I think was a pretty high tribute to men who are not trained as infantrymen at all. Others during the evacuation of Dunkirk helped actually to fire guns, and all of them assisted the Army units just as if they had been soldiers. On one occasion when a column of our transport was being heavily attacked from the air one of our operators saw a Bren gun which was not being manned. He at once jumped on the lorry and fired the Bren gun at a Heinkel and brought it down in flames with his first shot. He told me afterwards that the cheering which greeted his exploit lasted for some minutes.
Besides this type of work squadrons of the Lysanders helped the ground troops greatly by dropping supplies of all kinds, including water and ammunition, on besieged garrisons, such as Calais and did so usually under the heaviest of enemy A.A. fire and the continual pestering of enemy fighters. Yet I believe I am right in saying that only one package dropped from the air fell outside the area occupied by our own forces—which says a great deal for the accuracy as well as for the determination of the pilots who dropped them.
I don't know whether we will have to do this work over here, and if we do we have had pretty good practice at it.
The Westland Lysander
The Photograph Speaks. Photographs taken on reconnaissance flights are developed at once and examined by experts.
Armourers loading the synchronised MG 17s of a Bf 109E.
Bf 110C-2s of I./ZG 52.
My 'Waiting for Clod' thread:
The trouble with the world is that the stupid are cocksure and the intelligent are full of doubt. Bertrand Russell, 1872 - 1970.
Re: While we're waiting for BoB SoW: WWII BBC RAF Broadcasts
Re: RedToo
Nov 2005
Posts: 1,485
Nov 2005
Posts: 1,485
Bolton UK
Fairey Battles this week.
June, 1940
A few weeks ago the first V.C.s of the war in the air were awarded for the blowing up at Maastricht by R.A.F. bombers of two bridges of the utmost strategic value to the enemy.
A call was made for volunteers for this desperate exploit and not a man held back. Of the fifteen who went out only one returned. Days later, however, another survivor turned up. All hope for his safety had been abandoned. He is the author of the following first-hand account of the attack.
I suppose as a sergeant observer I ought to be able to give a good picture of that raid—and afterwards. But I doubt whether words could describe what really happened.
As you probably know, the two bridges at Maastricht should have been blown up on the night of May nth, but for some unknown reason they were left standing. It was absolutely necessary that the bridges should be destroyed, for they were the only route open to the enemy, and I am quite certain that their eventual destruction by the R.A.F. did much to slow down the German advance.
Our squadron leader asked for volunteers, and there is no need for me to tell you that not a single one of us hesitated. I wasn't there at the actual time, but when I arrived my pilot told me he had put my name down. I am glad he did.
We had been up since three in the morning, and as we had a pretty strenuous time ahead of us my pilot decided on a few hours' sleep—but not before we had studied our maps and plotted out our route.
Maastricht was about 100 miles away from our aerodrome, but from the preparations we made for the journey you might have thought we were off on a journey across miles of uncharted land. We are thorough about all our routes, of course, but the vital importance of this raid made us even more careful. It was absolutely essential that we should not waste any time in finding the bridges and it was absolutely essential that they should be destroyed.
Five aircraft set out on the task. One flight of three were detailed to destroy the larger bridge and the other two bombers— in one of which I was the observer—had the smaller bridge to deal with.
We were given a fighter escort of three aircraft which cheered us up, but unfortunately we were not to have their company for long. When we were about twenty miles from our target thirty Messerschmitts tried to intercept us, but we continued on our course while the three fighters waded into the attack. The odds were ten to one against us, but even so several of those Messerschmitts were brought down. And so we arrived near Maastricht. All the company we had was more enemy fighters and heavier anti-aircraft fire.
The Messerschmitts attacked us from the rear. The first I knew about it was when our rear gunner shouted: "Enemy fighters on our tail. Look out, Taffy." Our pilot turned and took evasive action whilst the gunner shot one of them down. That seemed to frighten the others, for they soon sheered off. The barrage was terrific, the worst I have ever struck, and as we neared our target we saw the flight of three bombers, now returning home, caught in the thick of the enemy's fire. Later on all three were lost.
The big bridge looked badly knocked about and was sagging in the middle. It had been hit by the bombs dropped by the three bombers ahead of us. When we delivered our attack we were about 6,000 feet up. We dived to 2,000 feet—one aircraft close behind the other—and dropped our load. On looking down we saw that our bridge now matched the other. It sagged in the middle, and its iron girders were sticking out all over the place. Immediately after we had dropped our bombs we turned for home, but the barrage was there waiting for us. It was even worse than before, and it was not long before our aircraft began to show signs of heavy damage. Soon the rear-gunner shouted: "They have got our tanks," and as it looked as if the machine would soon be on fire the pilot gave orders to abandon aircraft.
The rear gunner jumped first. We saw nothing of him after that, though we believe he is in hospital somewhere. Then I jumped. The pilot remained with his aircraft and managed to bring it down safely. When I jumped we were near Liege. On the way down, I saw I was going straight for the Meuse, so I pulled my rigging cord on one side, altered my direction to make sure of falling somewhere in the town. But as I came near the ground I saw a reception committee waiting for me. Hundreds of people were dashing from one street to another and all were pointing at me. As I got nearer I realised that the mob was angry: they were shouting and waving their fists. I then began to wonder whether the river wouldn't be safer after all, but, by that time it was too late to change my mind.
I landed in a small cottage back-garden. Before I had time to disentangle myself from my gear the crowd rushed into the next door garden and dragged me over the fence shouting: "Salle Boche", which means "Dirty German" and other insult¬ing remarks. I shouted back: "Je suis Anglais," "I am English," but either they didn't believe me or didn't understand my French.
Soon they had dragged me into the street where there were hundreds of people waiting. Men and women held my arms and an angry old man got ready to shoot me. Again I shouted: "Anglais," "Anglais," and I am glad to say somebody must have thought it just possible that I was telling the truth.
The old man was prevailed upon to hand me over to the police. On the way to the police station burly women kept on trying to hit me. Then suddenly, out of the blue, I was spoken to in English by a Belgian woman who offered to act as my interpreter. I was grateful to her. She persuaded the police to send me to the Commandant of the Liege Fortress. She believed my story, offered me hospitality, gave me a bicycle and a map, and put me on the road to Namur. It was a long and adventurous journey—but that's another story.
Fairey Battles under construction in one of the 'Shadow' factories.
A Fairey Battle of 150 squadron crash landed in France.
Fairey Battles in France awaiting scrapping. The nearest aircraft is from 88 squadron and the next from 98 squadron.
My 'Waiting for Clod' thread:
The trouble with the world is that the stupid are cocksure and the intelligent are full of doubt. Bertrand Russell, 1872 - 1970.
Re: While we're waiting for BoB SoW: WWII BBC RAF Broadcasts
Re: RedToo
Dec 2006
Posts: 1,600
Dec 2006
Posts: 1,600
Haslemere, UK
Great read, time to make this a sticky IMO. Or no wait, better bump it constatly with new entries like you did in the past
Thanks RedToo!
The knack of flying is learning how to throw yourself at the ground and miss. - Douglas Adams
Re: While we're waiting for BoB SoW: WWII BBC RAF Broadcasts
Re: Tbag
Jun 2005
Posts: 6,275
Jun 2005
Posts: 6,275
Great stuff as usual!
Re: While we're waiting for BoB SoW: WWII BBC RAF Broadcasts
Re: Trooper117
Nov 2005
Posts: 1,485
Nov 2005
Posts: 1,485
Bolton UK
Part 11. An early night fighter.
June, 1940
Tuesday's was the first night raid over our part of the coast. When the enemy were detected I was ordered to go up and look for them between midnight and 1 a.m.
I flew around, peering into the gloom for some time, seeing nothing more than an occasional searchlight-beam snooping about the sky. I had almost begun to think that the Huns had managed to get away, when I suddenly spotted, a long way off, flashes from the ground and in the air.
"A.A. fire," I thought; "that means the enemy."
So I went over to have a look, and when nearly there saw a Heinkel sliding across the sky, really beautifully floodlit by our searchlights. A.A. fire was going off absolutely all around us. It really was a magnificent sight. After all, I had what you might call a ringside seat.
I can imagine the feelings of the chaps at the other end of the searchlight beams (and the feelings of the Ack.-ack. gunner too), turning the handles and twiddling the knobs—in action at last on their first night's raid—the first time searchlights up this way have had a chance to catch the enemy. You see, we can always have fun flying, whether the enemy comes round or not, but the searchlight and A.A. boys have to sit there in the open, wet or fine, and just wait. But that's by the way.
Well, now they really were at it. There was a simply terrific fireworks display in progress. The Heinkel looked to me rather like a puzzled old woman suddenly caught in the spotlight. I had come up more or less from behind and there he was just ambling and not quite knowing what to do.
As a matter of fact, I imagined the pilot was pretty well dazzled with all the lights on him.
I got into position right behind and just below, and got my sights on him and pressed the gun button. A shower of sparks flew out of the enemy, and clouds of smoke, and he wobbled a bit.
Then he went down in a slow spiral dive into the darkness. That is the last I saw of him, though I did catch the glare of his incendiary bombs on the ground. He must have jettisoned them as he dropped.
You feel more of a lone wolf during this night fighting than you do by day. We operate more on our own, but of course with our allies the guns and the searchlights.
I expect you have wondered as you watched searchlights at work how much good they would be. As a matter of fact, we have wondered, too, what real chance they have of lighting up the raiders without lighting us as well.
We have now had our answer. The co-operation between the air and ground defences really was a hundred per cent.
A searchlight of 210,000,000 candle-power probes the night sky with its beam.
Anti-aircraft women of the A.T.S. operating an identification telescope.
Sound Locator operated by women from the A.T.S.
My 'Waiting for Clod' thread:
The trouble with the world is that the stupid are cocksure and the intelligent are full of doubt. Bertrand Russell, 1872 - 1970.
Re: While we're waiting for BoB SoW: WWII BBC RAF Broadcasts
Re: RedToo
Nov 2005
Posts: 1,485
Nov 2005
Posts: 1,485
Bolton UK
Part 12: The Battle of France
July, 1940
Wing Commander: I hope you will forgive me this evening if I bring in a personal note. For I'm going to introduce to you an old friend of mine. Actually we were learning to fly together in 1913 before the last war. We trained together at the civil schools at Hendon on some of the curious and primitive machines of those early days—the comic box-kites and the funny little monoplanes which if they got off the ground at all staggered along painfully at about fifty miles an hour—rather different from the Wellingtons and the Hurricanes of to-day. But all the same, as you will hear later, it seems to have been quite a useful sort of training. Well, this friend of mine served all through the last war as a pilot in the R.F.C. and the R.A.F., and in 1918 ended up as a Wing-Commander with the D.S.O., the M.C. and the D.F.C. for his distinguished services.
Although he left the R.A.F. after the war he kept up flying and from then onwards took an active and prominent part in civil aviation. Then, at the beginning of the present war, although now fifty years of age, he felt that he was still capable of doing a useful job of work in the air as an active pilot, so he joined up again in the R.A.F.—but this time as a pilot officer, the equivalent of a second lieutenant. How far he was justified in doing this you will be able to judge for yourselves from an account he is going to give you of an exciting incident in France in which he took part the other day and for which he was awarded a bar to the D.F.C. he had won twenty-two years ago.
PILOT OFFICER: There were a good many of our aircraft in France about this time, standing by to meet the requirements of hard-pressed squadrons. Sometimes, extremely rapid evacuation had to be carried out and it wasn't always possible to get spare pilots for these aircraft at a moment's notice. Nor was it always possible to take airmen off operations to look after repairs. What we had to do, therefore, was to send out small detachments from home to do repairs and, when necessary, fly the aircraft back to England.
My job was to look after one of these relieving parties at Merville. It was a fine morning when we left England. The pilot and I chatted about the weather, and then, as we flew over France, about the pathetic streams of refugees cluttering up the roads below us. The pilot was one you all know. He is one of the many in our civil air merchant-service whose almost daily deeds are thrilling the Empire and gaining the admiration of their brothers in the Royal Air Force.
As we passed over the wooded country towards St. Omer, popping noises began to interrupt our conversation. At first we thought we were passing over French practice rifle and machine-gun ranges. But soon tracer bullets began shrieking up at us, and the pops became very sharp and nasty cracks. It was only then that we noticed about a dozen German tanks on the roadway under some trees outside a village. We could see quite plainly the Nazi swastika marked in black on a white circle covering the tops of the dull brown-and-green tanks. As we swooped over them, just over the tree-tops, the crews hurriedly drew some camouflaged netting over their markings. Then we caught sight of motor vehicles and troops who suddenly began diving into the ditches and firing at us. We flew lower still and hurried on.
When we got to Merville, the fleet of civil air transport quickly unloaded their food and ammunition and left again for England for more. The rest of us settled down to servicing the Hurricanes we'd come to rescue and soon the first was away in spite of it being badly riddled with bullet-holes.
The next one took longer, but by midday we were able to offer a fresh mount to a pilot who landed on us unexpectedly by parachute. He'd just had a desperate fight high overhead, thankfully accepted our offer and was soon off to rejoin his squadron on a strange mount—much to the astonishment of his flight sergeant.
It was soon lunchtime. We had a lovely chicken stew, with many vegetables, made for us by a sergeant of a Northern regiment who had become detached from his unit after a scrap with the Jerries, together with ten lads from somewhere round about Sunderland. The sergeant was in fine form. So far, he told me, this war had just been his cup of tea. Later in the afternoon I discovered why. For while refugees wandered up and down the road according to the direction from which the nearest gunfire and sniping seemed to be coming, there he was, joining in the Bren-gun carrier section and having a crack at the He.s and Me.s when they came too near to be healthy. It was a fine sight.
Just as we'd got the third Hurricane going, I was surprised to see one of our own aircraft leave a busy little dogfight, streak down towards us and drop the familiar little message-bag, telling me to bring the next serviceable Hurricane back home to England before nightfall. It was a strange sight in the sky—with a Tiger Moth and an Autogyro, bringing back sharp memories of peacetime flying, now floating around absolutely unconcerned on their message-carrying jobs. You might have thought they were helping the police to handle the traffic on Derby Day!
I was glad of this message to bring the Hurricane home for more reasons than one. The main reason, I think, was that—well, I wanted to test a theory. The theory is that having once been taught to fly by the R.A.F., it doesn't much matter what type of aircraft you're asked to handle—provided you remember to turn all the taps and push and pull all the knobs of a modern aircraft in the proper sequence, and have the good sense to enquire about the aircraft's peculiar habits from someone who knows her ways. Simple enough—if you have time. The unfortunate part about it was that I just didn't have time.
To cut a long story, the Merlin engine of my Hurricane took me off in grand style. Soon it throbbed gently into top gear. The boost came back, and the wheels came up and soon we were all set for Home, Sweet Home. I was above, in the air, without a care in the world—except that I was flying a machine I'd never handled before.
Soon I was to be disillusioned. Not long after the take off, the nasty "noises off" started. Then tracer-bullets began coming down at me from the hillsides. Foolishly I shot up to about 8,000 feet to sail straight into a perfect pattern of horribly noisy black A.A. bursts. An entirely unorthodox manoeuvre got me sideways and down out of this, but not before the keen eye of the Messerschmitt flight commander had registered and dived to the attack simultaneously. The strip he tore off shook me more than the A.A. gentleman had done a few seconds pre¬viously, and I slipped inwards towards the nasty noise and steeper down, changing the direction to meet the second strip from Number Two, from the other side, and wondering what the other four lads were up to above and behind.
Thereafter, as I had not had the time of means to get the Hurricane's guns serviceable, the chase went on up the village street and down a chateau drive and once almost through the chateau front door, until suddenly, twisting downstream in a wooded valley, I slipped out clear over some sand dunes and out to sea, where the fleet off Boulogne opened up on the pack at my heels. One salvo was enough for them, and I climbed up leisurely and thankfully and perhaps a little regretfully to look back at the smoke of battle round Calais and Boulogne, a weird picture in the misty red light of the setting sun, and on the other side of me at the quiet peaceful countryside of Thanet. Then, home to roost, as I had done so many times twenty-five years ago, thinking of my son and his regiment somewhere inland from Dunkirk, and wondering what kind of miracle could save them all, and if the people at home had any real picture in their mind's eye of the scene so close to them on the other side. The refugees, the burning villages, the noise and smoke of battle, and how they would stand up to the onslaught if and when it came and would they remember the defeat in Flanders with no less honour than the victories which will follow in the last rounds of their fight for freedom.
... with a Tiger Moth and Autogyro floating around on their message-carrying duties:
My 'Waiting for Clod' thread:
The trouble with the world is that the stupid are cocksure and the intelligent are full of doubt. Bertrand Russell, 1872 - 1970.
Re: While we're waiting for BoB SoW: WWII BBC RAF Broadcasts
Re: RedToo
Nov 2005
Posts: 1,485
Nov 2005
Posts: 1,485
Bolton UK
Part 13 Air/ Sea Rescue.
July, 1940
We were a few miles off the Dutch coast on our way back from a big raid over Germany when the port engine of our aircraft cut. We had plenty of height at the time so I told my wireless operator to send out a broadcast to say we were returning on one engine. After ten minutes' flying, however, the starboard engine started missing and we began to lose height. When we were about 3,500 feet I told my operator to put out an S O S and sent the crew to their emergency stations.
There was very low cloud at the time we came out at about 500 feet. It was raining, and we did not actually see the water until we almost hit it. We tried to put the aircraft down on the water as gently as we could, but a rather heavy sea was running at the time and we hit a wave and the aircraft nose-dived in and went under. Three of the crew got out of the front hatch over the pilot's head, but the remaining three escaped from the hatch in the centre of the aircraft. It wasn't too easy for them. The others were actually under water and I could see them clutching the fuselage and trying to haul themselves up.
When we had all got into the dinghy we discovered that the rear-gunner had the wireless aerial wrapped hopelessly knotted round his neck. We had no pliers but somehow the navigator managed to lay hands on a knife with which we cut the gunner free. After four and a half minutes the aircraft went down.
The first thing that happened when we got into the boat was that the chaps got cramp. The first half hour was hell. We then decided to chuck off all the clothes we could spare. We threw away our shoes and flying boots, except the best pair, which we used as paddles and for baling out the dinghy. At the time heavy sea was running and drizzle was falling. It was a tough job getting the dinghy balanced. One of us lay in the bottom of the boat and five sat round the edge.
I was very pleased to discover that the navigator had had the foresight to salvage the Very pistol and three cartridges.
It must have been about seven o'clock in the morning when an aircraft which we took for a German flew over us. We fired a Very light but it took no notice of us and went on. Two hours later another aircraft, this time a British plane in search of us, flew straight over the top of us, but despite our signals did not see us. We then discovered that the Very cartridges had become swollen owing to the water and we had to spend about half an hour tearing off pieces of cardboard until we eventually got one to fit the pistol.
We tried to steer a course due west hoping to reach England by paddling with the shoes, when at eleven-twenty we sighted another aircraft coming straight towards us. We waited until he was close and then fired a Very light—our last one, which the pilot spotted. He dived over us and then we recognised the machine as one of our own squadron. He circled round us for about two and a half hours and now and then sent messages with a signalling lamp saying that help was coming. But help didn't come until about four o'clock in the afternoon when we spotted an R.A.F. speed-boat coming towards us. Two and a half hours later we were landed.
It was a pretty thick fourteen hours I can tell you, but some¬how or other we managed to keep our spirits up, even after we discovered a leak in the dinghy and had to get the front gunner to stick his toe in it.
The rear gunner sang to us for an hour and a half without stopping—Scottish songs, and finished up by swinging them. We also had a sweepstake as to what time we should be picked up, which was won by the wireless operator. Unfortunately, he was hours out—on the wrong side. But I still think the longest hours were whiled away by an argument we had about the wire¬less operator who said he had been born with a caul and therefore couldn't be drowned—even though he could not swim. He was right after all.
Collapsible rubber dinghy automatically ejected from aircraft brought down on the sea.
Air/ Sea Rescue Service at work.
My 'Waiting for Clod' thread:
The trouble with the world is that the stupid are cocksure and the intelligent are full of doubt. Bertrand Russell, 1872 - 1970.
Re: While we're waiting for BoB SoW: WWII BBC RAF Broadcasts
Re: RedToo
Nov 2005
Posts: 1,485
Nov 2005
Posts: 1,485
Bolton UK
Part 14.
July, 1940
The speaker is a Sergeant member of an air crew. He joined the R.A.F. on February 6, 1939. He has been on active service since the outbreak of war and is regarded as one of the most experienced men in his squadron.
My job is that of air observer, which means that I am navigator, bomb aimer, and front gunner. There are five of us in the crew, and our routine work is long distance night bombing.
We were ready to start as usual on Monday night, but when we reported for final instruction we found that a new job had been arranged. Information had come through that the Scharnhorst was in a floating dock at Kiel, for repairs, and we were to bomb it.
We all had a feeling of general jubilation. We were glad to have the job.
When the time came, with the good wishes of those who had to stay behind, our squadron got into the air very quickly. I gave my captain the first course to steer, and soon we were on our way, climbing through heavy, wet cloud. The temperature dropped considerably and was actually below freezing point, but apart from that it looked as though the weather was going to be good to us.
We crossed over without incident until we reached the enemy coast, when searchlights fingered the sky without finding us.
By this time it was a very clear night and we could see water reflections sixty miles away. Visibility was excellent. We flew on over enemy territory, meeting occasional A.A. fire and search-lights but we ignored them and picked up the part of the eastern coast line we were looking for, and with our maps pinpointed our exact position. Then we flew on to our target—the floating dock and the Scharnhorst.
Everything was very quiet. The estuary was plainly marked, and as we approached we spotted the German balloon barrage, but still no ground defences were in action.
It was now dead midnight. Just at that moment we saw the A. A. batteries open up on another of our aircraft that was making its attack. We located the position of the defences and decided how we would go in. We were flying fairly high. When we were in position, I gave the Captain the word "Now, sir", and he replied with "Over she goes", and, shutting off his engine, dived to the attack.
I directed my line of sight on the floating dock, which stood out sharply in the estuary, and gave necessary correction to the captain. Searchlights caught us up in the dive, but we went under the beam. Then I had to put the captain into an almost vertical dive as we came on the target. The Scharnhorst couldn't be missed; she stood out so plainly.
By this time a curtain of fierce A.A. fire was floating around us. The defences seemed to be giving everything they had got, and I could clearly see tracers of the pom-pom on the deck of the Scharnhorst at work. Besides that, the shore batteries and other ships in the harbour were doing their best to blow us out of the sky.
We took several heavy jars from exploding shells. The lower part of the starboard tail plane was blown away, the main spar was hit, we got a two-foot hole through the tailplane, which broke a rib, and narrowly missed our rudder post and we had another hole a foot wide through the fuselage.
The rear gunner said he expected to be launched into space any minute, because he felt sure the turret had been shot away. He gets the worst of the jolts back there and, on pulling out of a dive he swung through a much wider arc. But still everything held together, thanks to the splendid material and fine workman-ship that went to the making of our aircraft.
We came down very low to make sure, and when we were dead in line I released a stick of bombs. At that moment, I could only see the ship—gun turrets, masts and control tower. A vast sheet of reddish yellow flame came from the deck, and what seemed to be the heart of the Scharnhorst, right from the edge of the dock across her. The flashes lit the whole estuary, and while we banked to go over the town it seemed as though I was looking up at other ships anchored in the estuary.
We had finished bombing and went off, pursued by A.A. fire, and then circled for height over the quiet waters of the harbour. While we were doing this, we could see fires breaking out on the dockside, and our own comrades going in, one after the other to do their stuff. We saw their bombs exploding dead in the target area. The fires got bigger, and there were a lot of explo¬sions that seemed to come from the middle of the fires until they merged into one vast inferno. One explosion outdid all the others and it was probably either an ammunition dump or oil tanks.
When we began to climb we realised the damage that had been done to us, and so, on reaching height, I gave the captain a course for home. But while we were still over the estuary at only about 1,000 feet, a German A.A. ship opened fire. I turned my front gun and pumped about two hundred rounds at him and he ceased fire.
We flew on down the enemy coast. The rear gunner was chattering all the time something about the fires. We didn't get what he meant at first, but when we were over the coast we turned the aircraft so that we could have a look and we actually pin¬pointed the position, from which we could see it—I don't mean see the glow in the sky, but the actual fire. This distance was eighty-five miles. Then we sent a signal to base, giving our position and telling them that the aircraft was damaged so that they would know where to search for us if anything untoward did happen.
That was the last message we were able to send as we flew into a storm which earthed the aerial and the radio went up in smoke.
Still, damaged as we were, after crossing three hundred and fifty miles of sea, we struck our point only three miles off our bearing, and came quietly home and made a smooth landing. We were bubbling over with excitement at such a successful night's hunting—a bit tired but pretty certain that the Scharnhorst will be unserviceable for many months to come.
Loading a Wellington with 250lb bombs.
A German coastal battery.
My 'Waiting for Clod' thread:
The trouble with the world is that the stupid are cocksure and the intelligent are full of doubt. Bertrand Russell, 1872 - 1970.
Re: While we're waiting for BoB SoW: WWII BBC RAF Broadcasts
Re: RedToo
Nov 2005
Posts: 1,485
Nov 2005
Posts: 1,485
Bolton UK
Part 15.
July, 1940
The following story of a night combat is told by a young Squadron Leader of the R.A.F. who was awarded the D.F.C
Night fighting is a fascinating game. It is rather like a game of rather noisy hide-and-seek or, better still, it is just like a game my brother and I used to play some years ago. We used to climb down into a large maze of stone quarries near our home and then start stalking each other. Our ammunition was sharp stones and the loser the first one to be hard hit. We used to play for hours wriggling on our stomachs slowly gaining a good position and then a hard throw. My brother could throw a cricket ball almost a hundred yards, so the tension was considerable.
The other night at midnight the operational phone rang and I received orders to patrol a certain line. As I ran out to my fighter plane I could hear the sirens wailing in a nearby town. There was no moon and quite a lot of cloud.
I took off and climbed through the clouds. I was excited, for I had waited for this chance for the previous three nights, sitting in a chair all night dressed in my flying clothes and one of those yellow painted rubber life jackets which we call Mae Wests. They are painted yellow so that if we are swimming for hours we can be more easily seen in the water. I had waited from dusk to dawn but nothing whatsoever would come our way, but this night they obviously were coming.
I climbed to my ordered height and remained on my patrol line. After about an hour I was told by wireless that the enemy were at a certain spot flying from N.W. to S.E. Luckily I was approaching that spot myself. The searchlights which had been weaving about beneath light cloud suddenly converged at a spot. They illuminated the cloud brilliantly and there silhouetted on the cloud flying across my starboard beam were three enemy aircraft.
I turned left and slowed down slightly. One searchlight struck through a small gap and showed up the whole of one plane. I recognised the plane as a Heinkel 111. One of the enemy turned left, I lost sight of the other. I fastened on to the last of the three. I got about one hundred yards behind and below where I could clearly see his exhaust flames. As we went out of the searchlights and crossed the coast he went into a shallow dive. This upset me a bit for I got rather high, almost directly behind him. I managed to get back and opened my hood to see better. I put my firing button to fire and pressed it. Bullets poured into him. It was at point-blank range. I could see the tracer disappearing inside but nothing seemed to happen, except he slowed down consider¬ably. I almost overshot him, but put the propeller into the full fine and managed to keep my position.
I fired again in four bursts and then noticed a glow inside the machine. We had been in a shallow dive and I thought we were getting near the sea, so I fired all the rest of my ammunition into him. The red glow got brighter. He was obviously on fire inside. At five hundred feet I broke away to the right and tried to follow but overshot, so I did not see him strike the water. I climbed and at a thousand feet pulled off a parachute flare. As the flare fell towards the sea I saw the Heinkel lying on the water, a column of smoke was blowing from his rear section. I circled twice but there was no movement; no one tried to climb out so I turned and flew for home.
A Hurricane night-fighter taxis to take off.
My 'Waiting for Clod' thread:
The trouble with the world is that the stupid are cocksure and the intelligent are full of doubt. Bertrand Russell, 1872 - 1970.
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text:
Size55 m²
Floor No.1
- Towels
- Parking available
- Balcony/terrace
- Lockable room
- Family/child friendly
Accommodation summary
|20271 Korčula/Karbuni, Općina Blato, Dubrovnik-Neretva County, Croatia
|Property type
|Property ID
|Acceptance rate
|Response time
|A few hours
|Calendar updated
House rules
|Check-in after
|On arrangement
|Check-in before
|On arrangement
|Check-out before
|On arrangement
|Cancellation Policy
|View Details
Reviews of this property
Vi hade bokat en lägenhet på ön Ugljan utanför Zadar. På kartan på bokningen visades exakt var på ön huset låg. När vi var på väg att ta båten till Ugljan visade det sig att vi var inbokade på ön Korcula som ligger ca 300 km därifrån. Wimdu har blandat ihop bilder och adress från Korcula med en kartbild från Ugljan. Vi litade helt på kartbilden. Mycket slarvigt, med tanke på att vi rest från Sverige. Trots att vi påtalat detta har Wimdu fortfarande inte ändrat kartbilden. Så vårt förtroende för Wimdu är tyvärr mycket lågt.
Reviews for this host's other properties
nice little house in suburb of sorrento.
well equipped kitchen and cosy living room.
couldn't stay in the huge garden because of too many moskitos.
garden wasn't very clean at all.
the linen package, we extra paid for, was a joke.
The people were very friendly, the studio offered everything you needed, the bed was comfy and the location was good, just 350 m to the beach. You had your own terrace and parking lot, which was great. It is a very quiet location, good to calm down and relax. For two persons it is very big, I was scared, but of course most of people would enjoy that luxury of lots of space. The accommodation definitely is a great choice for that price!
The location of the apartment was great and the size was excellant plus with a private parking space in France unbelievable. Downside was cleaning fee per person when the floors were SO dirty that you wouldn'd want to walk on them without shoes on.
Danielle was very helpful. The house, next to her family's home was very clean and comfortable. The view of the mountains was wonderful. we highly recommend Landhaus Wegscheider to anyone interested in traveling to the Innsbruck area.
Fab apartment, fab views. All amenities on our doorstep, would highly recommend this apartment, will definitely be booking again. (unfortunately there are no English TV channels so bring a book)
Beautiful view of the Zugspitz from a private patio. Pleanty of room for two couples with 2 bedrooms. Beds very comfortable. Clean with friendly service.
A group of five girls stayed here and it was fantastic! The views were spectacular the location was spot on couldn't fault the apartment it was spotless and the finishing touch of the towels made up as swans on each bed with small toiletries was a lovely touch. We picked up the keys early from the interhome office the lady was extremely helpful. Would highly recommend we will be using this apartment again on our next visit to benidorm. Thank you
perfect!! the host were so accomodating...nice flat with a private pool...100% coming back!
A little romantic house near lake como. It's a historic stone house, which has been restored beautifully. Perfect for two persons, but also possible with two kids.
- Quality assured accommodation
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subset: commoncrawl


text:
Justification, Justify
See also Atone, Atonement; Sanctification
To be pardoned from punishment for sin and declared guiltless. A person is justified by the Savior's grace through faith in him. This faith is shown by repentance and obedience to the laws and ordinances of the gospel. Jesus Christ's atonement enables mankind to repent and be justified or pardoned from punishment they otherwise would receive.
- In the Lord shall all Israel be justified:Isa. 45:25;
- Not the hearers but the doers of the law shall be justified:Rom. 2:13;
- Man is justified through the blood of Christ:Rom. 5:1–2, 9;
- Ye are justified in the name of the Lord Jesus:1 Cor. 6:11;
- Being justified by his grace, we shall be made heirs:Titus 3:7;
- Was not Abraham our father justified by works?:James 2:21;
- By works a man is justified, and not by faith only:James 2:14–26;
- By the law no flesh is justified:2 Ne. 2:5;
- My righteous servant shall justify many, for he shall bear their iniquities:Mosiah 14:11; ( Isa. 53:11; )
- Could ye say that your garments have been cleansed through Christ?:Alma 5:27;
- Justification through the grace of Jesus Christ is true:D&C 20:30–31; ( D&C 88:39; )
- By the Spirit ye are justified:Moses 6:60;


text: Begin your journey to wellness in the stunningly stylish surroundings of a Jiva Spa, ensconced in our most scenic hotels. Permit our physicians to prescribe a personal healing plan just for you, taking into account your body type and lifestyle. Take a deep breath and let the gentle fragrance of natural aroma oils waft over you. Drift off into a drowsy stupor assisted by the nimble fingers of our masseur. Restoring. Refreshing. Rejuvenating. Soothing Spa Sojourns from Taj Holidays are just what you need to restore complete physical, mental and spiritual equilibrium.


text:
by Barry Estabrook
There's Gotta be a Catch(share)
Wherever they have been implemented, so called "catch-share" management programs—which essentially give each fisherman an ownership stake of his quota of the legal catch instead of setting a fleet-wide annual limit—have proven good for fishermen, the fish they catch, and those of us who consume seafood. Catch-share systems have been shown to reduce the decline in fish populations in all areas of the world. So it was good news late last month when the National Oceanic and Atmospheric Administration (NOAA) approved a catch-share plan for bottom-dwelling species caught off the Pacific coast.
The old laws promoted what the industry calls "derby" fishing, where captains would race out to try to catch as much as possible as quickly as possible, regardless of weather or market conditions. The method was also wasteful, encouraging sloppy practices that led to large rates of bycatch (unintended and unmarketable species) and harvests that exceeded the legal limit. In a catch-share system, each fisherman is assured a certain amount of the catch. He can fish when and where he chooses. For consumers, it means a steady supply of local fresh fish, rather than a glut of seafood that has to be frozen or trucked to distant markets.


text:
New York Transit Kindness Wedge Sandal
Sorry, this item is sold out!
Looks like you've got more shoe shopping to do - have fun!
Looks like you've got more shoe shopping to do - have fun!
Item # 233677
This stylish wedge will add a great finishing touch to just about any outfit! With decorative beading, the New York Transit Kindness is the perfect wedge for summer.
- Strappy faux leather upper with beading detail
- Elastic ankle straps
- 2" covered wedge
- Synthetic sole
- Imported
By: Shoefever1
Location: Falls Church, VA
January 17, 2013
"I purchased this sandal last year. It is really cute and goes with a lot of outfits. I wore this sandal out for an evening and unfortunately had to take them off because the straps were digging into my heel and toes and causing a lot of pain. It seems that the sandal is just too narrow and short for my foot. Although it's adorable and I still love the sandal it just isn't right for me. Maybe others will have better luck."
By: Dilu
Location: Tampa, FL
December 21, 2012
Like them
"Had it for 2 Months now and i love them, So comfortable with minimum flat heels"
By: KathyQueenofShoes
Location: San Antonio, TX
November 07, 2012
New York Transit Kindness Wedge Sandal
"Love the shoe; heel height is perfect, style is great for casual or dressy. Only concern is that the elastic ankle straps are really tight. I've been wearing them for an hour or two at a time in order to relax the straps."
By: eagleswings1
October 24, 2012
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text:
Headlines (News Releases)
Laurier Brantford
Laurier receives ministry approval for three new programs
Communications, Public Affairs & Marketing
May 13/13| For Immediate Release
Deborah MacLatchy, Vice-President, Academic and Provost
Kevin Crowley, Director, Communications and Public Affairs
BRANTFORD The Ministry of Training, Colleges and Universities has approved three new programs to begin in fall 2013 at Wilfrid Laurier University.
A Bachelor of Social Work program and a Master of Arts in Social Justice and Community Engagement will be offered at Lauriers Brantford campus, and a Master of Arts in Community Music will be offered at Lauriers Waterloo campus.
We are very pleased to have received approval for these new programs, said Deborah MacLatchy, vice-president: academic and provost. Laurier is focused on providing high-quality academic programming that gives our students integrated and engaged learning opportunities, and these programs will continue to do just that.
The four-year full-time Bachelor of Social Work program follows the standards and guidelines of the Canadian Association of Social Work Education (CASWE) and aims to educate students for generalist social work practice in Canada. The program will offer a unique focus on Aboriginal issues, and includes an examination of the cultural exchanges between Canada's colonial processes and First Nations people. The program will include field placements in third and fourth year, and community service-learning throughout the program.
The MA in Social Justice and Community Engagement will foster students abilities to investigate and understand the root causes of injustice including class, poverty, racism, gender discrimination and a lack of due process that marginalize people and communities. The program includes coursework, a community placement and a major research project that will see students develop the skills to facilitate community capacity development, local-level innovation, sustainability and democratic renewal.
The MA in Community Music is a part-time, interdisciplinary program that balances theory and practice for the development of leadership skills in community music. The program is designed to attract community leaders who are or plan to be engaged in creating or making music in schools, places of worship, ensembles, private studios and elsewhere. The program will typically be completed one course per term, while simultaneously serving in an applied community service placement and conducting a major research project.
All three of these new programs continue to build on Lauriers strength in integrated and engaged learning, with community placements and community service-learning. Through these opportunities, meaningful community placements are combined with traditional classroom learning to better prepare students for the workplace and to develop strong ties to the local communities.


text:
Businesses increasingly want a second pair of eyes to verify their corporate sustainability reporting.¹ Why? It's important to give stakeholders comfort that the information is credible and to uncover areas for performance improvement.
CEOs and boards are recognizing the benefits of corporate responsibility reporting: increasing their profitability, reducing supply chain risks and costs, and garnering sustainability ratings and recognitions, to name a few. Leadership and external stakeholders are setting higher standards for sustainability performance goals such as reducing water use, waste, or greenhouse gas emissions throughout the company and its supply chain; setting revenue goals for products that have environmentally friendly attributes; and lowering costs by improving energy efficiency. Therefore, on corporate websites, in press releases, in annual reports, and in corporate responsibility reports, companies are disclosing their own metrics on sustainability variables such as greenhouse gas emissions, safety records, and community contributions.
Simply by disclosing commitments and performance goals, companies imply that the information can be used for determining a company's health. But companies are still new at this practice and many are using rudimentary and manual methods to collect data. A more rigorous tracking and data collection process, then, will enable companies to better assess risks and opportunities at all levels of the business; to feel confident that their baseline measurements are accurate; to be able to enhance trust with stakeholders; and to ensure fewer errors and restatements.
When companies use data that are outdated or when they restate key metrics from year to year, chances are their reporting programs are not reliable. Certainty with regard to ranges also matters. Half of the companies surveyed for the 2010 Carbon Disclosure Project reported greenhouse gas emissions within a 5 percent range of certainty. But 25 percent of those same respondents did not disclose information about uncertainty ranges, or they do not evaluate uncertainty at all.²
Equally important is the publication in which metrics get reported. Many executives are reluctant to publish sustainability data in their companies' financial reports, fearing that stakeholders would scrutinize the sustainability performance metrics as carefully as they do the companies' financial results. Those who do publish are implicitly sending the message that the environmental and social data have the same rigor as the financial data—but chances are they don't.
To win stakeholders' trust, companies need to be credible with respect to sustainability. How? New software programs exist that will enable companies to automate reporting functions and improve performance metrics. Aside from building a process of disciplined data collection and analysis, companies can also subject their sustainability data to independent, third-party verification. Already, two prominent rating organizations—the Dow Jones Sustainability Index and the Carbon Disclosure Project—seek some level of independent verification as part of their assessments.
While reporting gives stakeholders visibility into company practices, that's not the endgame. Ultimately, companies need this information to drive operational efficiencies and facilitate innovation.


text:
Vans Kress Sneaker - Womens
Sorry, this item is sold out!
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Item # 270980
Lace-up and go in the women's Kress low-top sneaker from Vans! With a pretty pink contrast stitch and lining, these sweet sneaks will make a fun addition to your casual wardrobe.
- Canvas upper
- 6 eyelet lace-up
- Padded collar
- Color contrast fabric lining
- Cushioned insole
- Molded rubber wraparound midsole
- Textured rubber sole
- Imported
- View more Vans
Tell us what you think!
Everyone has an opinion. Here's your chance to share yours! Be the first to write a review of this product and help your fellow shoppers pick the best of the best.


text: For the best in fashion denim, check out this great selection of womens wide leg and straight leg jeans by Cello Jeans. With cute back pockets and a variety of styles, not to mention the comfortable fit, Cello Jeans a great choice for everyday denim with a flair. Browse the full selection of Cello Jeans for women below.


text:
Asheville City Hall is about to emerge, renewed from a 6 million dollar renovation project that began in November 2012. The scaffolding and netting has begun to come down and by the end of the year we will again be able to fully appreciate one of Asheville's architectural jewels. Several Art Deco buildings of rich variety can be found in Asheville and we count ourselves very lucky to enjoy the ornamental detailing they reveal.
The Architecture of downtown Asheville is incredibly varied and spans several styles popularized between the 1880, when the railroad arrived and doubled Asheville's population, and the early 1930s, when the Depression hit Asheville hard. At that time construction ground to a halt due to Asheville's decision to pay off it's debt rather than go bankrupt. In the 50 years that it took to accomplish that feat many historic buildings were spared from the destruction wrought in the name of urban renewal.
In 1928 both the conservative neoclassical Buncombe County Courthouse and the glorious Art Deco Asheville City Hall were built side by side, offering a striking and delightful contrast in styles. Architect Douglas Ellington designed City Hall as well as several other important Art Deco buildings in the area. The First Baptist Church is an Ellington design. A lovely tiled dome topped with a copper cupola sits above the octagonal main auditorium.
Art Deco decorative patterns adorn a more neoclassical design here, as it does on the Federal Court House built in 1929 and designed by James Wetmore and the Grove Arcade. The Asheville High school by Ellington has many similarities in style to City Hall. Ellington's S&W Cafeteria in the heart of downtown drips with rich Art Deco detailing as well. The Wick and Green Building, housing Wick and Green Jewelers is a lovely Art Deco design that originated as a gas station!
When visiting Asheville be sure to take advantage of one of the Historic Asheville tours.
- The Asheville Urban Trail is a self guided tour designed by volunteers and created by the City of Asheville to improve Asheville through public art. Symbols representing five historical eras are carved into pink granite along the trail and each of the 30 stations along the walk includes a piece of art or a bronze plaque that describes it. Urban Trail maps are available at Pack Place, The Visitors Center, many downtown stores and most B&Bs, including A Bed of Roses.
- History at Hand offers guided tours of Downtown, the Montford Historic District and the Historic Riverside Cemetery, located right here in Montford.
- Asheville Tours also offers a 90 minute guided Downtown Architectural History Walking Tour.
- Asheville Mountain Magic offers a self-guided walking tour on their website that is informative and covers all of the architectural styles displayed downtown.
Tags: Art Deco Architecture in Asheville, Asheville Architecture, Asheville City Hall Renovation, Historic Downtown Asheville, Historic Tours of Asheville, Tours of Asheville


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Top Definition
The place where Eastern European snobs get their shmeducation. Also known as Vilnius University Institute of International Relations and Political Science.
I am currently pretending to study at TSPMI.
by mambooo February 04, 2010
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A three month trial run of staying open later at the county libraries has the librarians concerned. They approached the county commissioners at their recent meeting to voice concerns about extending the library closing time to 6 p.m. Commissioner Gary Kofford said they were addressing concerns from patrons who requested that the libraries remain open longer. The old hours were from 9:30 a.m.-5:30 p.m. with the Elmo Library open from 9 a.m.-5 p.m. Commissioner Kofford said they desire to give customer service and be open when the customer needs them.
Librarians expressed concern with the later hours in the winter when it is dark and cold. They mentioned safety issues as well, like being alone after dark in the libraries. The librarians have been keeping records of the use and find very few patrons come in after the 5:30 p.m. mark. Commissioner Kofford wanted to ensure that school children would have adequate time to access computers at the library if they needed help with reports. The librarians reminded the commission that children under 18 cannot go on the internet without a parent present, but can use reference materials on the computer. The libraries haven't seen an increased use by students. They pointed out that in most cases the students are out of school around 3 p.m. which allows adequate time to get to the library.
Commissioner Kofford felt the need to get the word out better to the communities about the later hours. Head librarian, Jerilyn Mathis said they have found out by trial and error that 9:30 a.m.-5:30 p.m. seems to accommodate the patrons better. The librarians mentioned they think they have lost customers between the 9:30-10 a.m. half hour when many patrons utilized the facilities for checking out books or internet use.
The librarians noted that they do have customers who will come in 10 minutes before closing time, no matter what time that is. Commissioner Kofford noted the librarians have some legitimate complaints and they will discuss the issue when the library board meets. For now, the trial basis for the later closing time of 6 p.m. will continue at the local libraries.


text:
Noah Resnick
What you'll take away
You'll take away a respect and a desire for experimentation within the design studio, a realization that design and research are compatible, and that collaboration — not with just myself, the professor, but with your colleagues — is essential to producing great work.
What I like about teaching you
My favorite part about teaching students, especially at University of Detroit Mercy, is how much I continue to learn from you. I hope that every discussion we have is a collaborative one, a back-and-forth of concepts and ideas that we feed each other to make your work better.
I will be available to you
The UDM School of Architecture is a very small school and we pride ourselves on the close relationships that we have with our students. If you wanted to talk to me outside of class time, I would always make myself available. On the other hand, the way the studios are run is based on one-on-one communication between me and you, where I can critique your work and talk about other academic issues as well.
We want great things for you
What I want is for you to want great things for yourself. I'm there to push you, to challenge you and help shape you into a creative designer, architect and urban designer so that you can understand your role in the shaping of the city that you live in.
You might like to know
You may like to know that the way I teach architecture and urban design is the way I practice architecture and urban design. When I have a project — for instance, a design of a park in downtown Detroit — I bring that into the classroom so you can experience first-hand the process of design.
I was featured in "My Jewish Detroit"
The online magazine My Jewish Detroit published a June 2015 conversation with me, "On building community brick-by-brick, block-by-block." One of the quotes in the article is, "I started teaching to become a better architect. And now I practice to become a better teacher." Check out the article.


text:
Mix No. 6 Samperi Tassel Crossbody Bag
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text:
|Posted by suzette on March 29, 2002 at 12:00:21:
|In response to Re: TUBS: Cast Iron vs. Acrylic
Thanks! But can you tell me if they easily scratch? What about Ultra brand or is there another that is a top acrylic tub maker? Kohler?
: : Help! I can't make a decision and could use some advice. I'm remodeling 2 full baths and need to order all new fixtures. I have cast iron tubs now and will be removing these (too shallow). I've always equated cast iron with high quality however my plumbing supplier suggested a heavy acrylic instead. She suggested the Ultra bath tubs. Ultra makes thermo-masseur baths using air jets. I would order the normal non-jet tubs instead, which they also make.
: : Anyway, I like quality stuff but at good value, and plan to install tumbled marble, frameless shower doors, Toto toilets etc. Should I go with cast iron or acrylic tubs? I should mention that I have 2 little kids. I'm thinking acrylic definitely for their bathroom. Is Ultra a good brand or is there another?
|Replies to this post


text:
This accident today on a local highway just goes to show exactly why I am crazy carseat Mom. My 9 year old was just moved out of a high weight 5 point harness last year, and my 6 year old is still in one. They don't wear coats in their seats, and I actually found a carseat tech who trained me on how to properly install my seats in my van. I do know that even doing everything that I have done to protect my kids doesn't mean they would be 100% safe even more so in something like this, but I want to do what I can so I never feel guilty!
The video does have a lot of bad language so I sugest just turning off your volume. It makes my stomach knot up, but it also reminds me that life can change in the matter of a moment! You have been warned!


text:
Introduction | Science | Tools | Partners
Placing Economic Value on Africa's Natural Resources04/
Nairobi, 4 December 2013 - Wealth accounting and the valuation of ecosystem services are critical to Africa's future growth, as the continent undergoes unprecedented development.Projections point, for example, to broad-based acceleration in growth in Sub-Saharan Africa to around 5.5 per cent in 2013-2014, reflecting robust domestic demand and increased investment in export-oriented sectors as the main economic drivers, according to the IMF World Outlook 2013.Achieving long term development and poverty alleviation in Africa relies on the sustainable and optimal management of the natural resource base. Natural capital is a critical asset, especially for low-income countries, where it makes up around 36 per cent of total wealth, according to recent World Bank estimates. The international conference on "Valuation and Accounting of Natural Capital for Green Economy (VANTAGE)" in Africa - taking place in Nairobi on 3 and 4 December 2013 - brings together African ministers, renowned economists, scientists and development experts to review and recommend policy action towards incorporating the valuation of natural resources and ecosystems services in development planning and accounting.UN Under-Secretary General and UNEP Executive Director, Achim Steiner, said, "Natural accounting and valuation is not a fringe activity, but a cornerstone of the wealth of nations upon which sustainable, equitable and prosperous societies will be built." "Africa stands to be a key player in the framing of a landscape of more intelligent management of the natural world - because Africa still has many of the resources that elsewhere in the world are increasingly in short supply. Sustainably managed resources can benefit and grow Africa domestically and globally while becoming a beacon of profiting from its rich and abundant nature-based assets," said Mr. Steiner."The time has now come to ensure that by 2015 - when the UN's Millennium Development Goals transcend into the Sustainable Development Goals - the global community has the strategies and the policies in place to ensure that nature is fully integrated into economies everywhere in a convincing way that leaves no margin of doubt in the minds of governments, business and wider society that a transition towards an inclusive Green Economy is not just about reforming and retooling energy infrastructure to new patterns of mobility - but is predicated on a new and fundamental relationship between economy and the 'soft infrastructure' of nature and its true wealth and value to us all", he added.As of 2005, half of Africa's most biologically rich terrestrial areas lost more than 50 per cent of their area due to cultivation, degradation or urbanisation. In Kenya, for example, deforestation stripped the country's economy of an estimated US $68 million in 2010, dwarfing the economic benefits gained from industries such as forestry and logging. According to the World Bank, Africa's population is expected to increase by approximately 800 million people by 2040. This projected increase will put even more pressure on the continent's natural resources."This year marked the celebration of the 50th Anniversary of the Organization of African Unity predecessor to the African Union with a new vision, Africa's 'Agenda 2063' which charts the continent's trajectory to prosperity," said Tumusiime Rhoda Peace, Commissioner of the Department of Rural Economy and Agriculture of the African Union Commission.She added: "Natural resources are a critical asset to many African communities and nations who depend almost entirely on ecosystems for their survival and economic development. Knowing the value of our natural capital does not only contribute to the optimal use of our resources but also makes it possible to resolve trade offs across time and space. The VANTAGE initiative is exactly what we need in this continent. This will pave the path for effective and efficient use of natural capital." Innovative wealth indicatorsRecent years have seen a growing recognition that a new system of resource valuation and accounting is urgently needed, in particular to help countries more accurately assess the wealth and wellbeing of their populations.In May 2012, 10 African countries, along with various public and private organizations, adopted the Gaborone Declaration, which outlines a set of concrete principles and development goals that include valuing natural capital in the development planning process. One month later, the Rio+20 Summit outcome document, The Future We Want - endorsed by more than 190 countries - called for broader measures of progress to complement conventional indices, such as GDP.Released alongside the Rio conference, the Inclusive Wealth Report 2012 - published jointly by UNEP and the United Nations University's International Human Dimensions Programme on Global Environmental Change (UHU-IHDP) - provided a rethink of traditional economic and development yardsticks. It introduced a new indicator, known as the Inclusive Wealth Index (IWI), which is aimed at revealing the true state of a nation's wealth and the sustainability of its growth, beyond GDP.For example, if measured by GDP, the economies of China, the United States, Brazil and South Africa grew by 422 per cent, 37 per cent, 31 per cent, and 24 per cent respectively between 1990 and 2008. However, when assessed by the IWI, the Chinese and Brazilian economies only increased by 45 per cent and 18 per cent. The United States' grew by just 13 per cent, while South Africa's actually decreased by 1 per cent.In fact, a full 25 per cent of the countries studied by the report showed a positive trend when measured by GDP per capita and by the Human Development Index (HDI) were found to have a negative IWI per capita. The primary driver of this difference in performance was those countries' declines in natural capital.Valuing ecosystemsOther recent studies have also explored the benefits of placing a value on critical natural resources.A 2011 UNEP report entitled, Putting Ecosystem Management in the Vision of Africa's Development, focuses specifically on ecosystems and ecosystem services - which include the multitude of resources and processes that are supplied by ecosystems, from the production of food and water, to the control of climate and disease, to water cycling and crop pollination.According to the report, growth accounting without explicit valuation of ecosystem services is an incomplete analytical frameworkIt finds that there is an urgent need to increase national awareness of the role of ecosystem services in the development process and to work towards relevant legislation and institutional reforms. Ecosystems serve a myriad of purposes in both the earth's natural processes and in human life, and contribute significantly to a nation's wealth. Without full valuation of less-tangible benefits from ecosystems, their exploitation will remain unsustainable and degradation inevitable.Some examples of the potential economic value of ecosystems are: Forestry in Tanzania is officially close to 2.3 per cent of GDP, however research suggests that if the wider benefits are factored in, the real contribution is over 4 per cent of GDP. Emerging research suggests that the contribution of the value of forests to the GDP of Uganda is around US $136 million, which amounts to about 4 per cent of GDP.An estimated 486,000 work opportunities were created in South Africa in environmental rehabilitation programmes since 1995. In addition, 85,000 jobs were created through formal conservation of protected areas in game ranching and ecotourism. "Decoupling" resource consumption and economic growthPlacing a value on natural resources also demands a rethink of the traditional links between resource use and economic prosperity - separating environmental "bads" from economic "goods".By 2050, humanity could devour an estimated 140 billion tonnes of minerals, ores, fossil fuels and biomass per year - three times its current appetite - unless the economic growth rate is "decoupled" from the rate of natural resource consumption. According to a UNEP report entitled, Decoupling natural resource use and environmental impacts from economic growth, technologies that have helped humanity extract ever-greater quantities of natural resources must be redirected to more efficient ways of using them.Some improvements have been seen. Over the past century, pollution controls and other measures have reduced the environmental impacts of economic growth. And, thanks to innovations in manufacturing, product design and energy use - aided by the rising number of people living more efficient lifestyles in cities - the global economy has grown faster than resource consumption growth.However, the report notes that those improvements have been relative. In absolute terms, total resource use grew eight-fold, from 6 billion tonnes in 1900 to 49 billion tonnes in 2000. It stresses that more remains to be done to reduce resource consumption while meeting the development needs of an equitable and sustainable society.Deforestation in Kenya: a case study in natural resource accountingIn Kenya, recent economic valuations of the country's forests have catalyzed a response to conserve and rehabilitate that vast natural resource. Deforestation deprived Kenya's economy of an estimated 5.8 billion shillings (US $68 million) in 2010, far outstripping the roughly 1.3 billion shillings injected from forestry and logging each year, according to a joint report by the Kenya Forest Service (KFS) and UNEP. The Role and Contribution of Montane Forests and Related Ecosystem Services to the Kenyan Economy, released in 2012, points out that the contribution of forests is undervalued by some 2.5 per cent, putting the estimate of its annual contribution to GDP at around 3.6 per cent. Between 2000 and 2010, deforestation of the country's water towers amounted to an estimated 50,000 hectares, leading to a reduced water availability of approximately 62 million cubic metres per year. This has also affected Kenya's economy, which is vulnerable to inflation spikes during periods of drought.In response, the Kenyan government is now working to rehabilitate the water towers, in particular the Mau Forest Complex. Between 2011 and late 2012, more than 21,000 hectares of forestland were repossessed and some 10,000 hectares were rehabilitated. A number of programmes and activities also were launched to improve the livelihoods of communities living in and adjacent to the forests. Notes to Editors:Download the Inclusive Wealth Report 2012 at: http://www.ihdp.unu.edu/article/iwrFor more information please visit:Wealth Accounting and Valuation of Ecosystem Services (WAVES) partnership: http://www.wavespartnership.org/waves/Project for Ecosystem Services (ProEcoServ): http://www.proecoserv.org/UNEP-UNDP Poverty-Environment Initiative: http://www.unpei.org/The Economics of Ecosystems and Biodiversity (TEEB): http://www.teebweb.org/UNEP Ecosystems Management: http://www.unep.org/ecosystemmanagement/UN Statistics Division: http://unstats.un.org/unsd/default.htmUNEP Media Contacts:>Shereen Zorba, Head, UNEP Newsdesk on Mobile: +254 788 526000, Email: firstname.lastname@example.com Gorelick, UNEP Newsdesk (Nairobi) on Tel. +254 20 762 3088, Mobile: +254 71 621 4041, Email: firstname.lastname@example.com


text:
My Favorite Things event is technically over. But I have a few giveaways still going and some I haven't even listed yet! So the following are still up or are to be up as soon as I get a chance to them done.
Ends July 7th
Hazelaid (Hazelwood, baltic amber and magnetic healing jewelery) review and giveaway (winners choice! INTERNATIONAL!!!) – Yet to be posted


text:
Skip to comments.Watt a mess! Power lines hit homeowner with financial jolt(Stupidity alert)
Posted on 12/28/2006 5:17:17 AM PST by GQuagmire
A North Attleboro man faces financial ruin because he built a new home so close to dangerous high-voltage transmission lines that fluorescent bulbs inside the house light up without even being plugged in. The electric currents running through the two-story home are considered so potentially harmful that the towns fire department has strung caution tape around the house while an electrical inspector has refused to issue a final permit out of fear someone might get electrocuted. The homes metallic door knobs and exterior shingles give off mild electric jolts when touched, while flowing currents are strong enough to light up fluorescent bulbs on their own, the homeowner and experts agree. I spent everything I had, said Chris Zagami, who invested up to $70,000 of his own money and took out a $290,000 construction loan to build the 1,700-square-foot home just 27 feet from giant overhead 345,000-volt transmission lines owned by National Grid. Zagami, 30, whose bank is now threatening to call in its loan, blames the fiasco on others, including the town of North Attleboro for issuing him a building permit and National Grid for allegedly constructing one transmission tower years ago too close to his property.
Financially, Im so in over my head that its ridiculous, said Zagami, a phone-company technician who grew up only 50 yards away from his new home on Lindley Street in North Attleboro.
The building inspector who issued the permit no longer works for the town. John Rhyno, a town selectman, said he wants to know why the town issued a building permit in the first place, though he maintained theres nothing in state statutes that sets guidelines for building homes close to transmission lines.
You would think common sense would have prevailed before construction started, he said of everyone involved, including Zagami.
A spokeswoman for National Grid, which owns the transmission lines, said Zagami has no one to blame but himself for proceeding with construction last year without getting the companys permission.
Debbie Drew, the spokeswoman, said Zagami built his home on National Grids easement and ignored its repeated warning to stop.
Zagami, who is single and whose now largely completed home sits abandoned, said his surveys show that National Grid actually built one transmission tower off of its easement years ago.
My life is being destroyed, said Zagami, of the financial crunch hes now facing. I was trying to live the American dream and now Im getting killed.
Perhaps he could sell to a nice family of robots.
Most people have to get building permits in every county in the USA before building. Not sure how he got around this. This could have been prevented with just a little planning.
Maybe he did plan it...
Usually phone techs are a little sharper than this guy.
His first clue should have been when the redimix truck turned into a giant welding rod.
You would think common sense would have prevailed Big mistake - That was so yesterday!
Today you must go on the premise that everyone you meet is an idiot with no common sense. Much safer.
I can't see how anyone working on the house when it was being built could fail to notice that slight tingling sensation every time they handled a metal object. You would think that would serve as a warning something was wrong.
Well... The power company has to have an easement for their towers. Either the home owner built his home on the easement or the power company put their tower on his property. If he's on the easement he's screwed - and stupid. The city may have some liability if the house is where it was approved to be. Now if the power company put their tower on his land - and not the easement - the power company has a problem. They're going to own the lot and the house for whatever market value is.
Most wives wouldn't have allowed this. Sometimes nagging and bitching has a purpose.
Well, he needs to turn his house into a grounded Faraday cage - i.e. tinfoil wrap it, [aluminum siding would do, if he grounds it well]. Ditto for the external doors- the surface on which the doorknobs are mounted is to be connected to the ground as well.
Needs a Faraday shield.......
Wouldn't the architect/builder bear some responsibility too?.....
If the power company has made the land unusable by misplacing the transmission lines then the power company is responsible for reimbursing the owners for the use of their property. Also the power company would be responsible for any persons injured by this action.
This story has POTENTIAL!
The guy was issues a permit. From the article:
The building inspector who issued the permit no longer works for the town. John Rhyno, a town selectman, said he wants to know why the town issued a building permit in the first place, though he maintained theres nothing in state statutes that sets guidelines for building homes close to transmission lines.
A realistic solution to the problem...shielding.
The first order of business is, is it on his property or the power company easement?
If it is on the easement and a architect/civil engineer did the lot plan and the easement is properly marked they likely share in the liability. It is also the reponsibility of the civil engineer to know the set back requirements, not the home owner.
AC come, DC go.
typing like a cat this morning....
What steps did the power grid take to stop him beyond "warnings"? The home owner will prevail.
What is just about squat.
The dope should grow dope under the fluorescent bulbs...lol
Which is just about squat.
Through his own stupidity, the man's life has GROUND to a halt and is now in NEUTRAL.
THat and the fact that thier power tools worked without plugging them in, and the batteries on the hand held ones stayed fully charged even through a full days use.
What steps did the power grid take to stop him beyond "warnings"? The home owner will prevail.
Bigger question;Why on earth would anyone build a home that close to power lines in the first place?
That would be spooky as hell!
You've got to understand this is Massholechusetts. The bureaucracy in this state will have you doing back flips over what type and size grease trap you need for a dishwash sink in a restaurant, but will turn around and give a building permit to build a house 27 feet from high voltage lines. Socialism,ain't it great !!!
Yeah, but how low are his electric bills?
Ohm man, you just couldn't resist, could you?
It would be what the market value would be if the power line were properly located on the easement.
And this is all assuming that it is not properly on the easement.
If he built his house on the power company easement then his only recourse is if the easement isn't properly recorded and if it is properly recorded why the civil engineer that did the site plan didn't locate the house with the required set backs. In California anyway, only a certified engineer can do the site plan. There are many issues to consider. Drainage, set backs, easements, topology, fire truck access etc.
Wouldn't the architect/builder bear some responsibility too?.....
Guaranteed this moeron got some of his buddies in the trades and built the house themselves.The blueprints for the house were probably gotten online.
C'mon guys... we have a new mission! Lets get charged up!"
I used to live in an apartment 30 years ago that was practicallly right underneath some HV Tower power lines. My stereo system of the time (Pioneer/Marantz) had a constant BUZZZZZZZZZZ................
No I couldnt. In fact I am still laughing about it.
Pretty much does in AM reception too...
Can a tech savvy FReeper explain how power "leaks" from transmission lines? I should think they'd be well insulated.
Ya think?
Look up, see wires, feel buzz...
Lots of live wires on this thread.
Disclaimer: Opinions posted on Free Republic are those of the individual posters and do not necessarily represent the opinion of Free Republic or its management. All materials posted herein are protected by copyright law and the exemption for fair use of copyrighted works.


text:
Vanishing Point helps the reader develop the fundamentals of perspective drawing. Included are complete instructions for drawing in one-, two- and three-point perspective; also four- and five-point curvilinear perspective. The step-by-step instructions use full-color real scenes. Shortcuts and tips offers the reader a new way of looking at perspective no matter what the skill level.
Author: Jason Cheeseman-Meyer
Publisher: Impact, 2007
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