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New windmill article

Mill Lane Mill is a Grade II listed tower mill at Carbrooke, Norfolk, England which has been conserved with some machinery remaining.

History

Mill Lane Mill was built in 1856, replacing a post mill which had been standing in 1811. The mill was built for Richard Dewing of Carbrooke Hall. Dewing died on 22 November 1876 and the estate was managed by Edward May Dewing. A steam engine had been installed as auxiliary power by 1888, driving a separate pair of millstones. The mill was offered for sale by auction on 30 July 1900 at the Mart, London EC. It was bought by Herbert Jeremiah Minns, who was the sitting tenant. The mill was part freehold and part copyhold. A pair of sails from Little Cressingham were fitted in 1920. Minns died on 16 August 1921 and the mill passed to his son Herbert Willie Minns. In 1932, the sails were removed by Martins, millwrights of Beccles, Suffolk.

In that year a 1911 13/17 hp (10/13 kW) Crossley hot bulb paraffin engine was installed. This has previously powered a searchlight during the First World War and had subsequently been used at Hall Farm, Carbrooke. Milling continued until 1943 using the engine as the source of power. The mill was conveyed to Herbert Henry Minns on 1 August 1967. The cap frame and windshaft were removed in October 1979 by millwright John Lawn and a temporary cap fitted to the mill. Later, a small wind turbine was affixed to the top of the tower. The mill retains all machinery from wallower down.

Description

Mill Lane Mill is a five storey tower mill. The tower is 17 feet (5.18 m) internal diameter at ground level with walls 2 feet (610 mm) thick. It had a boat shaped cap winded by an eight bladed fantail. There were four double Patent sails, carried on a 12 feet 6 inches (3.81 m) longcast iron windshaft. The last sails carried were an odd pair. Those on the inner stock had eight bays of three shutters while those on the outer stock had nine bays of three shutters. The latter sails had previously been on Little Cressingham Mill. The windshaft was cast by W H Wigg & Co, millwrights of East Dereham, and dates to 1879/80. The brake wheel drove a cast iron wallower which was cast by G R Cowen & Co, Nottingham and dates to 1871 at the earliest. Other machinery in the mill is said to have been made in Belgium. It was made to metric measurements. The 8 feet 6 inches (2.6 m) diameter great spur wheel is of cast iron with wooden cogs. The stone nuts are of cast iron. One has 20 cogs, one has 24 cogs and the third has 25 cogs.

Millers

• Henry Knights (1856-63)
• George Goddard (1863-78)
• Samuel Goddard (1879-90)
• Herbert Jeremiah Minns (1892-1921)
• Herbert Willie Minns (1921-43)

Reference for above:-

Public access

Culture and media

References

External links

• Windmill World webpage on Carbrooke Mill.

Category:Windmills in Norfolk Category:Tower mills Category:Grinding mills Category:1856 architecture Category:Grade II listed buildings in Norfolk Category:Grade II listed windmills

New Ship article

History
Name	list error: <br /> list (help) Empire Baxter (1941-46) Paris (1946-54) Westford (1954-58) Severn River (1958-59) Huseyin Kaptan (1959-63)
Owner	list error: <br /> list (help) Ministry of War Transport (1941-46) Reardon Smith Line Ltd (1946-54) Duff, Herbert & Mitchell Ltd (1954-58) Compagnia Atlantica-Pacifica (1958-59) R & E Sadiklogu Ortaktari (1959-63)
Operator	list error: <br /> list (help) Haldin & Phillips Ltd (1941-46) Reardon Smith Line Ltd (1946-54) Duff, Herbert & Mitchell Ltd (1954-58) Compagnia Atlantica-Pacifica (1958-59) R & E Sadiklogu Ortaktari (1959-63)
Port of registry	list error: <br /> list (help) Barrow in Furness (1941-46) Bideford (1946-54) London (1954-58) Panama (1958-59) Turkey (1959-63)
Builder	Vickers Armstrongs Ltd, Barrow in Furness
Launched	8 October 1941
Completed	December 1941
Identification	list error: <br /> list (help) UK Official Number 167740 (1941-58) Code Letters BCSJ (1941-58)
Fate	scrapped 1963
General characteristics
Tonnage	7,024 GRT
Length	433 ft (131.98 m)
Beam	56 ft 2 in (17.12 m)
Draught	34 feet 4 inches (10.46 m)
Propulsion	Triple expansion steam engine 516 horsepower (385 kW)

Empire Baxter was a 7,024 GRT cargo ship which was built by Vickers Armstrongs Ltd, Barrow in Furness in 1941.

Career

Cape Berkeley was built by Consolidated Steel Corporation, Wilmington, California as a Type C1-S-AY1 Landing Ship, Infantry. She was launched on 12 July 1943 and completed in October 1943 as Empire Battleaxe. Cape Berkeley was 6,711 GRT but Empire Battleaxe was 7,177 GRT.

Empire Battleaxe was transferred under the terms of lend lease shortly after being completed. She was chartered by the Ministry of War Transport and operated under the management of Cunard White Star Line. She came to the United Kingdom as part of Convoy HX267, which departed New York on19 November 1943. Empire Battleaxe was carrying a cargo of fishCite error: The <ref> tag has too many names (see the help page). The flotilla that Empire Battleaxe was in comprised of four ships, the others being SS Empire Broadsword, SS Empire Cutlass and HMS Glenearn. Empire Battleaxe was close to HNoMS Svenner when that ship was torpedoed and sunk by E-boats. Among those she carried to Normandy was the actor David Niven. After landing her troops, Empire Battleaxe returned to the United Kingdom to collect a second wave of troops. Empire Battleaxe was then commissioned into the Royal Navy as HMS Empire Battleaxe.

In August 1944, HMS Empire Battleaxe was sent to the Pacific as part of Force X. She sailed in a convoy of seven ships comprising SS Clan Lamont, SS Empire Arquebus, HMS Empire Battleaxe, SS Empire Mace, SS Empire Spearhead, and HMS Glenearn. The convoy sailed from Greenock on 3 August via New York and the Panama Canal, arriving at Suva, Fiji, where the convoy dispersed, in late September. HMS Emipire Battleaxe then sailed to Bougainville Island, Papua New Guinea, arriving on 25 October. Australian troops aboard HMS Empire Battleaxe took part in the Bougainville Campaign. She departed Bougainville Island on 14 January 1945 and sailed to Hollandia, Dutch New Guinea, arriving on 2 February. HMS Empire Battleaxe then joined a convoy bound for the Philippines. She was towing a number of LCMs which reduced her speed to 5 knots (9.3 km/h). She arrived at Lingayen Gulf on 18 February where her Landing Craft were involved in the retaking of the Phillipines from the Japanese. HMS Empire Battleaxe departed the Lingayen Gulf with a consignment of American ex-PoWs, arriving at Sydney, Australia on 19 March. HMS Empire Battleaxe departed Sydney on 11 April 1945, bound for Falmouth where she was to be refitted.

In 1945 she was renamed HMS Donovan, under which name she served out the remainder of the war. After the war ended she was returned to the Ministry of Transport in 1946, her name reverting to Empire Battleaxe.

She was returned to the United States Maritime Commission in 1947 and renamed Cape Berkeley in 1948. It was then proposed to sell her to China, where she was to be named Hai C. The sale was subsequently cancelled. She was renamed Empire Battleaxe in 1950 and laid up in the James River, Virginia. Empire Battleaxe was scrapped at Kearny, New Jersey in May 1966.

Official Numbers and Code Letters

Cape Berkeley used the Code Letters KYFJ in 1943 Empire Battleaxe had the UK Official Number 169703 and used the Code Letters MYMN.

Sources

• Colledge, J. J.; Warlow, Ben (2006) . Ships of the Royal Navy: The Complete Record of all Fighting Ships of the Royal Navy (Rev. ed.). London: Chatham Publishing. ISBN 978-1-86176-281-8.
• Fowler, Karin J (1995). David Niven: A Bio-bibliography. Greenwood Publishing Group. ISBN 0313280444.
• Finch, Ted (2001). "EMPIRE - B". THE 'EMPIRE' SHIPS. mariners-l.co.uk. Retrieved 2008-11-24.
• Mitchell, W H, and Sawyer, L A (1995). The Empire Ships. London, New York, Hamburg, Hong Kong: Lloyd's of London Press Ltd. pp. p346. ISBN 1-85044-275-4. {{cite book}}: |pages= has extra text (help); Cite has empty unknown parameter: |month= (help)CS1 maint: multiple names: authors list (link)

References

External links

• Combined Ops

Template:Empire B ships

Category:Royal Navy troop ships Category:Troop ships of the United Kingdom Category:Ships built in Los Angeles, California Category:1943 ships

New list

This is a list of windmills in Ireland, split by the thirty-two counties that comprise the island.

Locations

Antrim

Armagh

Carlow

Cavan

Clare

Cork

Donegal

Down

Location	Name of mill and coordinate	Type	Maps	First mention or built	Last mention or demise	Photograph
Ballyhalbert	Ballyhalbert Mill	Tower			1939, gone by 1945
Ballyholme	Ballyholme Mill				Burnt down 9 July 1922
Ballywalter	Ballywalter Mill 54°32′45″N 5°29′17″W / 54.54581°N 5.4881°W / 54.54581; -5.4881	Tower
Boardmills	Boardmills Mill 54°28′12″N 5°55′43″W / 54.46999°N 5.9287°W / 54.46999; -5.9287	Tower		1813
Cloghy	Cloghy Mill 54°26′21″N 5°27′56″W / 54.43922°N 5.4656°W / 54.43922; -5.4656	Tower
Crawfordsburn	Crawfordsburn Mill 54°39′40″N 5°43′33″W / 54.66098°N 5.7258°W / 54.66098; -5.7258	Tower		1830
Greyabbey	Greyabbey Mill 54°31′11″N 5°32′57″W / 54.51984°N 5.5493°W / 54.51984; -5.5493	Tower
Holywood	Holywood Mill 54°38′38″N 5°49′29″W / 54.64390°N 5.8248°W / 54.64390; -5.8248	Tower
Killinchy	Killinchy Mill 54°27′08″N 5°39′55″W / 54.45223°N 5.6653°W / 54.45223; -5.6653	Tower
Killough	Killough Mill 54°15′15″N 5°38′45″W / 54.25416°N 5.6458°W / 54.25416; -5.6458	Tower
Knockinelder	Knockinelder Mill 54°23′07″N 5°28′08″W / 54.38537°N 5.4690°W / 54.38537; -5.4690	Tower
Millisle	Ballycopeland Mill 54°36′28″N 5°33′22″W / 54.60781°N 5.5561°W / 54.60781; -5.5561	Tower		Late C18th
Newtownards	Newtownards Mill 54°36′52″N 5°41′18″W / 54.61447°N 5.6884°W / 54.61447; -5.6884	Tower
Portaferry	Portaferry Mill 54°22′47″N 5°32′28″W / 54.37961°N 5.5412°W / 54.37961; -5.5412	Tower
Poyntzpass	Poyntzpass Mill	Tower
Saintfield	Saintfield Mill 54°27′51″N 5°49′30″W / 54.46406°N 5.8251°W / 54.46406; -5.8251	Tower
Warrenpoint		Tower

Dublin

Location	Name of mill and coordinate	Type	Maps	First mention or built	Last mention or demise	Photograph
Dalkey	Dalkey Quarry	Wind engine		1860	Late C19th
Dublin	St Patrick's Mill 53°20′38″N 6°17′02″W / 53.34398°N 6.2840°W / 53.34398; -6.2840	Tower		c1757
Garristown	Garristown Mill 53°33′47″N 6°23′38″W / 53.56316°N 6.3939°W / 53.56316; -6.3939	Tower
Skerries	Shallock Hill Mill 53°34′28″N 6°06′48″W / 53.57455°N 6.1132°W / 53.57455; -6.1132	Tower		1578
Skerries	Great Mill 53°34′30″N 6°06′37″W / 53.57501°N 6.1103°W / 53.57501; -6.1103	Tower		Late C18th

Fermanagh

Galway

Kerry

Location	Name of mill and coordinate	Type	Maps	First mention or built	Last mention or demise	Photograph
Tralee	Blennerville Mill 52°15′24″N 9°44′14″W / 52.25669°N 9.7373°W / 52.25669; -9.7373	Tower		1800

Kildare

This section needs expansion with: date-June2009. You can help by adding to it.

Kilkenny

Laois

Leitrim

Limerick

Londonderry

Longford

Louth

Mayo

Meath

Monaghan

Ofally

Roscommon

Sligo

Tipperary

Tyrone

Waterford

Westmeath

Wexford

Wicklow

Maps

• 1778 Taylor & Skinner's map of Louth
• 1836 Ordnance Survey

Notes

Mills in bold are still standing, known building dates are indicated in bold. Text in italics denotes indicates that the information is not confirmed, but is likely to be the case stated.

Sources

Unless stated otherwise, the sources for these entries are Windmill World, Eire mills and Windmill World, Northern Ireland mills

References

Category:History of Yorkshire Category:Visitor attractions in Yorkshire Category:Windmills in Yorkshire Category:Lists of windmills

New list 2

This is a list of all known windmills in Great Britain which had more than four sails.

Five sails

Location	Name of mill and grid reference	Type	Maps	First mention or built	Last mention or demise	Photograph
Alford, Lincolnshire	Hoyles Mill TF 457 765	Tower		1813	Windmill World
Beverley Yorkshire	Union Mill Anti-mill TA 022 385	Tower		1802	Demolished 1897 Windmill World
Beverley, Yorkshire	Hither Mill First Mill Low Mill	Tower	1775	1773	Demolished 1856
Brigg, Lincolnshire	Bratley's Mill Mill Place Mill	Tower			Demolished 1930
Brigg, Lincolnshire	Scawby Brook Mill SE 987 067	Tower
Burgh le Marsh, Lincolnshire	Dobson's Mill TF 503 649	Tower		1844	Windmill World
Cleethorpes, Lincolnshire	Mill Place Mill	Tower
Coningsby, Lincolnshire	Coningsby Mill TF 224 579	Tower		1826	Demolished 1970	150px
Donington, Lincolnshire	Rippon's Mill TF 204 355	Tower
Driffield, Yorkshire	North End Mill	Tower		1819	Demolished c1882
East Kirkby, Lincolnshire	East Kirkby Mill TF 333 623	Tower		1820	Windmill World
Epworth, Lincolnshire	Subscription Mill	Tower		1805	Demolished 1921
Gainsborough, Lincolnshire	Ashcroft Mill Floss Mill	Tower		1826	Standing in 1923, gone by 1953
Gainsborough, Lincolnshire	Union Mill SK 806 907	Tower		c1804	Standing 1920s, gone by 1939
Gainsborough, Lincolnshire	Spital Hill Mill SK 822 904	Tower		1816	Windmill World
Goole, Yorkshire	Timms Mill SE 740 239	Tower		Late C18th or early C19th	Windmill World
Heckington, Lincolnshire	Pocklington's Mill	Tower		1830	Blown down 1890
Hessle, Yorkshire	Cliff Mill TA 022 254	Tower		1806	Windmill World
Horncastle, Lincolnshire	Spilsby Road Mill TF 266 696	Tower		1843	Windmill World
Hornsea, Yorkshire	Brickworks, (site later occupied by Hornsea Pottery)	Tower		1865
Hull, Yorkshire	Damson Lane Mill			1843	1912
Hull, Yorkshire	Stoneferry		1775	1775	1841
Hull, Yorkshire	Stoneferry (2nd mill)			1841	1841
Hull, Yorkshire	Cent-per-Cent Street Mill	Smock		1820s	1820s
Islington, Middlesex	White Lead Mill TQ 328 839	Tower		1786	1868
Kirton in Lindsey, Lincolnshire	Saw mill	Tower		1809
Laceby, Lincolnshire		Tower
Louth, Lincolnshire	Hubbard's Mill	Tower
Leeds, Yorkshire	Flint Mill			1758	1774
Margate, Kent	Pumping Mill	Tower	1858	1858	Standing in 1894
Nuneaton, Warwickshire	Tuttle Hill Mill SP 340 933	Tower		1821
Sandhurst, Kent	Ringle Crouch Green Mill TQ 804 284	Smock	1858 1903	1844	Demolished 1945 Windmill World
Scartho, Lincolnshire	Scartho Mill TA 267 071	Tower		1869	Standing in 1950s, gone by 1978
Seaton Ross, Yorkshire	Preston's Mill SE 774 418	Tower			Demolished 1953
Skerries County Dublin	Great Mill 53°34′30″N 6°06′37″W / 53.57501°N 6.1103°W / 53.57501; -6.1103	Tower		Late C18th
Skirbeck, Lincolnshire	Maud Foster Mill Ostler's Mill TF 332 447	Tower		1819	Windmill World
Wakefield	Flint Mill	Smock		1755
Wakefield	Oil Mill	Smock		1755
Wainfleet, Lincolnshire	Salem Bridge Mill TF 495 586	Tower		c1820	Windmill World
Winteringham, Lincolnshire	Winteringham Mill	Tower		1796	1796
Whitby, Yorkshire	Union Mill Co-operative Mill NZ 894 111	Tower		1806	Demolished c1923 Windmill World
Winterton, Lincolnshire	Fletcher's Mill	Tower

Six sails

Location	Name of mill and grid reference	Type	Maps	First mention or built	Last mention or demise	Photograph
Bardney, Lincolnshire	Bardney Mill TF 120 696	Tower		c1830	Demolished 1946
Barton upon Humber, Lincolnshire	Kings Garth Mill	Tower
Bethersden, Kent	Little Mill	Smock			Demolished c.1896
Billinghay, Lincolnshire	West Mill TF 144 551	Tower		1844	Demolished 1960s Windmill World
Binbrook, Lincolnshire	Binbrook Mill TF 209 938	Tower		1879	Standing in 1939, gone by 1945
Bury St Edmunds, Suffolk	Nowton Road Mill TL 861 627	Tower		1836	c1900
Clerkenwell, Middlesex	New River Head TQ 312 827	Tower	1709	1720
Coleby Heath, Lincolnshire	Coleby Heath Mill SK 989 603	Tower		1863	Demolished 1942
Coleby Lodge	Coleby Lodge Mill	Tower			Standing in 1923, gone by 1953
Etruria, Staffordshire	Etruria Pottery Works SJ 868 474	Tower		1774	1794
Gedney Dyke, Lincolnshire	Gedney Dyke Mill TF 416 262	Tower		1836	Windmill World
Great Chart	Saw mill	Smock	1903	1888	Demolished 1928
Heage, Derbyshire	Heage Mill SK 376 507	Tower		Early C19th	Windmill World
Horncastle, Lincolnshire	Louth Road Mill	Tower
Hounslow, Middlesex	Brazil Mill Approximately TQ 115 744	Smock		1757	1757
Hull, Yorkshire	Holderness Road Mill	Tower
Kingston, East Sussex	Kingston Mill Ashcombe mill	Post		1832	Blown down, March 1916
Lincoln	Le Tall's Mill SK 971 703	Tower		Late 1840s	Windmill World
Long Sutton	Brunswick Mill TF 440 221	Tower		1817	Windmill World
Long Sutton	Harrison's Mill Roman Bank Mill TF 438 228	Tower		1843	Windmill World
Louth, Lincolnshire	Charles Street Mill	Tower
Louth, Lincolnshire	Topham's Mill	Tower		1831
Metheringham, Lincolnshire	Old Meg TF 064 613	Tower		1867	Windmill World
Moulton, Lincolnshire		Tower		1826
North Somercotes, Lincolnshire	Cartwright's Mill	Tower		1797	Standing in 1953, gone by 1978
Penny Hill, Lincolnshire	Penny Hill Mill Tf 258 267	Tower	Windmill World	1826
Sculthorpe, Norfolk	Sculthorpe Mill	Tower	1838	1836	c1900 Norfolk Mills
Sibsey, Lincolnshire	Trader Mill TF 344 510	Tower		1877	Windmill World
Spalding, Lincolnshire	Rose's Mill	Tower
Spalding, Lincolnshire	Birch's Mill	Tower
Terrington St Clement, Norfolk	Balsam Fields Mill Walker's Mill TF 5518 1882	Tower		1841	Demolished February 1908 Norfolk Mills
Terrington St Clement, Norfolk	Orange Farm Mill TF 5408 1948	Tower
Waltham, Lincolnshire	Waltham Mill TA 259 033	Tower			Windmill World
West Walton, Norfolk	Fen End Mill Sutterby's Mill TF 5025 1175	Tower	1824	1740	Norfolk Mills
West Walton, Norfolk	Ingleborough Mill TF 4739 1499	Tower		1824	Norfolk Mills
Wellingore, Lincolnshire	Wellingore Mill SK 984 570	Tower		1854	Windmill World
Willingham, Lincolnshire		Tower			Standing in 1923, gone by 1953
Wragby, Lincolnshire	Wragby Mill TF 131 778	Tower		1831	Windmill World
Wymondham, Leicestershire	Wymondham Mill SK 850 192	Tower		c1813	Windmill World

Eight sails

Location	Name of mill and grid reference	Type	Maps	First mention or built	Last mention or demise	Photograph
Boston	Tuxford's Mill	Tower		1813	Demolished 1891
Diss, Norfolk	Victoria Road Mill Button's Mill TM 1236 7923	Tower	1826	1817	Truncated 1930 Norfolk Mills
Framlingham, Suffolk		Post		1279	1279
Heckington, Lincolnshire	Pocklington's Mill TF 145 435	Tower		1891	Windmill World
Holbeach, Lincolnshire	Tindall's Mill Barrington Gate Mill TF 259 224	Tower		1828
Hull, Yorkshire	Stoneferry Sawmill			1819	1819
Market Rasen, Lincolnshire		Tower
Melbury Abbas, Dorset	Cann Mill ST 872 208	Tower		1970	Demolished 2009 Windmill World
Skirbeck, Lincolnshire		Tower
St Mary's, Isles of Scilly	Spanish Mill	Tower		1820	Working late C19th
Wisbech, Cambridgeshire	Leach's Mill TF 464 101	Tower		1778	Windmill World

References

Category:Lists of windmills Category:Multi-sailed windmills

New misc article

1996 Dutch Dakota disaster

A Dakota of the Dutch Dakota Association
Accident
Date	25 September 1996
Summary	Engine failure
Site	Off Texel, the Netherlands
Aircraft
Aircraft type	Douglas DC-3
Operator	Dutch Dakota Association
Registration	PH-DDA
Flight origin	Texel International Airport, Den Burg
Destination	Schiphol Airport, Amsterdam
Passengers	26
Crew	6
Fatalities	32 (all)
Survivors	0

The 1996 Dutch Dakota disaster was the ditching of Douglas DC-3C PH-DDA of the Dutch Dakota Association (DDA) on 26 September 1996 with the loss of all 32 people on board.

Aircraft

The aircraft involved in the accident was Douglas DC-3C, construction number 19109. The aircraft had been built as a C-47A-70-DL. The aircraft had been manufactured in 1943. It served with the United States Army Air Force with serial number AC42-100646. It was converted to DC-3C standard arter the war.

The aircraft was sold to the DDA in 1984 and registered PH-DDA. A reduced maximum take off weight (MTOW) of 11,895 kilograms (26,224 lb) and maximum landing weight of 11,794 kilograms (26,001 lb) was imposed due to the age of the engines and poor single engine flight characteristics. PH-DDA had flown for a total of 38,388 hours at the time of the accident.

Day of the accident

Penultimate flight

PH-DDA took off from Schiphol Airport, Amsterdam on the morning of 25 September 1996 for a sightseeing flight to Texel. The occupants of the aircraft were the Captain and First Officer, two Technical Observers, two Flight Attendants and 26 passengers. Departure from Schiphol was under Instrument Flight Rules (IFR) due to diminished visibility. During the flight the visibility improved sufficiently to enable continuation under Visual Flight Rules (VFR).

On approach to Texel International Airport, the pilot initiated a go-around due to poor visibilty. The aircraft landed without incident on runway 22 after a second approach. The time of landing was 10:54 hrs. The passengers then spent some time cycling on Texel while the six crew remained with the aircraft. During this time they had a hot meal.

Crash flight

PH-DDA took off from runway 04 at 16:38, bound for Schiphol Airport, Amsterdam. Witnesses reported that the take-off was normal. The aircraft was squawking code 0060. As the aircraft flew over the east coast of Texel, a witness observed a flash of flame from the underside of the port engine. Another witness said that the engine was making "a shrieking noise".

Five minutes into the flight, the pilots reported to Texel that they had a problem with one of the engines. Texel advised the pilots to contact the Dutch Naval Air Station at De Kooy. At 14:34:33, PH-DDA became visible on De Kooy's Secondary Surveillance Radar. It was then at an altitude of 800 feet (240 m) and on a heading of 155° gradually turning right until it was on a heading of 175°. At 14:34:32 the crew made contact with De Kooy. They were then at 600 feet (180 m) and asked to make an emergency landing at De Kooy. The aircraft then turned left to a heading of 110°. The pilot reported that the left engine had been feathered and that the aircraft was at a height of 700 feet (210 m). De Kooy Approach instructed the crew to squawk 4321, passed the QNH and informed them that runway 22 was in use. No response was received from the pilots. The aircraft was turned to a heading of 220° and height decreased to 500 feet (150 m). The airspeed decreased during this time.

At 14:36:52 the pilot confirmed that he was squawking 4321 and asked for a heading. De Kooy Approach requested the aircraft's position and the pilot responded that he was 11 nautical miles (20 km) north east of De Kooy. De Kooy Approach gave them a heading of 240° but the aircraft turned left onto a heading of 180°. The last transmission received from the crew was confirming the heading of 240°.

At 14:37:28 the aircraft turned left, with the rate of turn increasing. The last radar return was received at 14:37:27 and showed the aircraft at a height of 200 feet (61 m). When there was no response to attempts to contact the aircraft, an emergency was declared by De Kooy Approach. At 14:38:08, De Kooy Approach informed the pilot of a KLM ERA helicopter inbound to De Kooy of the incident. The pilot located the wreckage of PH-DDA seven minutes later. PH-DDA crashed pnto a mudflat between the Afsluitdijk and the island of Texel, some 8 kilometres (5.0 mi) from Den Oever. The water was 1.2 metres (4 ft) deep at the time. A Dutch Navy helicopter was sent to the scene, and airlifted one severely injured passenger to hospital. The rescuee died later that evening. All others on board were presumed to have been killed in the crash.

Investigation

An investigation into the accident was carried out by the Onderzoeksraad Voor Veiligheid (OVV). For the flight, the weight of all on board was estimated at 73 kilograms (161 lb) each. The calculation omitted the Technical Observer, spares and tools carried on board the aircraft. The declared take-off weight was 11,454 kilograms (25,252 lb), within the permitted limits. However, guidelines for General Aviation stated that the flight crew were to be assumed to weigh 82 kilograms (181 lb) each, cabin crew 72 kilograms (159 lb) each, male passengers 83 kilograms (183 lb) each and female passengers 68 kilograms (150 lb) each. Taking into account the tools and spares this would have given a take-off weight of 11,856 kilograms (26,138 lb), which was in excess of the permitted MTOW. The actual take-off weight, using the actual weights of the passengers and crew was 12,155 kilograms (26,797 lb) after fuel burn during taxiing had been allowed for.

PH-DDA was powered by two Pratt & Whitney R-1830-92 engines. The port engine had accumulated a total of 3,940 hours and 1,146 hours since last overhaul. The maximum permitted time before overhaul was 1,500 hours. Each engine drove a Hamilton Standard 23E50-474 3-bladed constant speed propellor. The blades of the propellor had a range of 16° to 88°. The angle of the blade was controlled by the propellor governor, which is driven by the engine. The hydraulic feathering mechanism was powered by an electrically driven oil pump. In the event of an engine shutdown in flight the propellor needs to be feathered in order to prevent the engine windmilling and to reduce drag.

The feathering mechanism for the propellors can be tested in a number of ways. Three of methods are carried out with the engine running. Tow of these three methods were periodically carried out by the DDA. A fourth method is carried out without the engine running. This check should be performed at a maximum interval of 30 days. The DDA did not perform this procedure.

The DDA had a policy of using full power on the engines for the first take-off off the day, and a reduced power setting for each subsequent take-off. This was contrary to an Engine Operation Information Letter issued by Pratt & Whitney on 15 January 1951 and an Engine Operation Letter dated 23 January 1952. The practice of simulated engine failures during training flights also increased the risk of a bearing failure. The port engine had suffered a failure of the No.11 cylinder in June 1995. Repairs included the replacement of the master piston rod bearings.

The weather at the time of the accident was generally good, with local haze. PH-DDA had crashed onto a sandbank which was dry at low tide and under 1.5 metres (4 ft 11 in) of water at high tide. The aircraft had been severely damaged in the accident, with crushing in a vertical direction. The engines had broken off and the wings and tail were almost broken off. The wreckage was salvaged and removed to the Dutch Navy base at Den Helder. Photographs and video of the recovery operation were made.

The fuselage had been subjected to vertical compression forces, destroying it apart from the roof structure which was intact. The seats had failed under severe downward loading. The cockpit had also been destroyed, with only the floor remaining relatively intact. The tail section had suffered less damage than the forward section. The port wing had suffered severe damage in a rearward and upwards direction, the damage being less at the tip than the root. The port engine had detached in an outwards and downwards direction. The starboard wing was relatively undamaged, apart from a dent and slashes where the starboard engine had broke free. Both main fuel tanks. located in the centre of the wing, had burst open. The starboard auxiliary fuel tank was intact.

It was deduced from the wreckage that the aircraft was intact at the time of the accident. It hit the water with a low forward speed and a high vertical speed. The starboard engine was operating and the port engine was stopped. There was no evidence of any failure in the control surfaces or the connections from the cockpit to them.

Inspection of the port engine revealed that the front bearing had failed. Inspection of the propellor showed that the blades were at an angle of between 50° and 60°. Fully feathered it would have been at an angle of 88°. The propellor was not turning at the time of the accident. The feathering mechanism for the port engine showed no evidence of malfunction.

To assess the flying characterstics of the aircraft, a number of test flights were made by a DC-3 of Air Atlantique where the port engine was shut down in flight. Analysis of radio transmissions during the test flights was carried out by the Air Accident Investigation Branch. Through these it was established that after the port engine had been shut down on PH-DDA, it was flying with the starboard engine at a Maximum Except Take-Off (METO) power setting. It was calculated that the V_MC with an unfeathered propellor would be in the region of 92 knots (170 km/h). Flight below this speed would lead to an increased likelihood of difficulty in controlling the aircraft. With a fully feathered propellor, PH-DDA should have been able to climb in single engine flight with the live engine operating at METO power. With the propellor unfeathered, level flight would not have been sustainable at METO power on the live engine..

In modern airliners, training for dealing with engine failures is done in a flight simulator or during training flights in an aircraft. There were no flight simulators available for the DC-3, so all training had to be done in the air. During training flights, the engine that is simulated to have failed was not shut down, nor was the propellor feathered. Engine re-starts in flight were not practiced. During an emergency, one pilot will fly the plane (the PF) and the other will troubleshoot the situation and carry out the requisite drill with the aid of the relevant checklist (PNF). If a mayday was declared, standing instructions are to squawk 7700 and inform Air Traffic Control as soon a possible of the nature of the emergency. The PF is responsible for the operation of the aircraft and any decision to divert to an alternate landing place.

References

Category:Aviation accidents and incidents in 1996 Category:Aviation accidents and incidents in the Netherlands Category:Accidents and incidents involving the Douglas DC-3 Category:1996 in the Netherlands Category:Texel nl:Dakotaramp

Infobox Windmill

{{Infobox Windmill}} The windmill infobox is intended for use on traditional windmills, not modern wind turbines. It will need to include the following information:-

• mill name= (use where a mill has a name, Black Mill, Smith's Mill etc, may be more than one name or left blank)
• mill location= (use in all cases}
• built= (use for year of building, may be a year, decade or early/mid/late century)
• purpose= (use for function of mill)
• type= (may be Composite, Hollow Post, Horizontal, Open Trestle Post, Paltok, Post with Roundhouse, Smock, Tower, or Trestle)
• storeys= (use for Tower mills, do not count cap; for Smock mills count the smock only; for Post mills count floors in body only)
• base storeys= (use for Smock mills only, may be 0 if mill on on a very low base)
• roundhouse storeys = (may be 1, 2 or 3)
• smock sides= (may be 4, 6, 8, 10 or 12, used for Smock and Trestle mills)
• sail number= (may be 4, 5, 6, 8 or 12, (except in Horizontal mills))
• sail type= (may be Common, Patent, Roller Reefing, Spring, or Spring Patent, not used for Horizontal mills, may be a combination)
• windshaft= (may be wood, wood with cast iron poll end, or cast iron)
• winding= (may be hand, fantail, tailpole, or winch}
• blades= (may be 5, 6, 7 or 8 - only used if winding=fantail)
• power= (may be used for auxiliary power - electric motor, gas engine, oil engine, steam engine - may be more than one in succession, use dates if known and line break for each)
• stones= (use for number of pairs of millstones, may be 1, 2, 3, 4 or 5, may be edge stones)
• stone size= (use for size of millstones if known)
• stone drive= (may be underdrift or overdrift)
• saw type= (use for sawmills, may be circular or reciprocating)
• pump type= (use for drainage mills, may be Appold, Archimedes Screw, plunger, scoopwheel, three-throw)
• scoopwheel dia= (use for diameter of scoopwheel if known)
• lost= (use for date of mill's demolition or destruction)
• notes= (use for any other information, such as building of replica mills on existing bases etc., details of mill removals - original location, date of removal etc)

Templates

full templates

• {{cite book | first = | last = | authorlink = | coauthors = | year = | month = | title = | chapter = | editor = | others = | edition = | pages = | publisher = | location = |isbn= | url = }}</ref>

• {{cite web | url = | first = | last = | origyear = | origmonth = | publisher = | work = | title = | accessdate = 1 January 2009}}</ref>

most often used bits

• {{cite book | first = | last = | year = | month = | title = | pages = | publisher = | location = |isbn= }}</ref>

• {{cite web | url = | publisher = | title = | accessdate = 1 January 2009}}</ref>

• <ref name=Ships>{{cite book | first = and Sawyer, L A| last = Mitchell, W H | year = 1995| month = | title = The Empire Ships| pages = | publisher = Lloyd's of London Press Ltd| location = London, New York, Hamburg, Hong Kong|isbn=1-85044-275-4 }}</ref>

New Template

This template's initial visibility currently defaults to autocollapse, meaning that if there is another collapsible item on the page (a navbox, sidebar, or table with the collapsible attribute), it is hidden apart from its title bar; if not, it is fully visible.

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• {{Mjroots|state=collapsed}} will show the template collapsed, i.e. hidden apart from its title bar.
• {{Mjroots|state=expanded}} will show the template expanded, i.e. fully visible.

Railway diagram

Created with assistance from file:Lignes-CFSF.gif

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River diagram

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References

1. "WINDMILL 20 YARDS SOUTH-EAST OF MILL HOUSE, MILL LANE , CARBROOKE, BRECKLAND, NORFOLK". English Heritage. Retrieved 1 July 2009.
2. ^ Apling, Harry (1984). Norfolk Corn Windmills, Volume 1. Norwich: The Norfolk Windmills Trust. pp. p157-61. ISBN 0 9509793 0 9. {{cite book}}: |pages= has extra text (help); Cite has empty unknown parameter: |month= (help)
3. ^ "Carbrooke Mill Lane towermill". Norfolk Mills. Retrieved 2 July 2009.
4. "United States Maritime Commission C1 and C1-M Type Ships used in World War II, Korean War and Vietnam War". usmm.org. Retrieved 11 May 2009.
5. |register={{{register}}} is not a valid registry name (help)
6. ^ "LLOYD'S REGISTER, STEAMERS & MOTORSHIPS" (PDF). Retrieved 11 May 2009.
7. ^ "LLOYD'S REGISTER, STEAMERS & MOTORSHIPS" (PDF). Retrieved 11 May 2009.
8. ^ Colledge. Ships of the Royal Navy. p. 113.
9. "Arthur Henry Nions, D-Day Landings In Normandy June 6th 1944" (PDF). Government of Western Australia. Retrieved 12 May 209. {{cite web}}: Check date values in: |accessdate= (help)
10. ^ Cite error: The named reference Navy was invoked but never defined (see the help page).
11. Fowler. David Niven. p. 16.
12. ^ "EMPIRE - b". mariners-l.co.uk. Retrieved 24 November 2008.
13. ^ Mitchell & Sawyer, The Empire Ships p426
14. "Ballycopeland Windmill". Department of the Environment for Northern Ireland. Retrieved 22 June 2009.
15. ^ "Dalkey Windmill". Dalkey. Retrieved 22 June 2009.
16. ^ "The Mills in Skerries - A little history". Skerries Mills. Retrieved 22 June 2009.
17. ^ Five sails
18. ^ Six Sails
19. {cite web|url=http://www.bbc.co.uk/northernireland/yourplaceandmine/londonderry/A803602.shtml |title=Your Place and Mine |publisher=BBC Radio Ulster |accessdate=22 June 2009}}
20. Major, J Kenneth (1977). The Windmills of John Wallis Titt. The International Molinological Society. {{cite book}}: Cite has empty unknown parameter: |month= (help)
21. Caroline McGill. "THE TALLEST WINDMILL IN IRELAND". Irish Ancestries. Retrieved 22 June 2009.
22. ^ "4.8. INDUSTRIAL ARCHAEOLOGY" (PDF). Roscommon County Council. Retrieved 22 June 2009.
23. ^ "Windmill". g8-w8. Retrieved 2 July 2009.
24. ^ "BIBLIOGRAPHY OF THOMAS GREGORY (GREG) FEWER". Greg Fewer. Retrieved 22 June 2009.
25. "Vinegar Hill Windmill". Go Ireland. Retrieved 22 June 2009.
26. "Tacumshane Windmill". Go Ireland. Retrieved 22 June 2009.
27. "WINDMILL TOWER AT NUMBER 145 (TIMM AND SON LTD), BOOTHFERRY ROAD (north side), GOOLE, EAST RIDING OF YORKSHIRE, EAST YORKSHIRE". English Heritage. Retrieved 19 June 2009.
28. "HESSLE WINDMILL, CLIFF ROAD (north side), HESSLE, EAST RIDING OF YORKSHIRE, EAST YORKSHIRE". English Heritage. Retrieved 19 June 2009.
29. Cite error: The named reference Hornsea was invoked but never defined (see the help page).
30. ^ Wailes, Rex (1954). The English Windmill. London: Routledge & Kegan Paul. {{cite book}}: Cite has empty unknown parameter: |1= (help)
31. "Ringle Crouch Windmill, Sandhurst, Kent". English Heritage. Retrieved 2008-05-05.
32. ^ Gregory, Roy (1985). East Yorkshire Windmills. Cheddar: Charles Skilton Ltd. pp. p89. ISBN 0284 98721 2. {{cite book}}: |pages= has extra text (help); Cite has empty unknown parameter: |month= (help)
33. ^ "WHITBY". British History Online. Retrieved 20 June 2009.
34. Cap and sails blown off 20 November 1720, converted to horse power, Tower standing to full height in 1730 but had been reduced in height by 1799. Base remains standing.
35. "HEAGE WINDMILL, DUNGLEY HILL (north side), RIPLEY, AMBER VALLEY, DERBYSHIRE". English Heritage. Retrieved 2008-11-17.
36. "WYMONDHAM WINDMILL, BUTT LANE (west side), WYMONDHAM, MELTON, LEICESTERSHIRE". English Heritage. Retrieved 2008-12-03.
37. Built with eight sails, later refitted with four
38. ^ "Developments at Cann Mills". Windmill World. Retrieved 9 March 2009.
39. ^ "NASB report of PH-DDA". douglasdc3.com. Retrieved 12 June 2009.
40. "Accident location map". Aviation Safety Network. Retrieved 11 June 2009.