When 20-year old RAF recruit Neville Cox, or 'Cocky', joins up in 1946, he is dismayed that the end of the war means he will never get to fly. Instead, he will be doing more of the technical drawing he is trained for. On a mission to a former Nazi-supported laboratory in Austria, he meets pilot and scientific intelligence expert Eric Ackermann, forming a friendship that lasts for years. They encounter Russians who are, like them, combing out 'scientific institutes' in a search for remnants and instruments connected with the V2; the 'wonder weapon' that devastated London in the Blitz. Shockingly, Cocky is abducted from an airfield on his return from a trip to the UK and taken to Gorodomlya Island, where German rocket scientists have been supporting Soviet efforts to recreate and develop the V2 rocket. Utilising the expertise of their captives on the island and in several other 'design bureaus' around Moscow, the Soviets aim is a powerful rocket with a nuclear warhead, four times more deadly than the atomic bomb the Americans dropped on Hiroshima. When a colleague is 'disappeared' to a remote closed city for using a self-made radio to pass on technical secrets, Cocky is convinced he will be next. An opportunity to escape arises through a visiting string quartet, but his eventual escape is not the planned diplomatic intervention, but a risky and hair-raising effort to outwit the KGB. Following a career in signals intelligence, Cocky struggles to adjust to civilian life, and to having a civilian wife. Three children and ten years later, he escapes again with a new partner, this time to Nova Scotia in Canada, where he still lives to this day.
In 1942, following a decisive British victory at the Second Battle of El Alamein, the sands of fortune were shifting against German forces in the Sahara. Field Marshal Erwin Rommel's inexorable advance toward Cairo was thwarted. Church bells pealed in embattled England for the first time since the start of World War II as Winston Churchill hailed the "end of the beginning." But the elusive Desert Fox was a master of mobility. Even as the sun set on his desert glory, he was far from finished. British Gen. Bernard Montgomery, victor of El Alamein, was at then the highest point of his career. He had overcome many adversities to meet his moment of military destiny, galvanized a flagging army and smashed the proud German troops with a blow he would be proud of for the rest of his life. But Monty found his own fortunes changing as he pursued the Desert Fox. Hamstrung by a distended supply line, Monty was now vulnerable to attack by the vengeful Rommel. The British troops, flush with victory, grew fearful as they approached an eerie dune wasteland in Libya known as El Agheila. One setback would be enough to cast their laurels into the dust and shatter their faith in their rising commander. Both generals faced each other with uncertainty as another fight loomed on the horizon. One false move could have far-reaching political consequences. The outcome of the battle would answer a critical question: who would hold the gateway to Egypt?This compelling book tells the story of Monty and Rommel battling in North Africa as never before, describing them as two very different commanders and shedding light on the dissimilar characteristics that made them formidable fighters. It argues that Monty was more aggressive than many historians give him credit for and that Rommel had more of a conscience than is often attributed to him, examining the origins of his disloyalty to Hitler. This riveting read draws attention to a little-known battle with great implications on the course of World War II history, also describing the powerful external forces of politics, media coverage and the desert itself that swirled around two famous generals forced to duel on uneven footing.
A variety of factors surround military firearms - they needed to be produced in large numbers to a standardised pattern at an affordable price. This book examines the transition from traditional hand-craft methods to the beginnings of mechanised manufacture using as examples the French Model 1777 and the Russian Model 1808 infantry muskets. A number of factors led to this choice. The French Model 1777 musket, designed by Honoré Blanc working under General Gribeauval, contained many novel features which became blueprints for the arms of numerous countries and was copied in its entirety by Russia. Another factor is that they are the only firearms whose manufacture is covered in contemporary accounts. A third factor is that they provide contrasts in their methods of manufacture; the French 1777 musket was largely produced by hand-craft methods, whereas in Russia we see the beginnings of extensive mechanisation in the early 19th century. Another important aspect which appears is 'interchangeability' - the ability to exchange identical parts of identical mechanism without 'special adjustment'. This is a vital factor at the foundation of modern manufacturing and first appears in early 18th century France, was pursued again by Blanc in 1777 and was picked up in Russia. For the first time, all these 'technologies' are examined, explained, compared and contrasted in extensive detail.
In October 1943, Frederick Bailey, a wireless operator who had trained with the Royal Armoured Corps, was selected for Special Operation Executive's wireless training centre at Fawley Court, Henley-on-Thames. It was the start of an incredible wartime career that saw Fred serve behind enemy lines in both the European and Far East theatres. With his training complete, and having adopted the fieldname Rétif, Sergeant Bailey became a member of one of the famous Jedburgh units, Team Citröen. The Jedburghs generally consisted of compact teams of three men, usually an officer, a radio operator and a soldier from the country the team was to be dropped into. Together with Major John Smallwood and Captain Pierre Bloch, a French Foreign Legionnaire, Bailey, as Team Citröen's radio operator, was dropped in into the Lagarde area of the Vaucluse region in German-occupied France by an American aircrew from Algiers during the night of 11/12 August 1944. Their mission was to support the local Resistance groups in the rear of the German units trying to hold back the Allied forces sweeping through France after D-Day. As Maxine Harcourt-Kelly reveals, the fear of Bailey's transmissions being intercepted by the Germans, as well as the constant danger of their location being revealed by informers, meant that Team Citröen was constantly on the move. Despite this, on one occasion the group knocked out an enemy tank with the help of an intrepid young Frenchman, who ran up to it armed only with a grenade and dropped it through the driver's viewing hatch. One morning, Bailey learnt that a large German convoy was moving along the road from Grenoble to Lyon. He sent a coded message to HQ in Algiers asking for an immediate air strike. A series of Mosquito fighter bombers attacked and destroyed the whole convoy. Fred also caused major disruption to German attempts to withdraw by calling in air support which destroyed a vital bridge. Fred was Mentioned in Despatches and awarded the Croix de Guerre with Bronze Star by the French. With his war in Europe over, Fed volunteered to serve with SOE's Force 136 in the Far East. He was duly sent out to Burma where he was dispatched into the Keren Hills to monitor the routes being used by the retreating Japanese. Fred was able to send regular reports on enemy troop movements and direct Allied air strikes. On one occasion, they ambushed a Japanese convoy. A fierce firefight developed, but they slipped back into the jungle before the Japanese could counter-attack. These attacks were so disruptive that the Japanese were forced to form a special force to hunt Fred's team down. As they could not be resupplied, Fred's team grew weaker. Before long, with nothing to eat but a handful of rice each day, the team was beginning to starve. It was left with no option but to evacuate. Even then, Fred's adventures were far from over. In August 1945, he was dropped into Malaya tasked with finding any American aircrew who had been shot down and taken prisoner south of Kuala Lumpur. This is the action-packed story of one man's remarkable war serving in Allied Special Forces units behind enemy lines in both Occupied Europe and the Far East.
This, the second book by Jeremy Dixon on the subject, is a study of those German officers who were promoted to the rank of general and who were also awarded the Knight's Cross during the period of the fighting in Russia between Hitler's assault upon the Soviet Union, Operation Barbarossa, and the complete destruction of the German 6th Army at Stalingrad. The Germans lost 500,000 soldiers during the Stalingrad campaign, some 91,000 of whom were taken prisoner - a number which included 2,000 officers, twenty-three generals and one Generalfeldmarschall, Friedrich Paulus.There were 149 officers who later held the rank of general who were awarded the Knight's Cross for their actions on the Eastern Front between 6 December 1941 and 2 February 1943. One such recipient was Maximilian Fretter-Pico, who, as Generalmajor and Commander of the 97th Infantry Division, was awarded the Knight's Cross on 26 December 1941. He was later promoted to Generalleutnant and in June 1942 was Commander of the Army Detachment Fretter-Pico, with the rank of General der Artillerie. He was awarded the Knight's Cross with Oakleaves as Commanding General of the XXX Army Corps, for actions in the Don and Donez area, on 16 January 1944. He was personally presented personally with the award at the Obersalzburg by Hitler.Dietrich von Saucken was awarded the Knight's Cross with Oakleaves and Swords for his bravery and leadership whilst commanding the 4th Panzer Division on the Russian Front. On 8 May 1945 he was awarded the Knight's Cross with Oakleaves, Swords and Diamonds as General der Panzertruppe and Commander-in-Chief of Army Headquarters East Prussia and presented by Hitler's successor Grossadmiral Karl Dönitz. Saucken was later captured by the Soviets who flew him to Moscow for interrogation and he was later sentenced to twenty-five years imprisonment.The youngest general in the German Army to be awarded the Knight's Cross with Oakleaves and Swords on 23 January 1944 was Erich Bärenfänger, who was only 29 years old at the time. His award was presented personally by Hitler at his headquarters, the Wolf's Lair, in Rastenburg. At the time he held the rank of Major and was promoted to Oberstleutnant in February 1944 and was promoted to Generalmajor on 28 April 1945, and named as Battle Commandant of Sector A and Sector B of the Berlin Defensive District. He committed suicide together with his wife in Berlin with Soviet forces fast approaching just four days later.With each individual's entry there is a detailed description of how and where the Knight's Cross was won and in the case of the higher awards, such as the Oakleaves, Swords and Diamonds, who presented the award, where and when. This study provides details of their rank and command at the time of the award as well as also detailing their career during the war and after, with investigations into their fate and post-war life. The book is completed with a considerable number of photographs of many of these officers.
Since nearly every aspect of Keaton's story and work has been written about in some form, it is the goal of this book to present a new perspective on Keaton's early life in the entertainment business, beginning before vaudeville and moving through the Comique films, Keaton's first foray into the industry. A microscopic approach to this early period has the goal of illuminating in great detail the formative years of Keaton's career, in order to better understand the brilliance of his 'independence' and the tragedy of his years at MGM, bringing him to a place in entertainment history that celebrates the little gems and sparks of brilliance in his later creative life and career. This study will utilize the minute detail provided by industry rags, such as The New York Clipper and The Moving Picture World and the publication of rare archival photos to differentiate itself from other works by delving deeper into each moment during the specified twenty-four early years of Keaton's life and career, up to and including the transition to his 'independent' productions with Joseph Schenk, beginning with The High Sign (1920), The Saphead (1920) and One Week (1920), his first efforts in the new era.
Scotland's history is dramatic, violent and bloody. Being England's northern neighbour has never been easy. Scotland's queens have had to deal with war, murder, imprisonment, political rivalries and open betrayal. They have loved and lost, raised kings and queens, ruled and died for Scotland. From St Margaret, who became one of the patron saints of Scotland, to Elizabeth de Burgh and the dramatic story of the Scottish Wars of Independence, to the love story and tragedy of Joan Beaufort, to Margaret of Denmark and the dawn of the Renaissance, Scotland's Medieval Queens have seen it all. This is the story of Scotland through their eyes.
Following on from Andrew's A Visual History of Caravans, this new title takes a look at the motorhome's heritage, spanning over 100 years. The motorhome is a popular leisure vehicle with an ever-growing demand in the UK as well as abroad. From the early designs often built by one-man bands, this book shows how the motorhome was to evolve in the 1920s but was to be outsold by the popularity of the touring caravan. Images from all decades are mainly from the author's own vast archives, while some have been loaned and supplied from motorhome industry personnel. These pictures demonstrate how the motorhome developed with the advent of smaller chassis cabs from the 1950s major manufacturers such as Bedford, Austin, Morris and Ford. Covering UK-brand motorhomes as well imported models, the book shows how different UK tastes were to the imported makes. Although not an A-Z of motorhomes book, the author has chosen images that represent as many manufacturers as possible. Andrew includes some rare images of coachbuilt motorhomes and shows how the motorhome boom began in the mid-1960s. With the further development of chassis cab designs in the 70s with brands such as Commer, Toyota and Leyland more manufacturers of motorhomes would emerge as the boom carried on. Caravan's International motorised division was re-named Autohomes, and became the biggest UK manufacturer of coachbuilt motorhomes, going on to also be built in Germany. Well-known maker Dormobile concentrated on campervans, though several coachbuilt motorhomes such as the classic-looking Debonair were produced. From those early days, A Visual History of Motorhomes will make interesting reading to motorhome users, showing how the leisure vehicle took shape.
One of the most diverse, complex and thus most interesting railway routes in the land. It set out as part of Brunel's Great Western Railway plan to cover the country in Broad Gauge tracks but, faced with competition from its great rival, the London and North Western Railway, the Broad Gauge never got beyond Wolverhampton and eventually succumbed to the four feet, eight and a half inches proponents. However, by then the GWR had established itself as the principal provider of passenger and freight trains between London and Birkenhead, on the west bank of the Mersey, facing, and on occasions, snarling at, the LNWR opposite. Its most powerful locomotives, the Kings, powered its expresses from 1927 until the end of steam as far as Birmingham and Wolverhampton, whilst Stanier Pacifics worked those between Euston and Liverpool Lime Street. The route passes through the manicured fields and hunting country of the Chilterns, then plunges into that was once the deeply industrial, polluted but still productive Black Country, before emerging into Shropshire, now essentially rural but where the Industrial Revolution may be said to have originated. As the line approaches the important junction of picturesque Shrewsbury, possessor of a station built out over the River Severn and the largest traditionally worked signal box in the world, the Welsh mountains appear on the western horizon. The line then enters the Principality before returning to England at Chester, and the final stretch, along the banks of the Mersey, to journey's end.
The objective of this book is to share the pleasures provided by miniature railways of all sizes and encourage anyone wanting to build an engine or railway to 'have a go'. The book describes how the author embarked on such projects with great enthusiasm and passion, but with little knowledge. It confirms that 'where there is a will, there is a way' and knowledge will follow. The author found himself on a 'voyage of discovery', supported by joining clubs, talking to people, asking questions and then simply 'having a go'. You don't need to be an engineer to make a start and many outstanding engines and railways have been built by people from all walks of life. How to choose the most appropriate design and what equipment will be required to succeed is discussed. Steps are presented for building a steam locomotive, an electric locomotive, rolling stock and finally track, all illustrated by photographs and drawings to inform, guide, and encourage. It reviews some published steam locomotive designs and shows how they can be modified to perform better, using modern analytical techniques. Operating a miniature passenger hauling railway is great fun. Lessons learned are shared through all the activities in the book. Everything can be achieved by enthusiasm, a willingness to learn and a commitment to overcome challenges. Have a read, join a club, cut metal and embark on your own 'voyage of discovery'!And remember -- Engineering is a great and exciting profession!
The Real Charles Dickens is an insightful look into the world of the life and work of the great 19th-century writer. Dickens led one of the most colourful and interesting lives of any author and this book delves into his difficult early life, his emergence as a major novelist, his troubled marriage and suspected relationship with another woman, his trips abroad to Italy and the United States, his late blossoming as a theatrical performer and his work as a social reformer. The book takes a detailed look at each of his major works, tracing the development of his fiction through one of the most productive periods of world literature. To complement this are original photographs of locations associated with Dickens and the opportunity to follow in his footsteps with some expertly crafted walks around the parts of London most associated with him. There are sections on Dickens' enduring relationship with the theatre and one detailing the ten children that he and his wife Catherine had together. From his first foray into serialised novels, The Pickwick Papers, to his last, great, unfinished work, The Mystery of Edwin Drood, each of his books is given special attention. Full of biographical detail and analytical insight, The Real Charles Dickens takes the reader on a journey into the heart of the world that nurtured some of the greatest stories ever written.
This is an original interpretation of domestic patriotism and limitations of wartime mobilization in rural and urban communities of the British Home Front at a local level from 1914-1918. It is a critical examination of the wartime role of the local elite as 'superintendents of patriotism'. The reader is immediately drawn into the riveting human and social interest with an account of 'khaki fever' leading to 'moral panic' resulting from the attraction of military uniforms and a perceived need for elite guidance and control while expanding mobilisation. Author is a local writer and commentator, with rare local sources with national relevance, he defines the local elite groups as 'provincial patriots', a hugely patriotic class who compared their patriotism with that of the local populace. They were the elite 'police-men and women' of patriotism and who tried to enforce their concept of patriotism and code of ideal conduct in wartime on the local population and to further mobilisation. They served on tribunals set to deal with appeals against enlistment following conscription, and elite pressure could be decisive. These attempts to mobilise for military service met with limited success and 'humanitarian' mobilisation in the of philanthropy was widespread. The essential national role for agriculture and fishing - very much part of Devon and most of the country - continued as essential and the military contribution continued. The book uses Devon as a case study but reaches out to the whole United Kingdom in total war and with similar examples in Europe, notably France and Germany. It shows the tensions between elites - landed gentry and urban professionals - and the local populations, rural (mostly) and urban. The 'provincial patriots', if not their families, were above military service age. The study analyses orthodox views about mobilization, dissent, and domestic patriotism on the Home Front in the First World War and roles of local elites. There was, no doubt, flocking to the colours, but also resistance and alternative forms of patriotic contribution.
For six seasons, royal watchers across the globe have been hooked on Netflix's smash-hit factual drama, The Crown. Over sixty episodes, multiple casts and headline-grabbing storylines, The Crown has promised to throw open the closed doors of Britain's palaces to reveal the deepest secrets of the House of Windsor. From the last days of George VI to the accession of Queen Elizabeth II and into the twenty-first century, it has told the story of the monarchy in an ever-changing and turbulent world. The Royal Family vs 'The Crown' turns the spotlight on the glittering Netflix series and lays bare what's fact and what is very definitely fiction. Season by season, episode by episode, The Royal Family vs 'The Crown' digs deep into history to examine the plots, the trivia and the characters who have stepped out of the throne room and into the living room, telling the real stories behind the drama that has thrilled and scandalised audiences worldwide. From the abdication of a king to Princess Diana's infamous Panorama interview, the marriage of Charles and Camilla and everything in between, this is your indispensable guide to the true stories behind the streaming phenomenon.
Amsterdam is a dream destination for art lovers, attracting thousands of visitors to its stunning museums and art galleries each year. The Rijksmuseum and Van Gogh Museum contain internationally renowned collections of art works such as Rembrandt's Night Watch and Van Gogh's Sunflowers. There are many lesser known, stunning art collections ranging from fluorescent art to cat paintings, murals and outdoor sculptures including work by Picasso and Keith Haring. There are also many new art destinations to see. Applied arts are much in evidence with many unusual locations offering hidden treasures such as funeral art, WW2 Resistance Art, Jewish art, gargoyle sculptures, cat themed art, diamond sculptures and Van Gogh's starry night portrayed in diamonds. There is a vast array of art related destinations to be explored in Amsterdam. Short distances and good transport make it easy to combine Amsterdam with exploring the art on offer in nearby towns and cities Haarlem, Rotterdam, Den'Boch, Delft or Utrecht as well as areas lVolendam and Amstelveen. The Netherlands has an impressive art history that has led to the development of major art movements such as the Dutch Golden Age and De Stijl. This is the country of Rembrandt, Hieronymous Bosch, Piet Mondrian, Vincent Van Gogh, Frans Hals, Rachel Ruysch and Vermeer.
The 'ShipCraft' series provides in-depth information about building and modifying model kits of famous warship types. Lavishly illustrated, each book takes the modeller through a brief history of the subject class, highlighting differences between sisterships and changes in their appearance over their careers. This includes paint schemes and camouflage, featuring colour profiles and highly-detailed line drawings and scale plans. The modelling section reviews the strengths and weaknesses of available kits, lists commercial accessory sets for super-detailing of the ships, and provides hints on modifying and improving the basic kit. This is followed by an extensive photographic survey of selected high-quality models in a variety of scales, and the book concludes with a section on research references - books, monographs, large-scale plans and relevant websites. The two ships covered in this volume were the only capital ships designed and built between the wars - a special concession of the Washington Treatys ban on new battleships - and they were unlike anything before them, with the superstructure three-quarters aft and all main armament turrets forward of the bridge. During the war Nelson survived mine and torpedo damage, while Rodney played a major part in the destruction of the Bismarck, both surviving to be broken up post-war. LES BROWN is a leading light in the Small Warships Group of the IPMS and the editor of their newsletter. He is the author of a number of titles in the ShipCraft series, including two on British destroyers, and, with John Lambert, he produced two larger works, one on 'Flower' class corvettes and another on Allied torpedo boats. He also wrote the volume on Black Swan Class Sloops in Seaforth's 'Original Builders' Plans' series. ROBERT BROWN is a Canadian ship modeller, who has contributed a number of volumes in the ShipCraft series, the most recent being British Aircraft Carriers published in 2024. He is also the author of Battleship Warspite, the first in a new series based on original builder's plans.
At the end of July, Operation 'Cobra' broke through the German defences and the American leaders rushed through Coutances and Avranches, and took the Pontaubault bridge on the 31st. On August 1, the VIII Corps had three crossing sites over the See River and four over the Selune, the routes to enter Brittany were open. That day, as the 4th Armored Division thrust from Pontaubault toward Rennes, Lieutenant Georges S. Patton's Third US Army became operational. To secure Brittany, Patton's plan was to unleash armoured columns in the peninsula, the 4th Armored Division to drive through Rennes to Quiberon, and the 6th Armored Division to rush all the way to Brest. A third column, Task Force A, was to secure the vital railroad that ran along the north shore. The 4th Armored Division reached Nantes on August 6, to find the port facilities in ruins. On the northern shore of the peninsula, Task Force A encountered fierce resistance at Saint-Malo. While the task force continued westwards, the 83rd Division took on the siege and it took four weeks of repeated attacks, and the engagement of strong artillery forces and several heavy air raids, to obtain the surrender of the German fortress. The Americans faced a similar dogged defence at Brest and it took six weeks of fighting to obtain the surrender of Generalleutnant Hermann Ramcke on September 19. The Americans lost 10,000 killed and wounded in the battle, but Brest, as well as its harbour facilities, were destroyed. On September 13, after the extent of the reconstruction and works necessary to rehabilitate the harbour had been looked at, it was decided to abandon all repair work there. The serious Allied problem of port capacity persisted until November, when the Antwerp facilities became available. The charge was later made that the employment of three divisions and valuable transports and supplies to defeat the German garrison at Brest but the resources used there, quite small when compared to the total effort, could hardly have altered the pattern of the quick advance eastwards.
For General George S. Patton, "Leadership is the thing that wins battles. I have it-but I'll be damned if I can define it. Probably it consists in knowing what you want to do and then doing it and getting mad if anyone steps in the way. Self-confidence and leadership are twin brothers."Indeed, Patton excelled at virtually every dimension of leadership, most vitally as a war commander. His record as a general is clear. The larger, more armored, and better supplied his armies, and the freer he was to decide what to do with them, the more rapid and further they advanced to inflict more defeats on the enemy. In that no other American army commander matched him during World War II. That ranks Patton among the Valhalla of America's greatest generals, with him most resembling Thomas "Stonewall" Jackson and Nathan Bedford Forrest as a fast-moving, hard-hitting commander who repeatedly outflanked and devastated enemy forces. Patton led from the front and tried to inspire his troops by being a model officer who exemplified bravery, problem-solving, tactical brilliance, and decisiveness. He was in near constant motion from his headquarters to rear echelon and front line troops, everywhere exhorting them to greater efforts and overcoming challenges, at times enduring shell fire, strafing, mines, snipers, and other dangers. His greatest attribute was his drive to be the best at whatever he chose or was ordered to do. He recognized that developing a successful military career depended not just on will and chance but on incessant training and study. Yet he believed that instincts were just as vital as skills in being a successful leader: "I have a sixth sense in war and...can put myself in the enemies head and I am also willing to take chances."Patton harbored plenty of flaws. He was a narcissist who constantly strove to be center-stage and outshine his rivals. He contrived an idealized version of himself as the epitome of the brilliant general and fearless soldier, immaculately dressed, and spent his life playing that role. He was a braggart who regaled listeners with at times exaggerated tales of his past deeds and those yet to come. His boasting did have one positive element. He sought to surpass his past glories with greater future victories. Patton seesawed between elation and despair, rage and compassion. He could chew out a subordinate for some mistake in the morning and comfort him for a similar mistake in the afternoon. His quick-temper and provocative views often overpowered his self-control. Twice that cost him an army command. During Germany's occupation in August 1945, he casually quipped to several reporters that being a Nazi in Germany was no different from being a Republican or Democrat in the United States. For that Eisenhower relieved him from Third Army's command. Most notoriously, during the Sicily campaign he slapped two soldiers suffering combat fatigue that he accused of malingering. General George S. Patton and the Art of Leadership is his most psychologically penetrating biography that captures the paradoxical character behind his brilliant military feats and often dismaying failures. Throughout Patton explains his values and deeds through hundreds of quotes along with scores of insights from those who knew him-comrades and critics alike.
In a breathtaking moment lasting less than ten seconds, skimming the rooftops of Brussels, Jean de Selys Longchamps would etch his name into the annals of history. On 20 January 1943, piloting his Hawker Typhoon, he daringly strafed the Gestapo's headquarters in Brussels, sparking an unprecedented wave of enthusiasm among the occupied Belgian populace. In that instant, a legend was forged. While the story of this audacious raid has captivated audiences worldwide, it has also been mired in a myriad of exaggerated tales and obscured by myths. This biography aims to clear the mist, leveraging an array of sources from the de Selys Longchamps family's private archives, including the pilot's flying logbook, personal journals, correspondence, and photo albums. Augmented by previously unreleased archives, testimonials from fellow pilots and family members, and an exhaustive bibliography, this work meticulously illuminates one of the Second World War's most remarkable narratives. With a keen eye for detail and an unwavering commitment to accuracy, the book delves deep into the life of a man who transcended the turmoil of his times. From his early days to the pivotal raid and beyond, it paints a vivid picture of a figure who, in the face of overwhelming adversity, showcased the indomitable spirit of resistance. Richly illustrated and thoroughly researched, this biography not only honours the memory of Jean de Selys Longchamps but also provides an invaluable insight into the era that shaped his character. More than a historical account, this biography is a tribute to the endurance of the human spirit and to the bravery that compels individuals to resist oppression, offering unparalleled insights into the intricacies of wartime aviation.
Born in the year of the Constitutional Convention, James Alexander Hamilton was uniquely positioned to observe the early republic era and the formation of the experimental United States government. His father, Alexander Hamilton, had been the first US Treasury Secretary, an outspoken and controversial character who was killed in a duel when James was a teenager. With a lifelong devotion to his father's memory, James advised men from Andrew Jackson and Martin Van Buren to Abraham Lincoln and Salmon P Chase on banking and constitutional matters. Through his own talents and with the advantage of his father's name, James served as temporary Secretary of State and District Attorney of New York. James enjoyed a close-knit family life with his wife, Mary Morris, at his Hudson River home named Nevis for his father's birthplace. He was part of the crew of the yacht America, for which the America's Cup is named, and on the committee for New York's Crystal Palace in 1853. More importantly, he served his country through the War of 1812, Western Expansion, and the bloody Civil War. His first-hand account of these transformative events gives readers a priceless look at America's past. James supported the abolition of slavery and wrote a draft of the Emancipation Proclamation before settling down to write his own Reminiscences that cover the first seventy-five years of US history. This biography makes James A Hamilton's life and observations accessible to the modern reader and will leave you with a new appreciation for the Founders' heirs who inherited the difficult work of building a nation. Cover portrait images (c)Ellie Spaulding Raymond
The British Railways 'Pilot Scheme' orders of 1955 included ten English Electric Type 2 diesel-electric locomotives deploying Napier 'Deltic' engines. These locomotives, more colloquially known as the 'Baby Deltics', were introduced into traffic during 1959 for use on the Eastern Region of British Railways. This book looks at the history of the Class 23s, making extensive use of available but previously unpublished archive material, covering their introduction, technical idiosyncrasies, appearance design and performance. Issues with the original 'Deltic' engines were ultimately dealt with via a major rehabilitation exercise during the 1963-65 period; whilst various re-engining options were considered , including a new 'U' series English Electric high-speed engine design, the original Napier engines were ultimately retained. The work involved in the whole rehabilitation process is discussed in detail using internal English Electric archive material and forms a central focus of research. The fleet survived intact until 1968, when withdrawal commenced as a direct result of declining traffic levels across the UK, with successive National Traction Plans progressively selecting the less successful, non-standard and 'numerically-challenged' classes for removal from traffic. All ten locomotives were withdrawn by March 1971. Individual locomotive histories, allocations, fire and accident incidents, liveries and detail differences, storage and disposals are provided for each locomotive.
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