The Flickr 10629 Image Generatr

Stagecoach Manchester
BEE Network
Enviro400MMC

Photo taken by Andreas Rink, slide kindly provided for scanning by Florian Weiß.


München-Riem
1976-05-22 (22 May 1976)

LX-LGB (1) "Prince Jean"
Fokker F27-100 Friendship
10629
Luxair

Note: LX-LGB (2) was Fokker 50 c/n 20221 flying for Luxair from June 1991 until crashing near Niederaven, Luxembourg, on 6 November 2002 (20 fatalities).

LX-LGB (1) Prince Jean visited Riem for the first time that day. It would return a number of times (30 November 1989, 5 May 1990). Sister ship LX-LGD, the first Luxair F27 to be noted at Riem (on 29 December 1969), turned up the next day, on 23 May 1976.

Information from airhistory.net - thanks to Richard Vandervord:
Delivered new to Luxair in 2.65 and wfu at Rotterdam as LX-OOO in 10.91. Fuselage used as a fire trainer with false reg 'G-HOST' and later 'PH-JRM', moved off airport and some remains still extant in 2007.

Registration details for this airframe:
rzjets.net/aircraft/?reg=143679

LX-OOO/ex-LX-LGB’s fuselage used as a fire trainer at RTM in July 1993 (still with Luxair cheatline):
www.flickr.com/photos/hetebrij/11717234154

LX-OOO/ex-LX-LGB’s fuselage used as a fire trainer at RTM in March 2004 (repainted in yellow and blue):
www.flickr.com/photos/hetebrij/11717648676

The remains of this airframe wearing fake registration G-HOST at RTM ca. mid-2000s:
www.fokker-aircraft.info/bitsandpieces-ghost.jpg


Scan from Kodachrome slide.

Károly Zágonyi (19 October 1822 in Szinyérváralja Hungary – around 1870) known in the U.S as Charles Zagonyi. 10629 MusFerencNádasdySárvár20230620_050

Károly Zágonyi (19 October 1822 in Szinyérváralja, Hungary – around 1870) known in the U.S as Charles Zagonyi, was a former Hungarian military officer who served in the American Civil War as an aide to John C. Frémont and commander of his bodyguard at the rank of major, effective September 19, 1861.

Hungarian Revolution
Charles Zagonyi served originally as a first lieutenant in the Hungarian Revolutionary Army during the 1848-1849 revolt. General Josef Bem assigned him to lead a picked company of cavalry. In such capacity he saved Bem's life, was captured, and imprisoned for two years by the Austrians.

American Civil War
On July 2, 1851 Zagonyi arrived in the United States. He worked in New York and Philadelphia as a house painter. He served as a riding master in a Boston school operated by a fellow Hungarian émigré. Here he met and married a German-American lady by the name of Amanda Schweiger.

At the outbreak of the Civil War, Zagonyi offered his services to New York, but was rejected. He was invited to Missouri by Alexander Asboth where he was introduced to General John C. Frémont. Frémont assigned him to create and command his personal bodyguard. Zagonyi's force was modeled on the well disciplined Hungarian Hussars. Zagonyi "personally selected the matched bay mounts" and designed the dark blue uniforms and hats of Hussar style. The men carried themselves proudly. They were equipped with German cavalry sabers and revolvers.


First Battle of Springfield or Zagonyi's Charge on October 25, 1861
On October 25, 1861, during the First Battle of Springfield, Zagonyi with 300 mounted men rashly charged into Springfield, Missouri, routing the Confederates. The charges proved costly in terms of casualties and the major lacked the forces to hold the city of the Union after dark. He withdrew, abandoning the city and his wounded to the secessionist forces. Zagonyi's charge would become famous, but his refusal to give credit to other attached forces alienated many fellow officers. Frémont's army would regain control of the town on October 27, and it would remain under Union control for the rest of the war.

Zagonyi was sidelined after Frémont was removed from command. Frémont's bodyguard was mustered out of service in November 1861 despite being three year volunteers.

Frémont was restored to command in the Shenandoah Valley as commander of the Mountain District encompassing West Virginia, eastern Kentucky, and East Tennessee. Fremont again utilized Zagonyi as his cavalry commander, promoting him to colonel. Stonewall Jackson and his Confederates outmaneuvered and outfought Frémont's much larger force during the Valley Campaign. Following this final Frémont debacle, General John Pope was assigned to command all of the U.S. troops in northern Virginia. Frémont resigned rather than serve under Pope, and Zagonyi withdrew from service.

Postwar
Zagonyi returned to New York after the war and served as temporary president of the Hungarian Society there. In 1867 he attempted to return to Hungary, but lacked the money for the trip. A disputed 1871 article indicates he was the owner of a tobacco shop in Pest, Hungary. Another says he was never heard from again after 1867.

Zagonyi Park in Springfield, Missouri, is named for Zagonyi and his famous charge there. There is a marker in the park that describes the charge.
------------------------------

Károly Zágonyi ( na engleskom: Charles Zágonyi) ( Szinérváralja , 19. listopada 1822. - oko 1870. ) 1848. Prvi poručnik Nacionalne garde , pukovnik sjevernjaka u Američkom građanskom ratu , "Springfieldski heroj".

Karijera
Tijekom Domovinskog rata služio je kao husar u vojsci generala Józsefa Bema i svojim smjelim pothvatima dvaput spasio život svom generalu. Bio je ranjen u ruskom zarobljeništvu, odakle je pobjegao na Silvestrovo 1849. i otišao u Tursku , a zatim u Englesku.1851 . , emigrirao je u Ameriku na brodu "Devonshire" sa 40 mađarskih suputnika , gdje je radio kao slikar i trener konja do izbijanja građanskog rata , kada je ušao u vojsku i general John C. Frémont Također je služio pod Frémontom, Sándorom Asbóthom i Tivadarom Majthényijem , potonji pod zapovjedništvom Zágonyija.

Ime mu je 1861 . postala poznata u vezi s bitkom kod Springfielda 25. listopada (poznata i kao "Zágonyijev konjički juriš").

Springfield , Missouri , bio je važno uporište u rukama Juga, ca. Štitilo ga je 1700 vojnika. Zágonyi je dobio dopuštenje od generala Frémonta da napadne branitelje grada kako bi izazvao pomutnju. Dana 25. listopada 1861. okr. Straža od 200 vojnika slomila je otpor branitelja snažnim konjaničkim napadom i zauzela grad. Kao rezultat ove bitke nije oslobođen samo Springfield, već je i cijeli Missouri pao u ruke sjevernjaka, a pobjedi je posebnu važnost davala činjenica da su na početku građanskog rata južnjaci obično bili pobjednici. Američki tisak slavio je Zágonyijevu "smrtnu jurnjavu" i njegovu hrabrost.

Jessie Benton Frémont, supruga Zágonyijevog bivšeg zapovjednika, Johna C. Frémonta, napisala je povijest tjelohranitelja u pozamašnoj knjizi davne 1864. godine, kako bi prihod od knjige iskoristila za pomoć obiteljima otpuštenih vojnika. Osim opisa bojnika Williama Dorsheimera, ova se knjiga najdetaljnije sjeća Zágonyija. Čitav niz pjesnika i vojnih povjesničara posvetio se pisanju povijesti postrojbe Zágonyi.

Zágonyijeva smrtna vožnja ovjekovječena je u pjesmi Georgea Henryja Bokera (1823.-1890.), a 1870 -ih također je nacrtana za Bijelu kuću u Washingtonu .

hannon m1

Chassis n° 10629

Bonhams
Les Grandes Marques du Monde à Paris
The Grand Palais Éphémère
Place Joffre
Parijs - Paris
Frankrijk - France
February 2023

Estimated : € 20.000 - 30.000
Sold for € 34.500

A curious mixture of romantic visionary and practical businessman, André Citroën knew a promising invention when he saw one. While travelling through Poland at the age of 22, he had visited a foundry where they were using an unfamiliar type of gearwheel with V-shaped teeth. He immediately recognised the potential of this design and bought the patent, setting up André Citroën & Cie in the rue Saint-Denis near the Gare du Nord to develop a way of manufacturing his new double-helical gears.
Turning to motor car production after WWI, Citroën acquired the sole rights to an ingenious form of caterpillar-track drive system that had been invented by engineer Adolphe Kégresse. French-born Kégresse had developed the idea at the behest of his erstwhile employer, Czar Nicholas II, who had wanted a means of adapting his cars to drive across deep snow. Rather than use the heavy steel hinged plates of a conventional crawler tractor, Kégresse devised a lightweight system that employed rubber bands running around bogies driven from the rear axle. Patents were filed in Russia and France, and by the time The Great War broke out, the 'Système Kégresse' had been perfected.

Returning to France after the Revolution, Kégresse was introduced to André Citroën, who immediately recognised the potential of his invention and purchased the sole rights, setting up Société Citroën-Kégresse-Hinstin to develop and manufacture it. One of the Kégresse system's major advantages was the fact that it did not require a vehicle of great power, and initial tests were conducted using an adapted B2 model of 10CV. These autochenilles (chenille = caterpillar) were an immediate success, finding employment throughout Europe in farming, forestry and a variety of military applications.
This swift acceptance was due in no small part to the various publicity stunts dreamt up to demonstrated their remarkable off-road capabilities, one of which involved a Citroën Kégresse towing a 3.5-ton maison roulante (literally: 'mobile home') up a 106m high sand dune. Of greater significance though, was the crossing of the Sahara Desert during the winter of 1922/23 by an expedition of five Citroën Kégresse B2s, thus establishing the viability of an overland route for motor transport from Algeria to French Equatorial Africa. The five little cars completed the 3,000-mile journey from Touggourt to Timbuktu in an astonishing 21 days, a mere fraction of the time taken by a camel train.

This Kégresse P17E was ordered by the French war ministry in December 1933, it is by consequence a 1934 model which started its life in the French army.
Sadly, nothing is known of the history of this Citroën Kégresse, which has been kept in storage since its acquisition by the vendor.

Chassis n° 10629

Bonhams
Les Grandes Marques du Monde à Paris
The Grand Palais Éphémère
Place Joffre
Parijs - Paris
Frankrijk - France
February 2023

Estimated : € 20.000 - 30.000
Sold for € 34.500

A curious mixture of romantic visionary and practical businessman, André Citroën knew a promising invention when he saw one. While travelling through Poland at the age of 22, he had visited a foundry where they were using an unfamiliar type of gearwheel with V-shaped teeth. He immediately recognised the potential of this design and bought the patent, setting up André Citroën & Cie in the rue Saint-Denis near the Gare du Nord to develop a way of manufacturing his new double-helical gears.
Turning to motor car production after WWI, Citroën acquired the sole rights to an ingenious form of caterpillar-track drive system that had been invented by engineer Adolphe Kégresse. French-born Kégresse had developed the idea at the behest of his erstwhile employer, Czar Nicholas II, who had wanted a means of adapting his cars to drive across deep snow. Rather than use the heavy steel hinged plates of a conventional crawler tractor, Kégresse devised a lightweight system that employed rubber bands running around bogies driven from the rear axle. Patents were filed in Russia and France, and by the time The Great War broke out, the 'Système Kégresse' had been perfected.

Returning to France after the Revolution, Kégresse was introduced to André Citroën, who immediately recognised the potential of his invention and purchased the sole rights, setting up Société Citroën-Kégresse-Hinstin to develop and manufacture it. One of the Kégresse system's major advantages was the fact that it did not require a vehicle of great power, and initial tests were conducted using an adapted B2 model of 10CV. These autochenilles (chenille = caterpillar) were an immediate success, finding employment throughout Europe in farming, forestry and a variety of military applications.
This swift acceptance was due in no small part to the various publicity stunts dreamt up to demonstrated their remarkable off-road capabilities, one of which involved a Citroën Kégresse towing a 3.5-ton maison roulante (literally: 'mobile home') up a 106m high sand dune. Of greater significance though, was the crossing of the Sahara Desert during the winter of 1922/23 by an expedition of five Citroën Kégresse B2s, thus establishing the viability of an overland route for motor transport from Algeria to French Equatorial Africa. The five little cars completed the 3,000-mile journey from Touggourt to Timbuktu in an astonishing 21 days, a mere fraction of the time taken by a camel train.

This Kégresse P17E was ordered by the French war ministry in December 1933, it is by consequence a 1934 model which started its life in the French army.
Sadly, nothing is known of the history of this Citroën Kégresse, which has been kept in storage since its acquisition by the vendor.

Chassis n° 10629

Bonhams
Les Grandes Marques du Monde à Paris
The Grand Palais Éphémère
Place Joffre
Parijs - Paris
Frankrijk - France
February 2023

Estimated : € 20.000 - 30.000
Sold for € 34.500

A curious mixture of romantic visionary and practical businessman, André Citroën knew a promising invention when he saw one. While travelling through Poland at the age of 22, he had visited a foundry where they were using an unfamiliar type of gearwheel with V-shaped teeth. He immediately recognised the potential of this design and bought the patent, setting up André Citroën & Cie in the rue Saint-Denis near the Gare du Nord to develop a way of manufacturing his new double-helical gears.
Turning to motor car production after WWI, Citroën acquired the sole rights to an ingenious form of caterpillar-track drive system that had been invented by engineer Adolphe Kégresse. French-born Kégresse had developed the idea at the behest of his erstwhile employer, Czar Nicholas II, who had wanted a means of adapting his cars to drive across deep snow. Rather than use the heavy steel hinged plates of a conventional crawler tractor, Kégresse devised a lightweight system that employed rubber bands running around bogies driven from the rear axle. Patents were filed in Russia and France, and by the time The Great War broke out, the 'Système Kégresse' had been perfected.

Returning to France after the Revolution, Kégresse was introduced to André Citroën, who immediately recognised the potential of his invention and purchased the sole rights, setting up Société Citroën-Kégresse-Hinstin to develop and manufacture it. One of the Kégresse system's major advantages was the fact that it did not require a vehicle of great power, and initial tests were conducted using an adapted B2 model of 10CV. These autochenilles (chenille = caterpillar) were an immediate success, finding employment throughout Europe in farming, forestry and a variety of military applications.
This swift acceptance was due in no small part to the various publicity stunts dreamt up to demonstrated their remarkable off-road capabilities, one of which involved a Citroën Kégresse towing a 3.5-ton maison roulante (literally: 'mobile home') up a 106m high sand dune. Of greater significance though, was the crossing of the Sahara Desert during the winter of 1922/23 by an expedition of five Citroën Kégresse B2s, thus establishing the viability of an overland route for motor transport from Algeria to French Equatorial Africa. The five little cars completed the 3,000-mile journey from Touggourt to Timbuktu in an astonishing 21 days, a mere fraction of the time taken by a camel train.

This Kégresse P17E was ordered by the French war ministry in December 1933, it is by consequence a 1934 model which started its life in the French army.
Sadly, nothing is known of the history of this Citroën Kégresse, which has been kept in storage since its acquisition by the vendor.

Chassis n° 10629

Bonhams
Les Grandes Marques du Monde à Paris
The Grand Palais Éphémère
Place Joffre
Parijs - Paris
Frankrijk - France
February 2023

Estimated : € 20.000 - 30.000
Sold for € 34.500

A curious mixture of romantic visionary and practical businessman, André Citroën knew a promising invention when he saw one. While travelling through Poland at the age of 22, he had visited a foundry where they were using an unfamiliar type of gearwheel with V-shaped teeth. He immediately recognised the potential of this design and bought the patent, setting up André Citroën & Cie in the rue Saint-Denis near the Gare du Nord to develop a way of manufacturing his new double-helical gears.
Turning to motor car production after WWI, Citroën acquired the sole rights to an ingenious form of caterpillar-track drive system that had been invented by engineer Adolphe Kégresse. French-born Kégresse had developed the idea at the behest of his erstwhile employer, Czar Nicholas II, who had wanted a means of adapting his cars to drive across deep snow. Rather than use the heavy steel hinged plates of a conventional crawler tractor, Kégresse devised a lightweight system that employed rubber bands running around bogies driven from the rear axle. Patents were filed in Russia and France, and by the time The Great War broke out, the 'Système Kégresse' had been perfected.

Returning to France after the Revolution, Kégresse was introduced to André Citroën, who immediately recognised the potential of his invention and purchased the sole rights, setting up Société Citroën-Kégresse-Hinstin to develop and manufacture it. One of the Kégresse system's major advantages was the fact that it did not require a vehicle of great power, and initial tests were conducted using an adapted B2 model of 10CV. These autochenilles (chenille = caterpillar) were an immediate success, finding employment throughout Europe in farming, forestry and a variety of military applications.
This swift acceptance was due in no small part to the various publicity stunts dreamt up to demonstrated their remarkable off-road capabilities, one of which involved a Citroën Kégresse towing a 3.5-ton maison roulante (literally: 'mobile home') up a 106m high sand dune. Of greater significance though, was the crossing of the Sahara Desert during the winter of 1922/23 by an expedition of five Citroën Kégresse B2s, thus establishing the viability of an overland route for motor transport from Algeria to French Equatorial Africa. The five little cars completed the 3,000-mile journey from Touggourt to Timbuktu in an astonishing 21 days, a mere fraction of the time taken by a camel train.

This Kégresse P17E was ordered by the French war ministry in December 1933, it is by consequence a 1934 model which started its life in the French army.
Sadly, nothing is known of the history of this Citroën Kégresse, which has been kept in storage since its acquisition by the vendor.

die Figur des St. Georg fehlt seit Kriegsende

EI-SIN
SAS Connect
Airbus A320-251N
c/n 10629
SK505 Copenhagen (CPH)
London Heathrow (LHR / EGLL)
03/09/22

Taxiing to Stand 225 operating flight SK811 from OSL.

Manchester 05/09/2022 EGCC/MAN

leider unscharf, wird ersetzt