Geskiedenis Podcasts

George Howell

George Howell


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George Howell, die oudste van agt kinders, is gebore in Wrington, Somerset, op 5 Oktober 1833. Sy pa het 'n klein algemene bouers gehad, maar dit was vir hom moeilik om genoeg werk te kry om sy gesin te onderhou. Op twaalfjarige ouderdom verlaat Howell sy skool in Church of England in Bristol en begin saam met sy pa werk. Na 'n tydperk as 'n mortier word hy 'n metselaar. Hy het twaalf uur per dag gewerk, maar het sy Sondae gebruik om te lees. Vroeë gunstelinge was Foxe's Boek van Martelare en Bunyan's Pelgrim se vordering.

Howell hou nie van die swaar werk van die boubedryf nie en kry werk as 'n leerling -skoenmaker. Verskeie van die mans het radikale politieke sienings gehad wat aktiewe kartiste was. Hulle stel hom voor aan die koerante soos die Northern Star en die Rooi Republikein en in 1848 het Howell by die Chartist -beweging aangesluit.

Verskeie van die skoenmakers was ook metodiste en Howell is oorgehaal om vergaderings in die Wrington -kapel by te woon. Howell het tot bekering gekom en 'n lekeprediker geword. Hy het ook 'n aktiewe lid van die plaaslike Temperance Society geword.

In 1854 verhuis George Howell na Londen. Hy was nie in staat om werk as skoenmaker te vind nie, maar het teruggekeer na sy vorige messelwerk. Howell het 'n groot aantal politieke vergaderings bygewoon waar hy Karl Marx, George Holyoake, Charles Bradlaugh en Frederic Harrison ontmoet het.

Howell het by die Operative Bricklayers 'Society aangesluit en in 1859 betrokke geraak by 'n industriële geskil oor eise vir 'n dag van nege uur. Howell het by die stakingskomitee aangesluit en gou verskyn saam met Robert Applegarth en George Potter as een van die hoofleiers van die vakbond. As gevolg van sy vakbondbedrywighede is hy op die swartlys geplaas en dit was vir die volgende vyf jaar onmoontlik om as messelaar te werk.

In 1861 word hy verkies tot die uitvoerende gesag van die London Trades Council en word kort daarna sy sekretaris. 'N Sterk voorstander van algemene stemreg, in 1865 word Howell voltydse sekretaris van die Reform League. Howell organiseer massiewe demonstrasies in Londen in 1866 en 1867 en speel 'n belangrike rol om Benjamin Disraeli en sy konserwatiewe regering te oorreed om die Hervormingswet van 1867 aan te neem.

Teleurgesteld oor die omvang van hierdie hervorming, het Howell voortgegaan om hom vir algemene stemreg te beywer. Hy behou sy betrokkenheid by die vakbondbeweging en word in 1871 aangestel as sekretaris van die nuutgestigte vakbondkongres. In die 1870's het hy ook gereeld bygedra Die Byekorf en het verskeie boeke oor vakbondwese gepubliseer, insluitend 'N Handige boek van die arbeidswette (1876), Konflikte van kapitaal en arbeid (1878), Vakbondwese nuut en oud (1891) en Arbeidswetgewing, Arbeidsbewegings en Arbeidsleiers (1902).

Howell het verskeie kere probeer om tot die Laerhuis verkies te word. Hy het misluk in die algemene verkiesing van 1868, 1874 en 1881, maar is uiteindelik gewen as die Lib-Lab-kandidaat in Bethnal Green in 1885. Een van Howell se belangrikste prestasies in die parlement was die aanvaarding van die wetsontwerp op handel, wat die werksomstandighede verbeter het. van koopvaarders. Howell verdedig sy sitplek in Bethnal Green suksesvol in 1886 en 1892, maar word verslaan deur die konserwatiewe kandidaat tydens die algemene verkiesing van 1895.

As gevolg van swak gesondheid, tree Howell uit die openbare lewe. Sy vriend, Robert Applegarth en die vakbondkongres, het 'n getuienis van £ 1650 ingesamel om vir hom 'n annuïteit te koop.

George Howell op 16 September 1910.


John Howland

GEBOORTE: Ongeveer 1599, seun van Henry en Margaret Howland van Fenstanton, Huntingdonshire.
HUWELIK: Elizabeth Tilley, dogter van John en Joan (Hurst) Tilley, ongeveer 1624, in Plymouth.
KINDERS: Desire, John, Hope, Elizabeth, Lydia, Hannah, Joseph, Jabez, Ruth en Isaac.
DOOD: 23 of 24 Februarie 1672/3 te Rocky Nook, Plymouth.
yDNA HAPLOGROUP: R-M269

John Howland is ongeveer 1599 gebore, waarskynlik in Fenstanton, Huntington. Hy kom op die Mayflower in 1620 as dienaar van goewerneur John Carver. Gedurende die Mayflowerse reis het Howland tydens 'n storm oorboord geval en was byna verlore op see-maar gelukkig kon hy vir sy miljoene afstammelinge wat vandag lewe (insluitend presidente George Bush en George W. Bush en mev. Theodore Roosevelt) vasgryp van die grootseil-helle, wat die bemanning genoeg tyd gegee het om hom met 'n boothaak te red.

"Howland Overboard", 'n skildery deur die maritieme kunstenaar Mike Haywood. Giclee -afdrukke is beskikbaar by die MayflowerHistory.com -winkel.

Daar is tradisioneel berig dat John Howland ongeveer 1592 gebore is, gebaseer op sy ouderdom by die dood in die Plymouth Church Records. Die ouderdomme by die dood is egter dikwels oorbeklemtoon, en dit is duidelik die geval hier. John Howland het as 'n dienaar van John Carver gekom, wat beteken dat hy destyds jonger as 25 jaar was (dit wil sê hy is gebore na 1595). William Bradford, in die val-oorboord-voorval, verwys na Howland as 'n "wellustige jong man", 'n term wat waarskynlik nie op 'n 28-jarige sou geld nie, aangesien Bradford self maar 30 was. Bradford het wel 21-jarige gebel John Alden 'n 'jong man'. Howland se vrou Elizabeth is in 1607 gebore: 'n 32-jarige wat met 'n 17-jarige trou, is 'n relatief onwaarskynlike omstandigheid. Howland se laaste kind is in 1649 gebore: 'n 57-jarige Howland sou 'n onwaarskynlike vader wees. Dit alles saam toon aan dat Howland se ouderdom waarskynlik met ten minste 5 jaar oorskat is. Aangesien hy die "Mayflower Compact" onderteken het, kan ons aanneem dat hy waarskynlik in 1820 minstens 18 tot 21 jaar oud was.

John Howland het verskeie broers gehad wat ook na New England gekom het, naamlik Henry Howland ('n voorouer van beide presidente Richard Nixon en Gerald Ford) en Arthur Howland ('n voorouer van Winston Churchill).

Die Jabez Howland -huis in Plymouth is omstreeks 1667 gebou. John en Elizabeth Howland het gedurende die winters saam met hul seun Jabez in hierdie huis gewoon, en Elizabeth het ook die woonplek van die man na die dood van haar man in 1672 geleef.

Die begraafplaas van die Howland -gesin op Burial Hill in Plymouth.

Gedenkteken van klippe wat die plek van John en Elizabeth (Tilley) Howland se tuiste in Rocky Nook, noord van Plymouth, merk. Die Pelgrim John Howland -genootskap besit die grond en argeoloë het die somer al 'n aantal jare op die terrein gewerk.


George Howell se geskiedenis van die International Working-Men's Association

Karl Marx, Ph.D. (Universiteit van Jena, 1841) was 'n sosiale wetenskaplike wat 'n belangrike bydraer tot die ontwikkeling van die kommunistiese teorie was.

Marx is gebore in Trier, 'n stad destyds in die Koninkryk Pruise en aposs Provinsie van die Neder -Ryn. Sy vader, Joods gebore, het hom kort voor Karl & aposs se geboorte tot Protestantisme bekeer in reaksie op 'n verbod wat die Pruisiese koninkryk op die Jood onlangs in die Rynland ingebring het Karl Marx, Ph.D. (Universiteit van Jena, 1841) was 'n sosiale wetenskaplike wat 'n belangrike bydraer tot die ontwikkeling van die kommunistiese teorie was.

Marx is gebore in Trier, 'n stad destyds in die Koninkryk van Pruise in die Neder -Ryn. Sy vader, Joods gebore, het kort voor Karl se geboorte tot Protestantisme oorgegaan in reaksie op 'n verbod wat die Pruisiese koninkryk nuut in die Rynland ingestel het op die beoefening van Jode. Marx, wat opgelei is aan die universiteite van Bonn, Jena en Berlyn, het die sosialistiese koerant gestig Vorwärts! in 1844 in Parys. Nadat hy op aandrang van die Pruisiese regering, wat Marx in absentia 'verban' het, uit Frankryk verdryf is, studeer Marx ekonomie in Brussel. Hy en Engels stig die Kommunistiese Liga in 1847 en publiseer die Kommunistiese manifest. Na die mislukte rewolusie van 1848 in Duitsland, waaraan Marx deelgeneem het, beland hy uiteindelik in Londen. Marx het as buitelandse korrespondent vir verskeie Amerikaanse publikasies gewerk. Syne Das Kapital verskyn in drie volumes (1867, 1885 en 1894). Marx het die Internasionale georganiseer en gehelp om die Sosiaal -Demokratiese Party van Duitsland te stig. Alhoewel Marx nie godsdienstig was nie, het Bertrand Russell later opgemerk: "Sy oortuiging dat daar 'n kosmiese krag is genaamd Dialektiese materialisme wat die geskiedenis van die mens onafhanklik van die menslike wil behartig, is bloot mitologie" (Portraits from Memory, 1956). Marx het eenkeer gesê: 'Al wat ek weet, is dat ek nie 'n Marxis is nie' (volgens Engels in 'n brief aan C. Schmidt, sien Wie is wie in die hel deur Warren Allen Smith). D. 1883.

Marx het in 1840 saam met Bruno Bauer begin werk oor die redigering van Hegel's Philosophy of Religion. Marx was ook besig met sy doktorale proefskrif, The Difference Between the Democritean and Epicurean Philosophy of Nature, wat hy in 1841 voltooi het. gewaagde en oorspronklike werk waarin Marx wou wys dat teologie moet toegee aan die wysheid van die filosofie ": die opstel was omstrede, veral onder die konserwatiewe professore aan die Universiteit van Berlyn. Marx besluit in plaas daarvan om sy proefskrif aan die meer liberale Universiteit van Jena voor te lê, aan wie sy fakulteit hom in April 1841 toegeken het. Aangesien Marx en Bauer albei ateïste was, het hulle in Maart 1841 begin met planne vir 'n tydskrif met die titel Archiv des Atheismus (Atheïstiese argiewe), maar dit het nooit tot stand gekom nie.

Marx word beskryf as een van die invloedrykste figure in die menslike geskiedenis. Marx word tipies aangehaal, met Émile Durkheim en Max Weber, as een van die drie belangrikste argitekte van die moderne sosiale wetenskap.


George Howell - Geskiedenis

Hierdie webwerf dek vliegvelde in al 50 state: Klik hier vir die hoofmenu van die webwerf.

Frankfort -lughawe (LL40), Frankfort, IL

41.478, -87.845 (Suid van Chicago, IL)

Frankfort -lughawe, soos uitgebeeld op die deursnitkaart van Chicago in Mei 1965.

Volgens die artikel & ldquoAirport Owner Ahead of His Time & rdquo in die 4/25/90 Chicago Tribune (met vergunning van Matt Valleau),

In 1962 het John Arnold gevoel dat daar 'n klein lughawe in die destydse stil, maar groeiende suidelike voorstede nodig was, en 'n stuk grond in Frankfort teëgekom het. & rdquo

'' Ek het gevoel dat die gebied regtig sal uitbrei-wat dit beslis oor die jare het, '' sê hy. '' En die manier waarop hierdie eiendom ingerig is, was perfek vir 'n lughawe. ''

Die artikel het voortgegaan, en ldquoArnold het aanvanklik in 1962 23 hektaar gekoop en 'n kantoorgebou met 'n enkelverdieping, 'n hangar met 10 stalletjies en 'n oploopbaan gebou.

Op 9/7/64 het hy die groot opening vir die Frankfort -lughawe gehou. & Rdquo

Die vroegste voorstelling van die Frankfort -lughawe was op die deursnitkaart van Chicago in Mei 1965.

Dit het die lughawe van Frankfort uitgebeeld met 'n baan wat nie verhard is nie.

Matt Valleau onthou, en ldquoFrankfort is die lughawe waaruit ek begin vlieg het toe ek 2 jaar oud was. & Rdquo

Die Chicago Chicago Local Aeronautical Chart van 1967 het die lughawe van Frankfort uitgebeeld met 'n baan van oos/wes van 2,500 '.

Die USGS topo -kaart van 1973 het die lughawe van Frankfort uitgebeeld as 'n enkele baan in die ooste/weste, met die etiket generically as & ldquoLanding Strip & rdquo,

met 'n parallelle taxibaan en verskeie geboue langs die noordekant.

Die vroegste foto van die Frankfort -lughawe was 'n lugfoto van 1973.

Dit het 'n enkele asfalt oos/wes aanloopbaan uitgebeeld, met 'n paar hangars en verskeie ligte enkelmotorige vliegtuie langs die noordekant.

'N Lugfoto uit 1981 het die lughawe van Frankfort op die hoogtepunt van sy gewildheid uitgebeeld, met meer as 2 dosyn ligte vliegtuie op die veld.

'N Lugfoto van 1988 het die Frankfort -lughawe in dieselfde fisiese opset uitgebeeld, maar met ietwat minder vliegtuie sigbaar.

Op die USGS topo -kaart van 1990 word die lughawe van Frankfort uitgebeeld met 'n enkele baan in die ooste/weste, met 'n parallelle taxibaan en verskeie geboue langs die noordekant.

'N Lugfoto van 1993 toon die bou van 'n nywerheidspark aan die suidekant van die Frankfort -lughawe aan.

Die laaste foto wat verskeie vliegtuie op die Frankfort -lughawe gevind het, was 'n lugfoto van 1998 wat suidoos kyk.

Altesaam 3 ligte enkelmotorige vliegtuie was nog aan die noordekant van die veld sigbaar.

'N Lugfoto van 2002 het slegs 'n enkele vliegtuig op die Frankfort-lughawe uitgebeeld: 'n enkelmotorige Cessna aan die noordekant van die veld,

wat blykbaar nie in die daaropvolgende lugfoto's beweeg het nie.

Die Chicago Terminal Terminal Chart van April 2017 het die lughawe van Frankfort uitgebeeld as 'n privaat vliegveld met 'n baan van 4.200 'oos/wes.

'N Lugfoto van 2018 wat na die suidooste van die Frankfort -lughawe kyk, het getoon dat die aanloopbaan en hangars ongeskonde bly,

maar die aanloopbaan blyk te word gebruik vir berging sonder lugvaart.

'N Lugfoto van 2018 van die laaste oorblywende vliegtuig op die Frankfort-lughawe: die oorblyfsels van 'n enkelmotorige Cessna aan die noordekant van die veld, en op hierdie punt ontbreek sy linkervleuel.

Matt Valleau het in 2020 berig dat Frankfort (LL40) uiteindelik uit die deursnee -grafiek verwyder is.

Terwyl dit 'n rukkie tegnies gesluit was, het die baan al jare lank swaar toerusting op die baan. & Rdquo

Dankie aan Matt Valleau dat u op hierdie vliegveld gewys het.

Metropolitaanse lughawe / Ashland Avenue -lughawe / Chicago Heights -lughawe, Chicago Heights, IL

41.517, -87.659 (Suid van Chicago, IL)

Chicago Heights -lughawe, soos uitgebeeld op die deursnee -grafiek van Chicago in Augustus 1932.

Hierdie klein algemene lugvaartlughawe is blykbaar op 'n stadium tussen 1930-32 gevestig,

aangesien dit nog nie op die deursnee in Chicago in Desember 1930 uitgebeeld is nie.

Die vroegste voorstelling van die Metropolitan -lughawe was op die deursnitkaart in Augustus 1932 in Chicago.

Die vroegste foto van die Metropolitan -lughawe was 'n lugfoto van 1938.

Dit het 'n enkele, ongeplaveide oos/west -aanloopbaan met 'n klein gebou aan die suidoostekant uitgebeeld.

Daar was geen vliegtuie op die veld sigbaar nie.

Die vroegste foto wat van die Metropolitan -lughawe beskikbaar was, was 'n lugfoto van 5/19/38 (met vergunning van Daniel McGill)

van 'n skare van byna 1 000 mense wat bymekaargekom het om die eerste lugposbakkie te sien.

Mans en 'n vragmotor wat die eerste 5/19/38 eerste posbus per pos op die Metropolitan-lughawe/Ashlandlaan-lughawe bevorder (met vergunning van Daniel McGill).

'N Plan van die Metropolitan -lughawe in Desember 1940 (met vergunning van Daniel McGill) beeld die ongewone uitleg van die vliegveld uit,

word in 'n smal stuk grond gedruk, met 'n gholfbaan wat in die middelste gedeelte uitsteek.

Daar is getoon dat die veld 3 aanloopbane het, met die langste 'n oostelike/westelike strook van 2800 ',

en 'n hangar & amp -kantoor aan die suidoostekant.

'N Lugfoto van omstreeks 1940-47 wat suidwes na die Metropolitan-lughawe kyk (met vergunning van Daniel McGill)

Die vliegveld is baie gewild, met meer as 30 ligte vliegtuie wat naby die hangars aan die suidoostekant van die veld geparkeer was.

word in 'n smal stuk grond gedruk, met 'n gholfbaan wat in die middelste gedeelte uitsteek.

'N Foto van ongeveer 1940-47 van die hangar van die Midwest Aircraft Sales Corporation in die Chicago Heights-lughawe (met vergunning van Daniel McGill).

Dit was nog steeds die Metropolitaanse lughawe op die Chicago Sectional Chart van Oktober 1942.

Dit is blykbaar op 'n stadium tussen 1942-44 herdoop na Ashland Avenue-lughawe,

dit was hoe dit op die deursnee -kaart van Chicago in April 1944 aangedui is.

Dit was nog steeds op die Chicago Sectional Chart in Junie 1947 die naam Ashland Avenue Airport.

Dit is blykbaar op 'n stadium in 1947 die naam van die Chicago Heights -lughawe, aangesien dit op die Desember 1947 Chicago Sectional Chart aangedui is.

Dit het die Chicago Heights -lughawe uitgebeeld met 'n baan van 2.900 'onverharde baan.

Chicago Heights -lughawe is in 1947 gesluit toe die operateurs hul huurkontrak verloor het.

Die lughawe van Chicago Heights is nie meer op die deursnitkaart van Julie 1948 uitgebeeld nie.

'N Lugfoto van 1952 toon geen spoor van die Chicago Heights -lughawe nie, met woonstrate oor die suidoostelike deel,

en die hangar is verwyder.

'N Lugfoto van 2018 het geen spoor van die Chicago Heights -lughawe aangetoon nie, met die eiendom onder huise.

Die terrein van die Chicago Heights -lughawe is wes van die kruising van Ashlandlaan en 8ste straat geleë.

Dankie aan Daniel McGill vir die wys op hierdie vliegveld.

Rubinkam -lughawe, Markham, IL

41.589, -87.688 (Suid van Chicago, IL)

'N Voorstel van 2/41 om die klein Rubinkam-lughawe (216 hektaar) in 'n Chicago-lughawe in 'n groot volume te verander.

Hierdie klein algemene lugvaartlughawe is blykbaar op 'n stadium tussen 1940-41 gevestig,

aangesien dit nog nie op die deursnitkaart van Chicago in Februarie 1940 uitgebeeld is nie.

Die vroegste voorstelling van die Rubinkam-lughawe was 'n nooit-gerealiseerde 2/41 voorstel om die klein lughawe (216 hektaar) om te draai

in 'n groot lughawe van Chicago (1.600 hektaar).

Die vroegste voorstelling van die lugvaartkaart wat op die Rubinkam -lughawe geleë was, was op die deursnitkaart van Chicago in Junie 1944.

Die vroegste foto van die Rubinkam -lughawe was 'n 3/9/52 USGS lugfoto.

Dit het Rubinkam uitgebeeld met 'n baie kort oostelike/westelike geplaveide aanloopbaan (of taxibaan) en 'n langer grasbaan noordoos/suidwes.

Meer as 'n dosyn ligte enkelmotorvliegtuie en verskeie klein hangars was aan die suidoostekant.

Die vroegste topo -kaartafbeelding van die Rubinkam -lughawe was op die USGS topo -kaart van 1953.

Dit het Rubinkam uitgebeeld met 'n baie kort oostelike/westelike geplaveide aanloopbaan (of taxibaan) en verskeie klein hangars aan die suidekant.

Die laaste foto van die Rubinkam -lughawe was 'n lugfoto van 9/3/59 USGS.

Dit het Rubinkam uitgebeeld met 'n baie kort oostelike/westelike geplaveide aanloopbaan (of taxibaan) en 'n langer grasbaan noordoos/suidwes.

Meer as 2 dosyn ligte enkelmotorige vliegtuie en verskeie klein hangars was aan die suidoostekant.

Maar let op, in teenstelling met die 1952 -foto, is rye huise gebou wat grens aan die noordelike en oostelike kant van die lughawe, wat die uiteindelike ondergang daarvan voorspel.

Die laaste voorstelling van die lugvaartkaart wat op die Rubinkam -lughawe geleë was, was op die deursnitkaart van Chicago in Januarie 1960.

Dit het Rubinkam uitgebeeld met 'n aanloopbaan van 3200 '.

Rubinkam-lughawe was blykbaar op 'n stadium tussen 1960-62 gesluit,

aangesien dit nie meer op die deursnitkaart van Chicago in Junie 1962 uitgebeeld is nie (met vergunning van Bill Pagett).

'N Lugfoto van 2016 wat noord kyk, het geen spoor van die Rubinkam -lughawe oorgebly nie.

Die terrein van die Rubinkam -lughawe is noordwes van die kruising van 167th Street en California Avenue geleë.

Dankie aan Toni Herndon dat u op hierdie vliegveld gewys het.

Prosperi -lughawe, Tinley Park, IL

41.547, -87.788 (Suidwes van Chicago, IL)

Prosperi -lughawe, soos uitgebeeld op die deursnitkaart van Chicago in Junie 1944.

Hierdie klein algemene lugvaartlughawe is blykbaar op 'n stadium tussen 1942-44 gevestig,

aangesien dit nog nie op die deursnitkaart in Chicago, 1942, uitgebeeld is nie.

Die vroegste voorstelling van die Prosperi -lughawe was op die deursnitkaart van Chicago in Junie 1944,

wat dit as 'n kommersiële/munisipale lughawe uitgebeeld het.

Die vroegste foto van die Prosperi -lughawe was 'n lugfoto van 1951.

Dit het Prosperi uitgebeeld met drie onverharde aanloopbane, met verskeie klein hangars en geboue op die noordoostelike hoek.

Daar was geen vliegtuie op die veld sigbaar nie.

Die 1953 IL -lughawegids (met vergunning van Lee Corbin)

het Prosperi -lughawe uitgebeeld met drie onverharde aanloopbane, met 6 klein geboue op die noordoostelike hoek.

Die USGS topo-kaart van 1953 het Prosperi-lughawe uitgebeeld, 'n onreëlmatige eiendomsbeskrywing met 4 klein geboue op die noordoostelike hoek.

Die vroegste foto wat van die Prosperi -lughawe beskikbaar was, was 'n ongedateerde lugfoto vanaf die 1956 IL -lughawegids (van die Universiteit van IL, met vergunning van Daniel McGill).

Dit het Prosperi -lughawe uitgebeeld met twee onverharde aanloopbane, wat 2,900 'noordoos/suidwes en 2,500' oos/wes meet.

Twee ligte enkelmotorige vliegtuie was sigbaar naby 'n paar klein geboue op die noordoostelike hoek.

Volgens Bruce Mabee was & ldquoProsperi -lughawe [besit] en bestuur deur Ed Prosperi, en 'bestuur' deur Ed se ma, die boekhouer.

Orland Mabee het sy vlugskool by Prosperi bedryf na die sluiting van Stinson, ongeveer 1960-65.

In 'n lugfoto van 4/1/62 USGS word Prosperi uitgebeeld met twee onverharde aanloopbane, met 15 ligte enkelmotorige vliegtuie wat naby 'n paar klein hangars en geboue op die noordoostelike hoek geparkeer was.

Die USGS topo -kaart van 1963 toon die rede vir die uiteindelike afsterwe van Prosperi -lughawe

die beplande Interstate 80 is regoor die middel van die twee onverharde aanloopbane aangebring.

Die laaste voorstelling van die lugvaartkaart wat op die Prosperi -lughawe geleë was, was op die deursnitkaart van Chicago in Mei 1965.

Dit het Prosperi uitgebeeld as 'n baan wat nie verhard is nie.

Volgens Bruce Mabee, is daar historiese aantekeninge en groot verhale van Ed Properi [in die boek 'Lost Airports of Chicago']

soos dat hy staatsamptenare met 'n haelgeweer gejaag het toe hulle die lughawe vir die Interstate -konstruksie kom afsluit het

Prosperi -lughawe [is] teen 1966 gesluit deur die gebou van Interstate 80 op die lughawegrond. & Rdquo

Prosperi -lughawe is nie meer op die deursnitkaart van Chicago in Desember 1966 uitgebeeld nie.

'N Lugfoto van 2015 het geen spoor van Prosperi -lughawe oorgehou nie.

Die perseel van Prosperi -lughawe is gepas genoeg noord van die kruising van West 191 Street en Prosperi Drive geleë.

Dankie aan Bruce Mabee dat u op hierdie vliegveld gewys het.

Plainfield -lughawe, Plainfield, IL

41.627, -88.16 (Suidwes van Chicago, IL)

Op 'n lugfoto van 4/10/62 USGS word die lughawe van Plainfield uitgebeeld met 'n enkele baan wat nie verhard is nie.

Hierdie klein algemene lugvaartlughawe is blykbaar op 'n stadium tussen 1946-52 gevestig,

aangesien dit nog nie op 'n lugfoto van 1946 uitgebeeld is nie.

Die vroegste voorstelling van die Plainfield -lughawe was 'n 1952 USGS lugfoto,

wat moontlik die begin van die lughawe uitgebeeld het, met 'n enkele grasbaan oos/wes aanloopbaan en 'n paar plaasgeboue aan die suidweste kant.

Daar was geen vliegtuie op die veld sigbaar nie.

Die lughawe van Plainfield is nog nie op die deursnitkaart van Chicago in Januarie 1961 uitgebeeld nie.

'N Lugfoto van 1961 het getoon dat die oos/west grasbaan meer duidelik was,

en nie minder nie as 19 ligte enkelmotorige vliegtuie was sigbaar rondom 'n paar klein geboue op die suidwestelike hoek.

'N Lugfoto van 4/10/62 toon dieselfde aanloopbaan -opset,

en 15 ligte enkelmotorige vliegtuie was sigbaar rondom 'n paar klein geboue op die suidwestelike hoek.

Die vroegste voorstelling van die lugvaartkaart wat op die vliegveld van Plainfield geleë was, was op die deursnitkaart van Chicago in Junie 1962.

Dit het Plainfield uitgebeeld met 'n aanloopbaan van 2.400 '.

Volgens Bruce Mabee het & ldquoPlainfield -lughawe een baanbaan, 'n kantoor- en amp -winkel.

[Dit het] vlieglesse aangebied deur Orland Mabee, ongeveer 1966-70.

Toe Plainfield sluit, het Mabee sy oorblywende Piper Tri-Pacer, N155D, na die Clow-lughawe in Bolingbrook verskuif. & Rdquo

Die laaste voorstelling van die lugvaartkaart wat op die vliegveld van Plainfield geleë was, was op die Chicago Sectional Chart in Mei 1968.

Dit het Plainfield uitgebeeld met 'n baan van 2300 'onverharde baan.

Plainfield -lughawe was blykbaar op 'n stadium in 1968 gesluit (om onbekende redes),

aangesien dit nie meer op die deursnitkaart van Chicago in Desember 1968 uitgebeeld is nie.

'N Lugfoto van 1974 het getoon dat die aanloopbaan van Plainfield -lughawe nog duidelik was,

maar al die vliegtuie was weg, en verskeie bykomende geboue is op 'n stadium tussen 1962-74 op die suidwestelike hoek gebou.

'N Foto uit 2003 deur Bruce Mabee van die kantoor van & ldquoPlainfield -lughawe, lank nadat dit gesluit is. & Rdquo

'N Lugfoto van 2015 oor die terrein van die Plainfield -lughawe, waarin die meerderheid van die perseel met digte behuising gevul is (blykbaar die lot van die meeste algemene lugvaartlughawens!),

maar die kantoor- en winkelgebou bly staan ​​op die suidwestelike hoek van die perseel.

Die perseel van die Plainfield -lughawe is noord van die kruising van Budlerweg en West Taylorweg geleë.

Dankie aan Bruce Mabee dat u op hierdie vliegveld gewys het.

Mall Airfield / FBM Company Airfield, University Park, IL

41,44, -87,69 (Suid van Chicago, IL)

Mall Airfield, soos uitgebeeld op die deursnitkaart van November 1950 in Chicago.

Hierdie private vliegveld is blykbaar op 'n stadium tussen 1948-50 gevestig,

aangesien dit nog nie op die deursnitkaart van Chicago in Desember 1948 uitgebeeld is nie.

Die vroegste voorstelling van die Mall Airfield was op die deursnitkaart in November 1950 in Chicago.

Dit het Mall Airfield uitgebeeld met slegs 'n onverharde baan van 1,800 '.

Die vroegste foto van die Mall Airfield was 'n 3/29/52 USGS lugfoto.

Dit het 'n enkele baan in die noordooste/suidwestelike baan getoon, met 'n paar klein geboue aan die noordekant.

Paul Sedlacek berig, en toe die American Lock Company van Chicago na Kreta verhuis het (nou bekend as University Park),

die eienaar George Junkunc het die vliegveld uitsluitlik gebruik. & rdquo

Die USG -topo -kaart van 1953 het Mall Airfield uitgebeeld as 'n enkele baan in noordoostelike/suidwestelike rigting, eenvoudig aangedui as Landing Field,

met 'n paar klein geboue aan die noordekant.

Die Chicago Local Aeronautical Chart van 1956 het Mall uitgebeeld as 'n privaat vliegveld met 'n baan wat nie verhard is nie.

Die laaste voorstelling van die lugvaartkaart wat op die Mall Airfield geleë was, was op die deursnitkaart van Chicago in Mei 1965.

Die aanloopbaan was byna verdubbel tot 3,500 '.

Die Mall Airfield was blykbaar gesluit (om onbekende redes) op 'n stadium tussen 1965-67,

aangesien dit nie meer op die Chicago Local Aeronautical Chart van 1967 uitgebeeld is nie.

Paul Sedlacek berig, & ldquoDie eienaar George Junkunc het die 2de aanloopbaan bygevoeg en op 'n keer het hy 'n Bonanza V33,

'n Debonair, 2 Piper Super Cubs en 'n Cessna 172 (verkoop aan sy skoonseun) daarvandaan.

George was 'n kinderinspirasie van my wat my in die jongste jare saam met hom laat vlieg het.

In sy latere jare het George ter plaatse gewoon.

Op die USGS -topo -kaart van 1973 word Mall Airfield uitgebeeld met twee loodregte, ongeplaveide aanloopbane (nog steeds eenvoudig aangedui as & ldquoLanding Field & rdquo),

saam met verskeie klein geboue aan die noordekant.

Paul Sedlacek berig & ldquo Toe [eienaar van die vliegveld] George sy erfgename deurgee, verkoop die onderneming aan Master Lock & amp, en verkoop die eiendom aan FBM. & Rdquo

Die vliegveld is blykbaar op 'n stadium tussen 1962-90 herdoop,

soos die USGS topo -kaart van 1990 die & ldquoFBM Company Landing Strip & rdquo uitgebeeld het

met 2 loodregte, ongeplaveide aanloopbane, met verskeie geboue aan die noordekant.

Die vroegste foto van die FBM Company Airfield was 'n lugfoto van 4/4/93 USGS.

Dit het FBM uitgebeeld met twee onverharde aanloopbane, met verskeie hangars aan die noordekant.

'N Lugfoto van ongeveer 2005-2010 wat noord kyk, het 'n versameling van vier moontlike hangars aan die noordekant van die FBM Company Airfield uitgebeeld.

Anthony Zarinnia berig in Junie 2011, en ek het 2 dae gelede op lae hoogte in vaag gevloei en die strook gesien. X-patroon vliegveld,

Die noordelike oprit het hangars rondom die vooroorlog, geen vliegtuie of aktiwiteite is sigbaar nie.

Gras lyk toegegroei, maar nie sleg nie. Ek het gedink ek kan eintlik geen sweet daaraan sit nie.

Ek het 'n stukkende oprit gesien en 'n paar verstrooide en versplinterde geboue. geen teken van 'n windkous of gesegmenteerde sirkel nie.

Die huis het verlate gelyk en daar was geen motors te sien nie. Dit lyk 'n geruime tyd verlate. & Rdquo

'N Lugfoto van 25/09/13 toon dat FBM heeltemal ongeskonde bly, met die aanloopbane nog herkenbaar en die hangars steeds staan.

Die FBM Company Airfield is suidoos van die kruising van West University Parkway & South Steger Monee Road geleë.

Dankie aan Anthony Zarinnia vir die uitwys van hierdie vliegveld.

Howell -lughawe (eerste plek), Blue Island, IL

41,65, -87,74 (Suidwes van Chicago, IL)

Howell -lughawe, soos uitgebeeld op die deursnitkaart van Oktober 1944 in Chicago (met vergunning van Richard Doehring).

Dit is nog 'n ander algemene lugvaartveld in Chicago, wat vir ewig verlore gegaan het.

Die Howell-lughawe in Blue Island is blykbaar op 'n stadium tussen 1938-40 gebou,

aangesien dit nog nie op 'n lugfoto van 1938 uitgebeeld is nie,

ook nie onder die aktiewe vliegvelde in die lughawegids van The Airport Directory Company in 1938 nie (volgens Chris Kennedy).

Volgens Karen Howell, vrou van Willis (Bill) Howell, & ldquo Die lughawe was sedert ongeveer 1940 in sy familie. & Rdquo

Die vroegste uitbeelding van die vliegveld wat gevind is, was op die deursnitkaart van Oktober 1944 in Chicago (met vergunning van Richard Doehring).

Dit het Howell uitgebeeld as 'n kommersiële/munisipale lughawe.

Die Amerikaanse weermag/vlootgids van April 1944 van die vliegveld (met vergunning van Ken Mercer) beskryf Howell as 'n 2,600 'ongeplaveide aanloopbaan.

Die Chicago Sectional Chart van 1946 (met vergunning van Chris Kennedy) het Howell uitgebeeld as 'n kommersiële lughawe.

Die vroegste foto van Howell -lughawe was 'n lugfoto van 1951.

Dit het die veld uitgebeeld met twee grasbane.

Twee hangars was aan die suidoostekant geleë, waar rondom 6 enkelmotorige vliegtuie geparkeer was.

Die 1953 IL -lughawegids (van die Universiteit van IL, met vergunning van Daniel McGill)

het Howell -lughawe uitgebeeld met 4 aanloopbane, waarvan die langste die oostelike/westelike strook van 2600 'was.

Aan die suidoostekant is vier klein geboue uitgebeeld.

'N Lugfoto van 2/20/54 wat noord kyk na die Howell -lughawe (met vergunning van Karen Howell)

het die veld uitgebeeld met 3 hangars aan die noord- en suidekant van die grasvliegveld.

'N Foto van 4/4/55 (met vergunning van Karen Howell) van die eienaar van Howell -lughawe, Willis Howell, voor 'n Piper Cub op sy lughawe.

Die 1958 IL Airport Directory (met vergunning van Chris Kennedy) het Howell uitgebeeld met 3 & quotturf & amp crushed rock & quot aanloopbane,

met die langste die oostelike/westelike strook van 2600 '.

Die operateur en amp bestuurder is gelys as W. T. Howell.

Die lugfoto in die gids toon 2 hangars noord van die noordwestelike/suidoostelike aanloopbaan,

en nog 'n hangar op die suidoostelike hoek van die veld.

Curtis Kovacs onthou, en ek het geleer om saam met Willie Howell op Howell 1958-60 te vlieg.

Daar is koring geplant in die driehoek van die aanloopbane en wes van die noord/suid aanloopbaan.

Willie se skool het J-3's en TriPacers gebruik. Joliet Range was nog steeds aktief. & Quot

Volgens Nick Selig, & ldquo As jy jou vliegtuig op hierdie lughawe laat beland het, is dit beter om Howell se landingstarief te betaal

omdat hy in sy Cadillac -motor en parkeerterrein voor u vliegtuig sou opraak, sodat u dit nie kon beweeg nie. & rdquo

Virgil Gacke het sy onderneming, Curley's Aero Repair, in 1960 na die Howell -lughawe verskuif.

Hy is beskryf as 'n kenner van Navions.

'N Lugfoto van 1961 toon dat 'n derde hangar op 'n stadium tussen 1958-61 aan die noordoostekant gebou is.

'N Lugfoto van 1962 wys Howell -lughawe onveranderd.

Howell -lughawe is beskryf deur die 1963 AOPA Airport Directory (volgens Chris Kennedy)

met 3 grondbane (3,400 '13/31, 2,400' 18/36 en 2,600 '9/27).

Die operateurs is gelys as Howell Flying Service en Suburban Flying Service.

Die deursnee -grafiek van die November 1971 in Chicago het die Howell -lughawe uitgebeeld met 'n baan van 3100 '.

Op 'n stadium tussen 1963-71 is twee van die aanloopbane by Howell geplavei,

insluitend 'n nuwe aanloopbaan 18R/36L van 3,710 ',

soos uitgebeeld op 'n lughawegids van 1971 (met vergunning van Chris Kennedy).

Dit het die Howell -lughawe op altesaam vier aanloopbane gebring.

'N Lugfoto van die Howell -lughawe vanuit die 1972 IL -lughawegids (met vergunning van Bill Pagett).

Die gids het die veld uitgebeeld met twee macadam -aanloopbane (waarvan die langste die 3,500 'noordwestelike/suidoostelike strook was),

asook 2 baanbane.

Tientalle ligte vliegtuie was sigbaar aan die noordwestelike en suidoostelike kant van die veld.

Die operateurs is gelys as Howell Flying Service en amp Suburban Flying Service,

en die lughawebestuurder is gelys as W.T. Howell.

The May 1973 Chicago Terminal Aeronautical Chart (courtesy of Mitchell Hymowitz)

depicted Howell Airport as having a 3,100' paved runway.

Brian Wohlgemuth recalled, &ldquoI spent the better part of my early childhood tooling around Howell Airport.

My dad was part owner of Suburban Flying Service back in the mid 1970s.

Runway 9/27 was a taxiway back in the 1970s.

I don't know if it was ever rated for runway use from as far back as I can remember.&rdquo

A 1974 aerial view depicted over 40 aircraft parked on the northeast & southeast sides of the field.

Brian Wohlgemuth recalled, &ldquoWillie Howell was an interesting fellow.

When Willie died in the mid-1980s, his son sold the property to concentrate on his newer field in New Lenox, IL.&rdquo

[ Unfortunately, the Howell Airport in New Lenox didn't last very long, as it closed in 2006.]

The last aeronautical chart depiction which has been located of Howell Airport

was on the 1985-86 IL Aeronautical Chart (courtesy of John Kielhofer).

It depicted Howell as having a 3,000' paved runway.

By 1986 Howell Airport was apparently on a downslide,

as a 1986 an airport directory (courtesy of Chris Kennedy) showed that the runway configuration had started to shrink.

Two former runways (18L/36R & 9/27) had since been downgraded to taxiways,

and what used to be the longest runway (18R/36R) had been shortened to 2,598'.

The longest runway at that point was Runway 13/31, which had also been shortened to 3,059'.

A 1987 aerial view looking southwest at Howell Airport (courtesy of Karen Howell) during a visit by a Fuji blimp.

A 1988 aerial view depicted two-dozen light aircraft at Howell Airport.

In 1988, it was reported that Howell Airport was for sale.

A developer appeared promising to build a power center on the site

if the Village of Crestwood would purchase & deliver the land.

A 5/15/89 photo (courtesy of Karen Howell) of the festivities surrounding the last departure from Howell Airport.

The caption read, &ldquo5/15/89, Howell Airport. Bill Howell prepares to be the last plane flown from Howell Airport as thousands of 'well wishers' look on.

He flew his 1942 450-hp Stearman from Crestwood to Howell / New Lennox that day.

One Airport era ended & a new one began that day.&rdquo

Brian Wohlgemuth recalled, &ldquoThe airport 'went out with a bang' back in 1989

with a final going-away party before the airport was converted into a shopping center.

I remember taking off from the 'newer' Runway 18/36 during the final party (in my last flight in a 172 with my stepdad).

Howell was a great field and I was saddened to watch the field

that formed a big part of my childhood turned into a Best Buy & Office Depot.

The movie theaters & the Portillo's Hot Dogs have pictures in their entryway of the early airport

and the various buildings & planes that flew in over the years.&rdquo

The 1993 USGS topo map no longer depicted Howell Airport at all.

A 7/31/95 aerial photo (courtesy of Karen Howell) showed that the Rivercrest Shopping Center had covered the site of the original Howell Airport,

with not a trace remaining of the former airport.

A 4/2/13 aerial photo of the site of Howell Airport.

The site of Howell Airport is located northwest of the intersection of Cicero Avenue & Cal Sag Road.

New Lenox Airport / Howell Airport (2 nd location) (1C2), New Lenox, IL

41.48, -87.92 (Southwest of Chicago, IL)

New Lennox Airport, as depicted on the December 1969 Chicago Sectional Chart.

No airfield was yet depicted at this location on a 1961 aerial view

or on the May 1969 Chicago Sectional Chart (courtesy of William Pagett) .

The New Lenox Airport was licensed in 1968 (according to the painted legend along the front of its hangar).

The earliest depiction which has been located of New Lenox Airport was on the December 1969 Chicago Sectional Chart.

It depicted New Lenox as a public-use airport having a 3,600' unpaved runway.

The earliest photo which has been located of New Lenox / Howell Airport was an undated aerial view from the 1972-73 IL Airport Directory (courtesy of Alex Hauzer).

The 3,000' northwest/southeast runway had evidently been paved at some point between 1969-73.

A 1974 aerial view showed that New Lenox / Howell Airport's crosswind runway had also been paved at some point between 1973-74.

Three hangars were located on the north & west sides of the field,

and 3 single-engine aircraft were visible on the north side of the field.

The airport was evidently renamed Howell New Lenox Airport at some point between 1969-83,

as that is how it was labeled on the 1983 USGS topo map.

It had evidently been taken over by the son of Willie Howell,

founder of the original Howell Airport in nearby Blue Island.

A 1988 aerial view depicted Howell Airport in the same configuration as seen in 1974.

However there was not a single airplane visible on the entire field.

A 1993 USGS aerial photo showed a total of 10 light single-engine aircraft visible parked outside on the field.

The 1998 USGS aerial photo depicted Howell Airport as having a total of 5 hangars on the northwest corner of the field,

with 2 long T-hangars having been added at some point between 1988-98.

The field did not appear very well-used, though, as only 2 aircraft were visible parked outside at the field.

In the 2002 USGS aerial photo, a total of 6 light single-engine aircraft were visible parked outside on the field.

The airport was otherwise identical in configuration to how it was depicted in the 1998 photo.

Jacob Rueth recalled, &ldquoI took about 20 hours of training there towards my private pilot's license in 2004-05,

and I left because of rumors that they were closing.&rdquo

In 2006, Howell New Lenox Airport's FAA Airport/Facility Directory data

described the field as having 2 asphalt runways: 2,877' Runway 13/31 & 2,362' Runway 5/23,

both of which were described as being &ldquoin fair condition, cracked with grass growing through.&rdquo

There were a total of 63 aircraft listed as being based on the field, including 4 multi-engine aircraft.

The field was said to conduct an average of 82 takeoffs or landings per day.

The 2006 Chicago Terminal Area Chart depicted Howell-New Lenox Airport

as having 2 paved runways, with the longest being 2,900'.

Jacob Rueth reported in 2006, &ldquoI flew in there in mid-July this year

and stopped to say hi to the people there & they were still open.&rdquo

A July 2006 aerial photo by Brian Cramer, looking north at the Howell New Lenox Airport,

taken only a few days before the field's closure.

A July 2006 aerial photo by Brian Cramer, taken on final approach for Howell's Runway 13.

A July 2006 photo by Renée Kwiat of her Beechcraft Debonair at of Howell New Lenox Airport.

According to Renée, &ldquoMy husband & I flew from Page Field, Fort Myers, FL to Howell New Lenox.

I thought documenting the hangar, which was painted with the field elevation, field name and licensure date

with a nice static shot would be a memorable keepsake of a soon-to-be-destroyed general aviation field.&rdquo

According to Brian Cramer, &ldquoHowell Airport in New Lenox closed forever on 8/1/06.

It will become mixed commercial & residential development.&rdquo

Jacob Rueth reported in 2006, &ldquoOn August 5 th I was on short final when I saw the yellow X above the numbers.

That & the place was abandoned.&rdquo

A sad 2007 aerial view showed that 3 of the hangars had been removed, with only the 2 hangars on the north side of the field still standing.

The northern half of the 2 runways still remained,

but the southern half of the property had been covered by streets for a new housing development.

A circa 2010-2013 photo looking southwest at the hangar which remains on the north side of the Howell Airport site (courtesy of Paul Glowiak).

A 2012 photo of the hangar which remained on the north side of the Howell Airport site (courtesy of Paul Glowiak).

A sad 4/2/13 aerial photo shows the stalled construction for a stillborn housing development covering the majority of the site of Howell Airport.

Amazingly, the photo shows almost no difference compared to a 2007 aerial photo.

Paul Glowiak reported in January 2014 that the above-pictured &ldquohangar is all that's left, there is construction equipment in the parking lot.&rdquo

He then reported in December 2014 that &ldquothe hanger at New Lenox/Howell Airport was demolished this past week.

There is supposed to be a mixed-use development on the property.&rdquo

Howell New Lenox Airport is located on the southeast corner of West Laraway Road & Schmul Road.

Governor's Airpark / Wings Field / Haedtler Field, Chicago Heights, IL

41.47, -87.72 (Southwest of Chicago, IL)

Governor's Airpark, as depicted on the December 1948 Chicago Sectional Chart.

Governor's Airpark was apparently built at some point between 1946-48,

as it was not yet depicted on a 1939 aerial view

or on the June 1946 Chicago Sectional Chart (courtesy of Chris Kennedy) .

The earliest depiction which has been located of Governor's Airpark was on the December 1948 Chicago Sectional Chart,

which depicted it as having a 2,700' unpaved runway.

The earliest photo which has been located of Governor's Airpark was a 1951 aerial view.

It depicted Governor's Airpark as having 2 grass runways, with a few small hangars southeast of the runway intersection.

Four light planes were parked amongst the hangars, and a 5 th plane was visible on the east end of the runway.

Sandra Thielman reported, &ldquoI&rsquom the granddaughter of Walt & Paul Thielman, the original owners & builders of Governor&rsquos Airpark

and the daughter of Leslie Thielman whom helped my grandmother run Governors.

You might find to go cart track interesting. In the aerial photo [above], you can make out the figure 8 shaped track to the right &ndash south of the driveway in front.

Many, many Saturday nights were spent there with my parents enjoying the fun of go cart racing.&rdquo

The 1958 IL Airport Directory (courtesy of George Miner) depicted Governor's Airpark as having 2 turf runways.

It listed the operator as Midwest Aircraft Sales Corporation, and listed the manager as Walter Thomas.

The 1958 IL Airport Directory (courtesy of George Miner) depicted Governor as having a 2,600' unpaved runway.

The 1960 Jeppesen Airway Manual (courtesy of George Miner).

depicted Governor's Airpark as having a 2,650' Runway 18/36 & a 2,150' Runway 9/27.

A 1960 photo (courtesy of Sandra Thielman) of Santa Claus arriving at Governor's Airpark in his red Fairchild Hiller FH-1000 helicopter.

A 1961 aerial view depicted Governor's Airpark in basically the same manner as the 1951 photo,

but the number of planes visible on the field had increased to 7.

The 1962 AOPA Airport Directory described Governor's Airpark as having 2 turf runways: 2,650' 18/36 & 2,150' 9/27.

The operator was listed as Midwest Aircraft Sales Corporation.

Sandra Thielman recalled that her mother &ldquoLeslie Thielman renamed [the airport] Wings Field after my grandfather&rsquos death.&rdquo

The 1963 Chicago Local Aeronautical Chart (courtesy of Chris Kennedy) depicted Wings Field as having a 2,000' paved runway.

Steve Fowler recalled, &ldquoI worked at Wing's in 1966-67 as a line boy, an experience I'll never forget.

The field had 2 full-time mechanics then, Vern & Bob, aka Vern's Aero Repair, and a full-time secretary, Harriet, who hailed from Kentucky or West Virginia.

She answered the phone, 'Good mornin', WANGS , Harriet speakin'.

We used to kid her that customers might think we were a Chinese restaurant.

Wings was fairly busy then. There were around 20 aircraft based there, 2 line boys and 2 or 3 CFI's.

The FBO owned 2 C150s which were rented often. The owners had a Rockwell Aero Commander which I once waxed entirely by hand!&rdquo

Wings Field apparently gained a paved runway at some point between 1963-68,

as the 1968 Flight Guide (courtesy of Robert Levittan) depicted it as having a 2,000' paved Runway 9/27 & a 2,200' unpaved Runway 18/36.

Timothy Faster recalled, &ldquoI soloed out of Wings in 1969 & have fond memories.&rdquo

The Aerodromes table on the 1969 Chicago Sectional Chart (courtesy of John Voss)

described Wings Field as having 2 runways, with the longest being a 2,000' asphalt strip.

Karen Johnson-Crowther recalled, "My father, Joseph Bacik,

owned a little private air field which I remember as Wings Field.

We lived in Chicago Heights & my dad sold the airport before he retired to Florida in 1972.

I remember one year many of the small hangars were destroyed by a storm

as well as a fire which burned down the main building.

My dad had a pilot's license which he lost after his heart attack which led to retirement.

He had a few partners in the airport, one of which if I recall correctly,

committed suicide by flying his plane over Lake Michigan until he ran out of fuel."

Apparently the airfield was closed at some point between 1969-71, after being sold by Joseph Bacik,

as it was not depicted at all on the 1970 USGS topo map,

the May 1971 Chicago Sectional Chart (courtesy of Chris Kennedy)

or the November 1971 Chicago Sectional Chart.

The airfield was evidently reopened by the Civil Air Patrol as 'Haedtler Field' at some point between 1971-74.

It was named in honor of renowned local pilot Marty Haedtler, who had passed away in 1971.

A 1974 aerial view depicted Haedtler Field as having an east/west paved runway & a crosswind grass runway.

Six light aircraft were visible parked on the field.

Cherie Sieger reported, "Wings Field has special meaning to me.

My father, Jim Davis, was in the Civil Air Patrol when they were redoing the airfield

and then renamed it 'Haedtler Field' in the early 1970s.

He was very involved with this airfield & he was very proud of the work they were doing there.

We flew out of that airfield many times while my dad was associated with it.

There were 2 hangars there plus a building that had the office.

My sister & I used to play in the hangar."

According to Sam Lee, his brother flew out of Govenor's Airpark with the Civil Air Patrol in early 1970s.

Haedtler Field was described in the 1976 AOPA Airport Directory (courtesy of Chris Kennedy)

as having a single 2,000' asphalt Runway 9/27.

It was said to be a private field, for "Civil Air Patrol use only."

Pat Bahn recalled, &ldquoAround 1976-1977, I was a Cadet in the Homewood/Flossmoor/South Chicago Combined CAP Squadron.

We had squadron meetings at the then Homewood Army Reserve base, which was apparently a decommissioned Nike missile site.

We did flight training at Governor&rsquos Airpark. At that time, it was nominally a CAP field, but there were still a few commercial activities still working there.

There was a fellow doing A&P work from one hangar, and there were still a few rented hangars with private aircraft there.

I recall some of the adult squadron members commenting that the CAP wouldn&rsquot pay to recap the hard runway & re-roof the building,

so at some point they expected the airfield to become unviable.

I remember they had looked at various methods to increase income, but, none of them were considered likely.&rdquo

Pat continued, &ldquoIt was a great airfield for me at that time. I learned how to fly in a Schweitzer 232, and if I hadn&rsquot moved away, I&rsquod have completed that.

The CAP had two or three 232&rsquos for basic flight training, and I think some of the adults co-owned a 126, which they used for sport operations.

We had 1 or 2 old Cessna Bird-Dogs which were left over from Vietnam surplus & were used as tow aircraft & for search & rescue.

A few of the adult members also owned small general aviation aircraft, which were available for SAR missions as needed.

We did glider operations off the big grass strip. It was wide enough that you could land a 232 sideways in a pinch.

I really liked the airfield because I could take the then-Illinois Central Gulf Commuter rail down to the station nearby & walk down the road a quarter-mile & take flight training.

I always had to make sure I caught the last train home on a Saturday, because I would otherwise have to hitchhike quite a ways.&rdquo

A 1982 photo by Sandra Thielman of Haedtler Field showed several small hangars & light aircraft.

Michael Rafferty recalled, &ldquoI was a cadet in Civil Air Patrol in the 1980s.

Circa 1984-86 we used to hold our weekly Squadron meetings at Haedtler Field in the hangar depicted in the 2006 aerial view.

The airport was still active, only used by Civil Air Patrol members for the most part.

I learned how to fly gliders (big old red & white 2-seat Schleicher that was about 25 years old,

towed up to 3,500' by a Vietnam vintage OV-1 Birddog) there,

and others in our squadron flew their 1 st solos there in an orange & white Cessna 152.

Runway 18/36 was a grass runway.

If you look at the 2000 photo, there is a square clump of trees in the middle about 1/3 of the way down from the top.

Just to the right of that clump of trees was the northernmost edge of Runway 18/36,

while if you go down near the bottom of the picture, where the dark green spot in the tree line ends, is the end of the runway.

It was about 3,000' long, not exactly smooth & chock full of gopher holes.

There were those who 'maintained' the airport that undertook gopher removal missions at night with a 22 long & a bright flashlight.&rdquo

The last photo which has been located showing Haedtler Field in operation was a 1988 aerial view.

A closeup from the 1988 aerial view showed that Haedtler Field did not appear very healthy,

as only 3 single-engine aircraft were visible on the field.

Haedtler Field was reportedly abandoned in 1989.

The 1990 USGS topo map labeled the field as "Haedtler Landing Strip", and only depicted Runway 9/27.

However, the 1991 USGS topo map appears to have been using older data,

as it labeled the field once again as "Wings Field", and depicted both runways 18/36 & 9/27.

A 1993 USGS aerial view showed Haedtler Field had been abandoned,

with all of the buildings except one having been removed, and the runway considerably deteriorated.

A 2002 photo by Sam Lee looking west along the extremely overgrown remains of Runway 27 at Governor's Airpark.

The painted runway number "27" could just barely be discerned among the weeds. Sam reported that the property was for sale.

According to Cherie Sieger, as of 2002 the old hangar was being reused to store farm equipment for the corn field.

Cherie Sieger reported in 2003, "My father [former Haedtler Field pilot Jim Davis] passed away last September 22nd.

My sister & I took his ashes to the airfield (which was being utilized as a corn field) on October 12th -

very nice people that own the corn field let us go to the old runway and we drove to the middle of it.

She headed one way as if to 'take off' and scattered half of his ashes on the runway,'

I then proceeded to 'land' taking his remaining ashes in the other direction

(can you imagine two 40+ year olds running up & down the airstrip?).

We knew the moment we had to decide what to do with his ashes that this was the most fitting send off for him.

My step-mother (who was also involved with the field at the same time as my dad)

was very moved that we chose 'Haedtler Field' as the place to leave my dad for eternity."

A circa 2006 aerial view looking west at the former hangar which remains south of the Haedtler Field runway.

A 2007 aerial view showed the sole hangar still remained on the site, which was otherwise still clear & not yet redeveloped.

A 9/25/13 aerial photo showed the remains of Haedtler Field's paved east/west runway were still barely recognizable.

There was no sign of the former grass Runway 18/36.

A single former hangar sat to the south of the Runway 27 approach end.

The site of Haedtler Field is located southeast of the intersection of South Cicero Avenue & Route C12.

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Howell’s Wind and Water Mill – Parramatta

In 1828 George Howell and his son ‘George Jnr.’ began work on what was to become one of the most distinctive landmarks for visitors coming to Parramatta by river. Howell was a 50 year old ex-convict who had settled down on 80 acres of land at Yarramundi, Richmond, but saw the need for a large mill to grind the growing number of crops being produced in the area. While there were a number of wind, water and steam mills dotted across the Sydney landscape Parramatta was still without a proper mill close to town and much of the grinding was still being done by small hand mills. Howell’s new mill was on a scale larger than any previously built in the area being 100 feet tall and consisting of six separate floors.

‘Howell’s Mill’ was situated on the banks of the river on the southern side of the Gaswork’s Bridge and the site was chosen to ensure there was a continuous flow of water for the grinding as further up the river flow could be reduced to a trickle depending on the time of the year. To accomplish this Howell also needed to construct a dam across the river to build up the reservoir of water. The construction was not without problems, firstly there was the £3000 price tag, but the biggest challenge for the Howells was their very public battle with John Raine who lived on a property on the other side of the river.

This property was part of a large plot of land owned by the Reverend Samuel Marsden. Locally known as ‘Newlands’ or ‘Rangihou’ it was at this time was leased by Raine, who had built Parramatta’s first steam mill and managed the ‘Darling Mill’ in North Parramatta. Concerned that the dam had become a thoroughfare for trespassers Raine took it upon himself to dig up the dam where it connected with his side of the riverbank. This resulted in a series of clashes between Raine’s men who were bent on removing the dam and Howell’s friends who were maintaining it. The ensuing battles were covered in detail by the local newspapers and garnered the Howells the support of their next door neighbour, John Macarthur, who not only actively supported the construction of the dam but ruled as magistrate when the case ended up in the local court.

By April 1828 the dispute had turned ugly with supporters and employees from both sides engaged in a ‘riot’ which led to John Raine being put on trial for the assault of Robert Parnel. He was later found not guilty.

The mill once completed proved to be both a landmark and major asset when it came to grinding the local grains. Clearly the mill was a good business for Howell but ten years later two fateful incidents would mar its success. The first occurred in 1837 when John Richard Barrett (architect and builder), a cousin of the Howell’s, was killed in a fatal accident at the mill. George decided to move out of the mill which he was using as his residence and move to another mill he owned near the Female Factory. As fate would have it, in March 1838, soon after the first incident George Jnr. was killed when a large plank of wood being used in the renovations fell on him and one year later George Snr died. The mill passed on to one of his sons, Thomas, but George Jnr.’s wife Elizabeth continued to manage the mill very successfully after his death. After Elizabeth died in 1866 the mill gradually fell into disrepair and was abandoned in 1868.

George Senior died in 1839 but their descendants continued to live in Parramatta for many more years and are recognised as one of the pioneer families of the region.

Verwysings
Wind and Windmills in Old Parramatta, Olga Tatrai, Southwood Press, 1994.

[Howell’s Mill, Parramatta – watercolour drawing] State Library of NSW Pictures Collection. http://acmssearch.sl.nsw.gov.au/search/itemDetailPaged.cgi?itemID=25717
The Monitor, 21 June, 1828
Funeral of the late George Howell Jun., The Sydney Monitor, 7 March, 1838
According to Howells’ grandson Vincent George Howell also had a number of convicts assigned to him to help work the land. One of these went on to become the bushranger John Donohue. The same source also states that the mill was destroyed by fire. Windsor and Richmond Gazette, 6 March, 1897, p.1
This article also claims that the Mrs Payten, wife of Nat Payten a former licensee of the Woolpack Hotel, was convinced to dig up her vegetable patch at the back of the hotel to make what they claim was the first bowling green in Australia. The Howell’s of Howell’s Mill, The Cumberland and Fruitgrowers Advocate, 26 October, 1938

by Geoff Barker, Research and Collection Services Coordinator, Parramatta Council heritage and Visitor Centre, 2014


The Rev. George Howell 1883-1888

The Rev George Howell was part of the Reformed Episcopal Church when he was at St Paul’s.

The Rev. George Howell began his clergy career as the Pastor of the Freewill Baptist Church. He had been ordained a Baptist minister in Nantucket in 1861, and went to Freewill Baptist church on trial for three months. At the expiration of that time he was called as pastor, and was recognized by a council held on the 12th of November 1861.

On the 28th of May, 1862, Mr. Howell sent in his resignation, which was accepted. He was ordained an Episcopal deacon in the Diocese of Massachusetts on June 20th 1864 and was serving a church in Pennsylvania as a deacon. About the 1st of November 1864, he moved to Christ Church, Waltham, during the absence due to illness of its Rector, the Rev. T. F. Fales.

June 15th 1866 he became Rector of Calvary Church, Danvers, Mass. In 1869 he was serving Mount Zion Church in Baltimore after serving as Assistant in Emmanuel church Baltimore, Maryland, later known as All Saints’ (P. E.) Church, which became a mission of the Church of the Ascension. In 1878 it became a mission of the Church of the Ascension, under the name of All Saints’,

In 1871 Mr Howell went to Grace Church, City Island (Westchester County). Rev. George Howell moved from Grace Church, City Island, Westchester County in 1874 and took charge of The Episcopal Church of the Atonement in Madison Avenue.

At the end 1875, the Second Reformed Episcopal Church, New York City, was organized, with about 100 members, and the Rev. George Howell, was called as Rector where he remained for eight years.

He served St Paul’s on Put-in-Bay from 1883 to 1888.

After leaving St. Paul’s, he returned to the Episcopal church.

The Rev. GEORGE HOWELL, re-opened and became minister to St. James’ Memorial, church in Eatontown., NJ. Later in 1889, the Rev. George Howell was installed as rector of Christ Church Shrewsbury, New Jersey. His stay was short, as he resigned June 29, 1890 and became an Assistant Minister in the Episcopal Church of Washington D.C.

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  • Release Date: June 21, 2016
  • ISBN: 1230001190328
  • Taal: Engels
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George Howell, the Webbs and the political culture of early labour history

This essay focuses upon British trade unionism and examines the different interpretation of the formation and emergence of trade unions. George Howell, in his various writings, argued that trade unions had their origin on Anglo-Saxon rights and in the emergence of the medieval guilds that distinguished between skilled and unskilled workers. Alternatively, the Webbs trade unions emerge somewhere around the beginning of the eighteenth century and set up this new orthodoxy of the late nineteenth century and the early twentieth century trade unionism. The Webbs shaped an historiography and explanation which Malcolm Chase, amongst others, now challenge on the basis of recent research which has revealed the legacy of the guilds.

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Howell, George, 1833-1910

Born, 1833, Wrington education was both sporadic and rudimentary, ending before he was twelve at the age of eight he began working as a ploughboy, later moving to assist his father as a mortar boy and, in 1847, he became apprenticed to a Wrington shoemaker largely self-taught, he was to become a voracious reader, notably of religious tracts and radical periodicals enrolled in a local Chartist group, 1848, and underwent conversion to Wesleyan Methodism and taught at Sunday school. At the end of his apprenticeship in 1851, Howell moved first to Weston-super-Mare and then to Bristol, finding employment as a shoemaker and becoming involved in a Methodist improvement society and the local YMCA returned to the building trade, due to the move of his parents back to Bristol, 1853 moved to London, 1855, and rose to the position of deputy foreman and began to become involved in politics spurred by acquaintance with former Chartists and political exiles, including Mazzini, Kossuth, and Marx. Following the nine-hours dispute in the building trades (1859-1862), Howell joined the London order of the Operative Bricklayers' Society where he came into contact with the other London trade unionists including William Allan, Robert Applegarth, Edwin Coulson, George Odger, and George Potter through his involvement with the bricklayers' strike committee, Howell played a major part in the reorganization of the union on amalgamated principles and launched the Operative Bricklayers' Society Trade Circular in 1861 following leadership disputes with Edwin Coulson, ending with his resignation from the London order, and blacklisting by London builders, Howell moved to Surrey, and worked as a foreman with a former employer, a position he retained until he abandoned bricklaying for radical politics in 1865 elected to the executive of the London Trades Council, 1861, becoming secretary and serving in that position until July 1862 when ill health and Coulson's enmity forced him to resign whilst serving as secretary, he came into regular contact with the General Neapolitan Society of Working Men, affirming the solidarity of the London Trades Council with Italian nationalists became a member of the National League for the Independence of Poland in 1863, the Garibaldi Reception Committee in 1864, and the International Working Men's Association from 1864 to 1869 between 1865 and 1869, served as secretary of the Reform League, the first national organization to mobilize urban artisans for franchise reform since the Chartist campaign. During the 1868 general election he administered a special fund to mobilize new working-class voters on behalf of Liberal candidates in marginal constituencies. In 1869 he launched an abortive Liberal Registration and Election Agency with funds provided mainly by Samuel Morley and James Stansfeld and he was closely involved with the futile effort of the Labour Representation League to devise an arrangement whereby Liberals would endorse working-class candidates in selected boroughs in return for league support for official Liberals elsewhere between 1868 and 1874 Walter Morrison hired him as paid secretary of the Representative Reform Association, which advocated proportional representation he was also paid secretary of the Plimsoll and Seamen's Fund Committee from 1873 to 1875 and financial agent for the Land Tenure Reform Association. In addition he chaired the Working Men's Committee for Promoting the Separation of Church and State and served on the councils of both the National Education League and the Liberation Society. Between 1870 and 1871 Howell launched the Adelphi Permanent Building Society to provide money to enable workers to purchase homes attended the Birmingham trades union congress as unofficial representative of the Conference of Amalgamated Trades, 1869, and emerged as secretary of the parliamentary committee of the TUC, 1871, using his office to promote the repeal of the Master and Servant Act and the Criminal Law Amendment Act of 1871. After retiring from the TUC, Howell never again attained his former eminence in radical and trade union politics served successively as secretary of London school board election committees and as parliamentary agent of the Women's Suffrage Committee but failed to obtain an appointment as a school or factory inspector. Unable to secure regular employment, he turned increasingly to writing as a source of income, contributing to the labour journal the Bee-Hive in the 1870s and publishing A Handy Book of the Labour Laws, a guide to recent legislation in 1876. He also published an interpretive study of trade unionism, The Conflicts of Capital and Labour (1878). During this time, Howell also served as London business agent for a Manchester coal merchant and, in 1881, briefly edited the labour weekly Common Good. Howell made several attempts to enter parliament, contesting Aylesbury in 1868 and 1874 and Norwich in 1871, before becoming MP for North-East Bethnal Green in 1885 which he held until 1895. While in Parliament Howell continued to rely on journalism for his livelihood, although he was also briefly employed by the National Home Reading Union. He published Trade Unionism New and Old in 1891 and, after 1895, he withdrew entirely from political life, devoting himself to writing. His biography of Ernest Jones, serialized in the Newcastle Weekly Chronicle in 1898, never appeared in book form. His final work, Labour Legislation, Labour Movements and Labour Leaders, was published in 1902 died 1910.

From the guide to the Howell Ephemera Collection, 1835-1945, (Bishopsgate Institute)

Initial ingest from EAC-CPF

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Kyk die video: Manual Coffee Brewing Pour Over Coffee with George Howell (Mei 2022).