Pray to St. Anthony

When I was young my mother used to tell me, pray to St. Anthony when you lost something, She explained because he is the Patron Saint; the finder of lost things. I answered, “Oh yeah” but I am not too sure. I guess that what is lost or misplaced around the house will eventually be re-discovered. But what is lost outside usually is a goner, especially if it is valuable or precious. 

  

In the 70’s I was in Shipping, running outside dealing with the various Government departments Maritime Authority, Immigration, Port Health. So the necessary paperwork had to be done in order our vessels can  enter or leave Port. Certain important papers had to be submitted to the Port Authority for examination for validity and compliance to International safety standard and navigation. 

  

One morning after breakfast I came down to the parking lot where my motorbike was and prepared to ride to office.I placed my bag containing my things including ships documents on to rear of my seat and secured it by a bungee-strap.So started my engine and off I went. Riding happily along West Coast Road towards town. Half-way I felt un-easy, somewhat sensed something was wrong and stretched one hand to touch my bag which was strapped behind me. But felt nothing for it was gone and must have fallen off.

I stopped immediately, it was terribly shocking for I realised the seriousness and gravity of the missing items. I retraced my route but there was no trace. So I went back home and asked my wife and she said that she seen me taking the bag.

She lit the altar and we went down on our knees to pray; I had a statue of St. Anthony from Padua. We prayed fervently, “St. Anthony please help me find my bag.” My ships’ documents are all inside, some are issued by Foreign Government, some by the Classification Society such Certificates as Ship’s Registry, Tonnage, Load-line, Construction, Safety Equipment and the ‘Last Port Clearance. Without submission of these documents to the Port Authority; they simply cannot issue ‘Clearance and allow the vessel to sail. Above all delaying the ship form sailing would costs something like US$5,000/day from running cost, Port expenses, bunker consumed, crew salaries, loss of earnings etc… 

                                                  

It simply meant that my head was on the chopping-block. So sad and depressed and I rode slowly in a daze to face the consequences.But before I could reach office, my pager rang. It was from my wife so I called back and was told of the ‘Good News’ a container-driver had picked it up and gave his phone contact number.

  

I called him and he told me to meet him at Gate No.1 before entering Port for he was delivering his container for loading. Finally we met and he handed to me my bag.

Thank you, Lord for the give of St. Anthony and thank you St. Anthony. My mother was absolutely right and now I not only believe, I know as it happened to me.

My statue of St. Anthony

I remember Clifford Pier

It brings back the memories of the yesteryears  as I was in shipping for about 20 years with the Russians back in the 70’s. It was a joint venture between local and the Russians and we operated as an Agency providing services for the Soviet Merchant Fleet.

The procedure calls for that upon receiving advance info from the vessel of their intention to call into Port. We would in response notify the various Government Departments; such as the Port Authority, Immigration, Customs and Port Health.

Normally the vessel has to pick-up ‘pilot’ outside to enter to the Quarantine Station for ‘Inward Clearance’ before proceeding to berth or the Anchorages for refuelling, replenishing stores, provisions or just taking fresh water. I would proceed to Clifford Pier to board a launch to the vessel.

The Launch Companies have their offices located by the side of the main building. Also there was the presence of the Pier Master and a Customs Check-point for sake of control. I would arrange launches for ‘Crew Service’ for they must alight at Clifford Pier which has been designated as a ‘Landing-point’ for vessels at anchor at the Eastern Anchorage.

In 1985 two of our training vessels collided into one another when leaving Port at night. One had serious damage as her starboard-side hull being holed at mid-ship, exactly the engine-room; it was flooding fast.

Fortunately one of our ocean-going salvage-tug was in Port at that time and immediately rushed to the rescue. She pulled alongside and securely lashed to her as support to keep her steady as she was listing. Pumps from the tugs were quickly put into action and divers were sent down to place a ‘collision-matt’ as a temporary measure for damage-control. 

It was an “Emergency” situation and our Directors, the Agency Manager, Boarding-officers and myself converged to Clifford Pier. Upon arrival we saw a Marine Police boat with ‘siren-blasting’ coming along-side with some injured seamen. Ambulances from the Singapore General Hospital were already there waiting.

 

We visited both vessels but the other vessel was not that serious as she sustained damages at her bow. So it was obvious she was the one that struck the other. Anyway I stayed on the one with more serious damage.

 

The Port Authority, the Marine Police were there to offer any further assistance if required; but we declined. Our Salvage-tug was capable of handling and progressing in their bid to stabilize the situation. They worked throughout the whole night and by daybreak, we received the good news that their efforts were successful and had removed the risk of sinking. The next step was to arrange a shipyard to accept her for dry-docking and repairs. 

 

On the first night I must admit that I was really scared as the ship was listing and the tug doing it’s best to remedy the situation. I remember being in the mess-room and eat the fastest meal in my life. Then having done that I made my way to the open at the boat-deck. Having consoled myself that if the vessel was to sink I at least had the chance to swim away; better than being trapped inside.

 

In the morning, my relief came and I was surely glad to see him and would be soon heading back. On approaching Clifford Pier, it was a welcome sight for to me it was my assurance back for a much needed rest, a good sleep, with peace of mind in the comfort of your home.

 

The Marine Police used to occupy the left side as you enter Clifford Pier and their patrol-boats were secured to the mooring-buoys.I attached a picture taken in the early years when I saw this gun-boat. After our un-expected Independence as we were being booted-out of Malaysia in 1965, the Police gun-boat was transferred to form the embryo of our infant Navy and named “Bedok”. Another wooden gun-boat from ex-MRNVR (Volunteer unit) also transferred as “Panglima”. So we had a 2-ship Navy; of course today our Navy has come a long way with advance technology, the modern warships like our stealth frigates are fitted with the ‘state-of-art’ equipment, sensors, etc…We have a small and balanced fleet that comprises of Landing-ship-tank, Corvettes, Minesweepers,patrol-boats and even submarines. The frigates and the Landing ships carry helicopters for multi-purposes and the Navy also operates MPA aircraft for role of maritime patrolling and for search and rescue.

 

 

 

The Marine Police gun-boat at Clifford Pier.

 

 

It was also from Clifford Pier that most of us took launches, bum-boats, Chinese junk like the colourful and much decorated “Admiral Cheng Ho”. Named after the Legendary 14th Century Chinese Admiral that made 7 epic voyages to as far as West Africa. Some people would go on pilgrimage to Kusu Island during the festive season. Other to St. John’s, Sister’s or to the Southern Islands for recreational purposes for family picnics, fishing or just swimming.

 

So I remember our familiar Clifford Pier, our iconic landmark, preserve it as a heritage to be remembered and be proud of.

 

 

 

 

My first Solo flight

By April 1993, David Leong, Rick and myself had switched from flying the ‘Sky-walker’ to a dual-seat micro-light MxII at Tanjong Laboh. I had bought it from Perlis and had it trucked down to us at Batu Pahat. At this stage I have had some 13 hrs of flying and felt confident enough to go solo. I then informed my instructor Mr. Tay about my readiness and he later happily fixed the date of my solo to the 15th of May for early morning  which normally would be calm.

On the 14th night, I was high with excitement and tried to retire to  bead early but could not sleep. I felt restless, tossing about in bed, even tried counting ‘sheep’ but it did not work. It was probably a long while after midnight that I finally fell asleep. A loud crow from neighbour’s roaster was my morning call; I awoke.and proceeded to the airfield.

 

I opened the hanger-doors, rolled out my green MxII and indulged in a thorough ‘Pre-flight Checks’; an aviation ritual to ensure safety is complied. The MxII a 2-place, side-by-side seating with the student in the left-seat and the instructor in the right. This micro-light is suitable for beginners; slow and very forgiving which means that if you did a mistake, there would be ample time to correct it. It was designed and built for idiots like me to learn to fly. Only one control-stick shared by the two, student and instructor and has it’s advantage. The instructor can smack off the hands of the student pilot should he fumbles or simply freezes. The maximum speed of the MxII about 45mph and cruising at 36mph. At that time speed was not a concern as we were not going anywhere in a hurry. We were merely  enjoying flying around the circuit. Our air-speed indicator was a simple transparent plastic-tube with a spindle inside that has a wheel. there is an inlet at the bottom that channel the air into the tube and pushed the wheel up-wards. You read out the speed on the marked indicator printed on the tube.   

That morning I did some practices known as ‘crow-hops’ that is you lift off from one end of the runway and puts her down by the other end; just to loosen up the tension before the instructor appeared. When Mr Tay arrived I was ready, my MxII has been top-up with fuel; so I carried out my ‘Pre-flight checks before him. Walking around the micro-light making assessment, eyeing for loose bolts/nuts, cracks, dents on tubes, correct pressure or cuts on tyres and torn fabrics.

Having completed my walk around, Mr Tay was satisfied and we settled down to our seats and buckled-up. I did my cock-pit checks, control stick free movement, fuel-on and observed all clear before starting-up. I shouted out “clear props’ and manually pull the starter-cord just above our heads. The small Rotex engine roared noisily to life. I started to taxi slowly, heading for the runway in use; threshold #33 that means taking-off inland towards the coconut plantation. A final look around to confirm all clear, I pushed the throttle forward and the MxII started to race down gathering speed as it accelerated; in a moment it gathered enough momentum and lifted off the ground. We were airborne!

I held the control stick back for the best angle of climb, remembering Tay’s advise that gaining height is like putting money in the bank. In the event of an emergency you would have sufficient height and time to glide her down safely. I did a left bank into cross-wind, still climbing to circuit level of 200 ft. Another left bank took me to down-wind leg, easing the stick for straight and level flight; flying parallel to the runway.Overflying Jon’s hanger, heading for the cape, a hilly part of land jutting out to sea. The top of the hill is densely forested but the foot barren and rocky. A broken down ‘kelong’ (fishing-hut built on wooden-stake); 2 rows of stakes ‘fork’ out to lure the school of fish into the enclosure where a net is set to trap them.

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Passing it I bank left again into base-leg heading for the island which is my landmark. We are doing a left-hand circuit which was our standard practice. Yet another left bank which brought us into our ‘final’ leg. The runway in sight, so line-up for the centre-line which is between the boundary red/white/red markers on either side of the runway. I reduce speed to descend gradually, aiming for the threshold #33; Coming in flying low over the oil-palms and by then you realise that the ground rushing pass before you,. So nose up gently and felt the under-carriage wheels touch the ground and roll along. Slowing down and taxing to my left, thus vacating the runway.

MxII ‘open-cock-pit’ (9m-UAE)

When I stopped Tay got out of his seat, gave a tap on my shoulder and beckoned me to go on my own. I was terribly excited as I nodded my head in acknowledgment. I took a deep breath, said a short prayer before shoving the throttle to full power. The tiny Rotex engine screaming angrily in protest as the MxII surged forward forcefully. The ground run became shorter as it was lighter with the absence of my instructor. I was nervous as I realised that the seat next to me empty; means that my guardian angel is not with me.  My heart beat kept pounding louder and faster and my fear factor shot up a few notches higher. I began recollect all that was drummed into me by Tay during training; about flight maneevers, effects of control,  power-management, and so on. My cross-wind leg was a bit shaky and down-wind even worst; I was trembling and as cold as ice. However I managed to keep ‘straight & level’ flight and parallel.to the runway; meanwhile focus on threshold #33. I had the whole sky to myself as no one else was flying.

Experiencing the exhilarating feelings of open-cock-pit flight

To slow down I bled some power for descending and took her in a graceful glide down into base-leg and into ‘Finals’.The flight path took me over the oil-palms before the runway proper appeared. My aim-point to touch down at the threshold. And the same sensation engulfed me, the ground rushing before me injecting fear into my system. Keeping calm, steady, steady, level up for the flare, that is nose-up, bled off a bit more power and the main under-carriage touched mother-earth with a slight bump. As she rolled out I immediately vacated the runway by pulling her aside. And as the engine coughed out to a stop, the was silence and a great sense of relief overcame me. For a moment I just sat there motionlessly and looking dumb; almost un-believable, I had done it. It had been a wonderful experience, filled with excitement, with fright, joy, a day to remember. My long waited childhood dreams of flying have been fulfilled and there was this complete sense of achievement and satisfaction within..

Micro-light, what is it?

The first time I saw a micro-light if not mistaken was in 1984 at the Air Show held at Changi Airport. It was at the old section where the Upper Changi Road cuts across the taxi-way that leads to the parking bay; there was crossing-barriers to regulate flow of traffic. Also the RAF had their Control-tower at this cross-section, I was walking around with my son looking at static display when we came across a row of strange and ugly looking flying machines. Strongly urged by curiosity we went to have a closer look and discovered with a shocking effect that the construction was of aluminium tubes. It took the form of a skeletal frame built around a buggy as the fuselage and had high wings. It was like going back to the time of the Wright Brothers, who built the ‘flyer’ at Kitty Hawk in 1903.

The Mx II are manufactured by Quicksilver (USA), the buggy has an “A” frame and down-tubes that supported the root-tube above to which the wings were connected. A king-post affixed at the top of the root-tube held the wings in position by the upper wires when it is on the ground. The under-surface of the wings ran the lower wires also known as the “flying wires” and are secured to the buggy. It held the wings in flight. An under-slung 6-gallon fuel tank fixed at the forward part of the root-tube and the other end held a small two-stroke inverted engine driving a 2 bladed wooden propeller. There were two upper-booms protruding from the wing’s trailing edge, one each from port/starboard side. Together with two lower-booms port/starboard sides from the buggy supported the whole tail-plane.

The skin covering the surface of the wings and the tail-plane were of multi-coloured durable synthetic fabric used same as in sailplane or sailing boats. The seating arrangements two seated side-by-side. It had a “tricycle undercarriage” that is two main wheels and a nose-wheel in front. What shocked me was the total absence of the floor-board in the cockpit, the wrap-around front wind shield/screen and windows. It was completely naked so as to say, the absence of what I would consider normal expectation of a cockpit. It was truly bare essential, without frills and just basic.

To me it seems life-threatening and scary enough for you are practically flying by the seat of your pants. In the open-cockpit concept the wind would be blowing or beating your face as you sit there fully exposed to the mercy of the elements. For a while I just stood there wondering, my small brain went into a long search of understanding. It seems ridiculous and definitely not my idea of flying, with legs that could dangle in mid-air and the wind blasting your face to numbness.

My question was is it a circus plane purposely built for the clown to fool around entertaining the crowd or simply for the brave-hearted and stupid. The irony was that it did not occur to me at that time that I would one day end up flying it. Only much later did I realized the full potential of this simple flying machine and the impact that it would have on recreation or fun flying. By it’s simplicity in construction, the maintenance is kept low by comparison to that of General Aviation. Obviously it makes micro-light flying more appealing and affordable to the ordinary man in the street with a shoe-string budget. It is an opportunity for those seeking air adventure especially the youth to take up the challenge and soar into the skies. In order to experience the exhilarating feelings of being in flight like a bird or nearest to it. At the same time to enjoy a bird’s eye view of the scenic surroundings; this time in looking down instead of the normal norm of looking upwards from the ground. The blue skies and the white fluffy clouds floating around as far as the eye can see; the wonders of creation.

Air show at Changi Airport (This section at the Upper Changi Road side)

Today advance technology has a great influence in the micro-light industry with better material, design and performance. New models with up-rated engines could fly faster, further and safer. Some daring and adventurous pilots have flown practically around the world. Generally to-day micro-light have been proven beyond reasonable doubts to be reliable; it could fly to distant places. You can call what you may a recreation, sports or fun flying; it is a challenge more exciting and demanding than any other. However it also carries an intoxicating effect; you get one shot in the air and you will be back for another.

Another micro-light type called the ‘Flight Star’ employed the same principle, skeletal frame, high-wing and tri-cycle undercarriage. However the wing-root extended further to the front where a traction-engine is positioned. The cockpit was protected by a large windshield mounted end of the nose section.

In Malaysia, the definition for a micro-light by the Department of Civil Aviation is as follows:-

a) Empty weight must not exceed 150 kg

b) Wing loading factor at maximum must not exceed 10 kg per square meter.

c) Seating capacity restricted to 2 persons including the pilot.

Micro-light type ‘Flightstar’ (front traction-motor)

The EAA 1090 is a chapter in Malaysia under Capt. Siva who is the President with office in Kuala Lumpur. He undertakes the task of promoting and encouraging people especially the youth to participate and be part of the aviation community.

EAA means “Experimental Aircraft Association “ an organization founded in America

in 1953 to promote flying for it’s future generation. It has chapters Global catering for the enthusiasts in the fast expanding world of aviation,.

In the States the Association stage the greatest air show on earth at a place called “Oshkosh” a Mecca for the aviation lunatics like us. Some more than 12,000 aircraft of various categories assemble for the “Show”. The pilots have their opportunity to display their skill and bravado to thrill the fanatical crowd of thousands. Just imagine what a nightmare for the organizers and especially the air traffic controllers as numerous aircraft of all descriptions converge to this particular ‘hot spot’. For some of us flying had been our childhood dreams, each time we hear the sound of aircraft engine we would automatically look up to the sky. We are attracted by sight and sound; eager to know what type of aircraft, civilian or military, fighter or non-combatant. So when the opportunity did presented itself, we took the advantage to make our dreams come true.

The Church of St.Peter in Galligantu.

 6^th May,2006

We visited the above mentioned church which was rebuilt in 1930’s for the Assumptionist Fathers. It is believed that the house of the High Priest ‘Caiaphas once stood there. As the ancient foundation stones of a Byzantine church was unearthed. Under this church are series of cellars, cisterns cut out of solid rocks. It is possible that they were once used by the Romans as prisons. It is also known as the ‘Church of St. Peter at the crowing of the cock’.

phas once stood there. As the ancient foundation stones of a Byzantine church was unearthed. Under this church are series of cellars, cisterns cut out of solid rocks. It is possible that they were once used by the Romans as prisons. It is also known as the ‘Church of St. Peter at the crowing of the cock’.

Church of St. Peter in Galligantu (bronze statues of Roman soldiers)

Interior of the church/the altar

The Cellar underneath the church

Mk 14:66-72 Peter’s Denial of Jesus (NAB). While Peter was below in the courtyard, one of the high priest’s maids came along. Seeing Peter warming himself, she looked intently at him at him and said, “You too were with the Nazarene, Jesus. But he denied it saying, “I neither know nor understand what you are talking about.” So he went out into the outer court. (Then the cock crowed.) The maid saw him and began again to say to the bystanders, “This man is one of them” Once again he denied it. A little later the bystanders said to Peter once more, surely you are a Galilean”. He began to curse and swear, “I do not know this man about whom you are talking. And immediately a cock crowed a second time. Then Peter remembered the word that Jesus had said to him, “Before the cock crows twice you will deny me three times.” He broke down and wept.

In (Jn 18: 27) ‘Again Peter denied it. And immediately the cock crowed.

*Footnote: 18,27 Cockcrow was the third Roman division of the night, lasting from midnight to 3am.

The division of four quarters of 3 hours each for the night watch and the same for the daylight hours. The announcing of by sounding of trumpet blasts by the Roman guards. This military tradition still practice to present times as buglers blow the ‘morning call’, the ‘Last Post’ for the lowering of the flag at sunset.

Mk 13:35 Watch, therefore; you do not know when the Lord of the house is coming, whether in the evening, or at midnight, or at cockcrow, or in the morning.

Remember clocks has not been invented then and time was calculated accordingly by measuring of the rising and setting of the sun. A complete day began with the setting of the sun, from the preceding night. Daylight has 12 hours as quoted by Jesus in Jn 11:9 “Are there not twelve hours in a day? That is to say from sunrise 6.00am to sunset 6.00pm. In Genesis 1:6, ‘God called the light ‘Day’ and the darkness he called ‘night’. Thus evening came and morning followed – the first day.’

Day

Descriptions as found in Bible passages pertaining to time.

1^st hour: sunrise 6.00 am – (until 9.00am) sometimes called “early in the day” (Mk 16:9) 3^rd hour: 9.00 – 12,00am (Mk 14:25) It was nine o’clock in the morning when they crucified him. 6^th hour: 12,00am -3.00pm. (Mk 15:33) At noon darkness came over the whole land until three in the afternoon, also mentioned in (Matt 27:45) 9^th hour: 3.00pm – 6.00pm (Matt 27:46) And about three o’clock Jesus cried out in a loud voice, “Eli, Eli, lema sabachthani?. Which means “My God, my God, why have you forsaken me? 10^th hour: 4.00pm (Jn 1:39) He said to them, “Come, and you will see.” So they went and saw where he was staying, and they stayed with him that day. It was about four in the afternoon. 11^th hour: 5.00pm (Matt 20:6) Going out about five o’clock, he found others standing around, and said to them, ‘Why do you stand here idle all day?’

Night (hour of darkness)

The ‘night’ is divided into 4 ‘watches’ as below:- 1^st watch in the ‘evening’ from 6.00pm – 9,00pm 2^nd watch ‘midnight’ from 9.00pm – 12,00pm 3^rd watch ‘cockcrow’ from 12.00 mn – 3,00am 4^th watch ‘dawn’ from 3,00 – 6.00am

So was there a cockerel in the high priest courtyard? or was it a figure or style of speech at that era pertaining to a division of time.

De Havilland (DH 98) ‘Mosquito’

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D.H. ‘Mosquito’ plastic model kit 1/144 scale in natural metallic finishing and sporting “SEAC’ (South East Asia Command) blue/white roundel minus the centre ‘red’. For operations in the East for sake avoid un-necessary confusion with the Japanese ‘red’ meatball insignia. It could happen that in the melee of a dog-fight, trigger-happy pilots would not hesitate to blast off any glimpses of red.

The mosquito a 2-seat, twin-engine fighter-bomber was built entirely of wood and affectionately known as the ‘wooden wonder’. Two Rolls- Royce Merlin (1,635 hp, each) powered the sleek, elegantly design aircraft giving her a maximum speed of 375 mph, an advantage of fast speed to outrun pursuing fighters. It’s operational ceiling 27,887 and a operational range of 1,905 miles.Armed with 4x British Hispano 20mm cannons in the nose.

 

Did you know that the first Allied aircraft to land Singapore after the surrender was the De Havilland Mosquito. As we know that on the 6th August USAF B-29’ (Enola Gay) dropped the atomic bomb on Hiroshima; followed by another A-bomb on the 9th August on Nagasaki ; the two bombs totally devastated the two cities and killed hundreds of thousands. On the 15th August Emperor Hirohito broadcast the order calling to surrender and finally the official surrender ceremony was held on board the US battleship ‘Missouri’ at Tokyo Bay on the 2nd September 1945 (Sunday). US Gen. Douglas MacArthur accepted the surrender from the Japanese.  .

1st September, 1945 a Mosquito piloted by Flt. Lt.Andrews and warrant officer Painter belonging to No.684 Squadron RAF based at Cocos Island flew off on a ‘Recce Mission’. However over Singapore, it developed engine-trouble and left with the decision either land his aircraft in Singapore which was still in enemy hands or continue his return journey and risk ditching at sea. Wisely he decided to land at the Kallang Airport.(built in 1937). He circled to check-out before he came to land safely. As he taxied slowly, armed Japanese soldiers came out to meet. I supposed they were totally surprised and must have felt agitated of this un-invited guest popping out from the sky. The ground marshal waving flag directed  Andrew to the parking bay. Then followed a sequence of trying to make each other understand until a interpreter was found.

Obviously the Japanese had already had their surrender instructions and ceased fighting. So arrangements were made to fetch RAF prisoners-of-war from Changi (mechanics) to make repairs.Strangely the fortunate two spent that night as guest of their enemy. The next day they flew out thus having the distinction of being the first to return Singapore.after a absent of three and a half years.  

 

Actually the preliminary signing of the terms of agreement for surrender took place on board the old British 3-stacker cruiser HMS ‘Sussex’ on her arrival Singapore on 4th September. The Japanese delegation led by Gen.Itagaki was summoned on board where they were met by the British counterpart onboard led by Gen. Sir Christison.

However the official surrender of the Imperial Japanese Forces in Singapore was ceremoniously held on the 12th September 1945 before a large gathering at the City Hall. The Supreme Commander, South East Asia, Admiral Mountbatten accepted the surrender from the Japanese Gen.Itagaki.

After the British returned for re-occupation of Malaya and Singapore, they had problems with their former comrade-in-arms the MPAJA (The Malayan People’s Anti-Japanese Army); the Malayan Communist Party. It broke into open armed conflict in 1948 after killing of planters. The British immediately declared it as the ‘Malayan Emergency’; an un-declared war. The Royal Air Force launched an aerial campaign called ‘Operation Firedog’ (1948 – 1960) and all air assets were deployed against the Communist terrorists from single-engine Spitfire, Tempest, to twin-engine Beau-fighter, Brigand, Mosquito, Hornet to four-engine Avro Lincoln heavy bombers.

 

The RAF No.81 a Photographic Reconnaissance squadron which operated from Seletar, Singapore had some 9 Mosquito  and 5 Spitfire Mk.19’s. It gave valuable service and Mosquito Mk.34 (RG 314) flew it’s last operational sortie against the terrorist in ‘Operation Firedog’ in December, 1956.

Some 7,781 Mosquito were built in various versions as fighters, night-fighter, fighter-bombers and photographic-reconnaissance. It was also built outside Britain under-licence in Australia and Canada; truly a wonderful war machine. 

 

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A trip to the Singapore Flyer

At around 6pm the seniors had gathered at the canteen of St. Mary’s of the Angels at Bukit Batok. Those who had not been to the Flyer including myself were anxious and looking forward to the trip. As we assembled Theresa and her assistants were busy sorting out and dividing the group into two parties for bus ‘A’ and bus ‘B’. It included distributing of sticker-type labels to indicate grouping and table number for dinner. Janet and I from Teban Gardens belong to Group No.4 with Joan as our leader and assigned to bus ‘B’. Upon boarding Priscilla apoligised for some hiccups encountered earlier and briefed our group to stick together and help each other. Swee Fong a local introduce herself as our guide for this trip and commented that we are fortunate to experience this memorable trip as it would coincide with the ‘Closing Ceremony of the Youth Olympic Games 2010’ held at the Marina Bay.

The floating platform is the first largest in the world and used to hold our annual National Day Parades. The open-air viewing gallery has a seating capacity of 27,000 but to-day the young Olympians from all over the world are gathered for this great event. And Singapore is proud and honoured to be it’s host for this First Youth Olympic Games. Our guide has much praise for Singapore which has come a long way to immerge into spotlight; after all we are only one tiny ‘red dot’ on the map of the world. We must first of all thank God for good governance provided by our able leaders.

In 1970’s or 80’s I remember receiving some foreigners who had never heard of Singapore and must have thought that we lived on tree-tops and swinging down every morning to forage for food. But they were in for a big surprise after landing at world renowned Changi Airport and driven into the city. They had noticed the tree-lined “ECP” expressway, potted flower plants, beautiful landscape with golf courses, sailing clubs, chalets, eateries, multi-storied condos and Public Housing; it was “Wow! wow! wow!” all the way.

We headed for Mount Faber for a Chinese dinner at a place design of a sailing ship and named “Marina Deck”. The dishes comprise honey-chicken, deep-fried fish, black-peppered crabs, yam-ring and vegetables.

Seniors having dinner at Marina Deck, Mt.Faber

After we had our fill, we headed for the Singapore Flyer along the expressway but caught in a traffic jammed; because of the Youth Olympic. Swee Fong told us that the bus will have to stop short of the Flyer and we had to walk a short distance; including one wheel-chair bound.

Presently our Singapore Flyer is the World’s Largest Giant Observation Wheel towering 165 metres (equivalent to 42-storey building) above the Marina Bay. Meantime we had to pass through ‘security-checks’ where our bag-packs went through electronic screening. After 911/ New York Twin-Tower terrorists attack, you can expect such scrutiny at all main functions or events where involved large crowd. Then there was ‘toilet break’ and the queue to board the capsule had consumed precious

 

Queue to board the capsule

time. It was during this moment I guess about 9.30pm that the ‘fireworks’ burst into the sky overhead. At our position we could only get glimpses of multi-coloured spray of balls, twinkles or stardust that light-up the night. Finally our batch got into the large capsule that can hold 28 people. It had a bench in the centre and we are seated back-to-back facing either side of the glass capsule. However, when we got to the top we were rewarded by a view spectacular, fantastic, breathtaking; overlooking the Marina Bay with the skyline surrounded by skyscrapers. And right below us we saw the floating-platform, all lighted up with the celebration going on and a full crowd watching from the gallery.

The latest landmark is the 3-towers Marina Bay Sands integrated resort, topped-up by a Sky Park stands majestically guarding the bay and is the world’s second most expensive casino built at the cost around S$8 billion.

I enjoyed a memorable panoramic or a birds-eye view of the surrounding for that complete so called 30-minute flight. I would like to return for a daylight viewing where I can see the Rhio Islands of Indonesia that would be interesting.

Inside the capsule (for 28 persons)

Another view

Author

A special capsule for dining.