URU - 2013 - #006 - SERIE - URUGUAYAN MILITAR AVIATION CENTENARY

Uruguay - 2013 - Centenary of Uruguayan Militar Aviation

Options:

SERIE --- 1,40 EUR
BLOCK --- 1,40 EUR
FDC not Sent --- 2,80 EUR
FDC Sent on First Day --- 9,00 EUR
COVER Sent on First Day --- 6,00 EUR

If you are interested in any of this items, or any other items from Uruguay, just make a donation including your e-mail in the description.

I will contact you as soon I receive your donation, we agree on which items do you need, and I will discount the donation done to the amount of your purchase.

Issue information:

Country: Uruguay
Date: March 16th, 2013
Printed: 10.000 copies

Stamp Shape and Size: Rectangular [32 mm. x 47 mm.]
Perforation: Circular
Gum: Water Activated

Block Configuration: 1 stamp [1 x 1]
Block Shape and Size: Rectangular [101 mm. x 66 mm.]

FDC Type: Normal
FDC Shape and Size: Rectangular [165 mm. x 105 mm.]

Cover Shape and Size: Rectangular [241 mm. x 159 mm.]

Catalogue information:

Michel: No Data Available
Ivert: No Data Available
Scott: No Data Available
Stanley & Gibbons: No Data Available

Topics:

Issue:

This block of a single stamp was issued in commemoration of the Centenary of Uruguayan Militar Aviation.

This issue was released just one day before of the Uruguayan Militar Aviation Centenary, as it begining is considered to be day March 17th of 1913, when the "Escuela de Aviación Militar, in english "Military Aviation Academy" was formed at a small airport 50 km from Montevideo.

The design of the stamp of this issue, shows a picture of the Henri Farman aeroplane, surely a Farman III biplane, that was one of the two planes which the Aviation Academy uses to teach. The picture also shows the main entrance of the Aviation Academy Hangar, and some militars and civilians that were participating in that excercise, including over the plane the two aviators, surely Marcel Paillette and Cesáreo L. Berisso.

The stamp, besides the plane, the hangar, and the uniformed militar men, and some civilian wearing different hats, it also shows at background what it seems to be a small lake, and some other persons nearby that lake.

Military aviation in Uruguay was born on 17 March 1913 when the Military Aviation Academy (Escuela de Aviación Militar) was formed at a small airport 50 km from Montevideo. The first aircraft were a Farman Longhorn biplane and a Blériot XI monoplane. As with many other Latin American countries, flight instruction was initially performed by a European (in this case French) instructor. Ten army officers formed the select group chosen to be the first Uruguayan military aviators. Among them were Cpt Juan Manuel Boiso Lanza and Lt. Cesáreo L. Berisso. Boiso Lanza was the first fatality of the FAU, dying in a plane crash on 10 August 1918; he later became the namesake of Cpt Boiso Lanza Air Base in Montevideo, the current FAU headquarters. Berisso became the first commander of the Air Force flight school and was later the namesake of Gen. Cesáreo Berisso Air Base in Carrasco, the headquarters of Air Brigade I.

Along with two other young officers, Adhemar Saenz Lacueva and Esteban Cristi, they gained their military aviator rating in Argentina and Chile and formed the Military Aeronautical School on 20 November 1916. This school was the only military aviation facility in Uruguay until 1935. Several European aircraft types were used in fairly large numbers during the twenties, among them sixteen Avro 504Ks, thirteen Breguet 14s, five Castaibert 913-IVs, twenty-eight Nieuport 27s. These pioneering years saw many air routes opened and an overall increase in the awareness of the military potential of this nascent force.

In 1935 the school was transformed into the Military Aeronautics division (Aeronáutica Militar,) and five units were created as well as several airbases. Typical aircraft of the thirties and forties were European types like the Potez XXV A.2 TOE, the SPAD S.VII and S.XIII, the de Havilland DH 82A, and the IMAM Ro.37; but this era also saw the transition to aircraft of American pedigree. Beech AT-11 and Douglas C-47 transports, Waco JHD and NAA Texan trainers, and NAA B-25J bombers were used in this period. The arrival of F-51 Mustangs in the early 50s notably enhanced the capabilities of the air force. There were now nine Aviation Groups and the Military Aeronautics division was officially renamed the Military Air Force (Fuerza Aérea Militar) on 4 December 1952. This change in nomenclature was important because it signified the independence of the branch from the army command structure. The new force was reorganized into three commands (tactical, training, and material) and a brigade structure was implemented along with a fully staffed headquarters.

The Uruguayan Air Force grew from this foundation. Later, some new units were created such as the Aerial Commands, but no radical changes were made. The FAU received its first jets when Lockheed T-33s and F-80s arrived in 1955 and 1958.[2] The FAU also employed the de Havilland Chipmunk, using 10 from 1954 to 1962. The first helicopters were Bell 47s and Hiller H-23Fs, followed by the venerable Bell UH-1B Hueys, Eurocopter BO-105.

The Uruguayan Air Force (Fuerza Aérea Uruguaya or FAU) is one of the three main branches of the Armed Forces of Uruguay under the Uruguayan Ministry of Defense. The current head of the force is General of the Air Enrique A. Bonelli, and comprises about 3000 personnel organized into three brigades and various support groups.

Farman Aviation Works was an aircraft company founded and run by the brothers Richard, Henri, and Maurice Farman. They designed and constructed aircraft and engines from 1908 until 1936; during the French nationalization and rationalization of its aerospace industry, Farman's assets were assigned to the Société Nationale de Constructions Aéronautiques du Centre (SNCAC).

In 1941 the Farman brothers reestablished the firm as the "Société Anonyme des Usines Farman" (SAUF), but only three years later it was absorbed by Sud-Ouest. Maurice's son, Marcel Farman, reestablished the SAUF in 1952, but his effort proved unsuccessful and the firm was dissolved in 1956.

The Farman brothers built more than 200 types of aircraft between 1908 and 1941.

The Farman III, also known as Henry Farman 1909 biplane, was an early French aircraft, designed and built by Henry Farman in 1909. Its design was widely imitated, so much so that aircraft of similar layout were generally referred to as being of the Farman type.

Henry Farman's first aircraft had been bought from the Voisin brothers in 1907. Soon after his first flights Farman begun to modify and improve the design of the aircraft which was known as either the Farman I or Voisin-Farman I. During 1908 Farman re-covered the aircraft with 'Continental' rubberized fabric and added the side -curtains and it was re-designated the Farman I-bis. During 1908 the Voisin brothers built him another aircraft, to be called the Farman II, incorporating refinements of the design to Farman's specification. However, Voisin sold this aircraft to J.T.C. Moore-Brabazon. Brabazon subsequently exported the aircraft to England, where it became known as the Bird of Passage.

This episode naturally angered Farman, and caused him to break his association with Voisin in early 1909 and start aircraft construction for himself, and he designed and built the Farman III. The Farman III was also a pusher biplane with a single forward elevator and originally had a cellular tailplane and ailerons on all four wings. It first flew in April 1909 powered by a 50 hp (37 kW) Vivinus 4-cylinder inline engine. Farman soon introduced an open tailplane with trailing rudders and an extended-span upper wing and a lightweight four-wheel landing gear. Farman also replaced the engine with the new and more reliable 50 hp (37 kW) Gnome rotary engine.

The Farman III had enormous influence on European aircraft design, especially in England. Drawings and details of the aircraft were published in England by Flight magazine and it was so widely imitated that its layout became referred to as the "Farman Type". Among these aircraft are the Bristol Boxkite, the Short S.27 and the Howard Wright 1910 Biplane. The Bristol aircraft was so close to Farman's design that he considered legal action. Farman was rewarded by commercial success, and many examples of the type were sold. Farman III aircraft were also built in Germany by the albatros FlugzeugWerke at Jonannistal as the Albatros F-2.

In late 1909, Henry Farman established two world distance records with flights of 180 km (110 mi) in just under 3 hours 5 minutes at Rheims on August 27 and 232 km (144 mi) in 4 hours 17 minutes and 53 seconds at Mourmelon on November 3.

Henry Farman's brother, Maurice Farman, constructed his own biplane slightly earlier in 1909. It first flew in February 1909. Both machines were derived from the Voisin 1907 biplane, all having similar configurations. Henry's aircraft differed from Maurice's in lacking the pilot's nacelle, and not using Renault inline engine. Maurice and Henry started close collaboration in 1912.

Henri Farman was born on 26th May, 1874 and passed away on 17th July, 1958, was a French pilot, aviator and aircraft designer and manufacturer with his brother Maurice Farman. His family was British and he took French nationality in 1937.

Born in Paris, France, and given the name Henry, he was the son of a well-to-do British newspaper correspondent working there and his French wife. Farman trained as a painter at the École des Beaux Arts, but quickly become obsessed with the new mechanical inventions that were rapidly appearing at the end of the 19th century. Since his family had money, he was able to pursue this interest as an amateur sportsman. In the 1890s he became a championship cyclist, and at the turn of the century he discovered motor racing, competing for Renault in the Gordon Bennett Cup.

When the Voisin brothers started their aircraft construction business in 1907 Farman was one of their first customers, ordering a copy of the aircraft that had been built for Leon Delagrange. He used this aircraft, the Voisin 1907 biplane to set numerous official records for both distance and duration. These include the first to fly a complete circuit of 1 kilometre (13 January 1908, winning the 50,000 franc Grand Prix d'Aviation offered by Henri Deutsch de la Meurthe) and 2 kilometres (21 March 1908). Some sources state that on 29 March, he became the first to take a passenger into the air, Leon Delagrange. (Others, however, believe that record belongs to Wilbur Wright and passenger Charles Furnas on May 14 of the same year.) Later in 1908, on 30 October, Farman went on to make the first cross-country flight in Europe, flying from Châlons to Reims (27 kilometres in 20 minutes).

In 1909, he opened a flying school at Châlons-sur-Marne at which George Bertram Cockburn was the first pupil. The same year he made further record breaking flights of 180 kilometres in just over 3 hours (at Reims on 27 August) and 232 kilometres in 4 hours 17 minutes and 53 seconds (at Mourmelon-le-Grand on 3 November).

At the end of 1909 Farman fell out with Gabriel Voisin because Voisin had sold an aircraft that had been built to Farman's specifications to J.T.C. Moore-Brabazon, and started manufacturing aircraft to his own design. The first of these, the Farman III, was an immediate success and was widely imitated.

In partnership with his two brothers Maurice and Richard (Dick), he built a highly successful and innovative aircraft manufacturing plant. Their 1914 model was used extensively for artillery observation and reconnaissance during World War I. The Farman Aircraft company's Goliath was the first long-distance passenger airliner, beginning regular Paris-London (Croydon Airport) flights on 8 February 1919.

He was made a chevalier of the French Légion d'honneur (French: "Legion of Honour") in 1919. He, along with Maurice, retired in 1937 when the French Popular Front government nationalised the aircraft industry; Farman's company becoming part of the Societe Nationale de Constructions Aeronautiques du Centre.

Henry Farman took French nationality in 1937.

He died in Paris and is buried in the Cimetière de Passy in Paris.

Block:

The block, uses mainly another picture of the hangar of the militar aviation academy, now taken mostly from it side, and with the Farman III biplane flying over it.

The desings also shows the pictures of the two Aviators already mentioned, Marcel Paillette, a french aviator that cames to Uruguay to teach aviation techniques, and Cesáreo L. Berisso, one of the first pupils of Marcel, and later, the first uruguayan to flight alone.

About the picture itself, is rather funny to see the hangar half painted, also with the ladder set there surely to continue the painting work.

Also the uruguayan flag flying also, just in another meaning of ver flying, works as a beauty poetic and linguistic, of the importance of the moment being photographed for the uruguayan flying history.

In the top of the block, were the aviators appears, at left, Marcel Pailette is shown wearing formal clothes, jacket, shirt, and tie, and also a nice hat on his head, then, Cesáreo L. Berisso, appears wearing aviation clothes, a closed to the neck uniform and an aviator cap.

Marcel Paillette was born in Havre, on April 17 of 1884. As a Bachelor of Science, Aviation came to a personal taste, and it was the first student of Roger Sommer, when he learns to fly Douzy in March 1910.

He gets in Angers, June 10, 1910, with Sommer on camera, the pilot's aviator No. 99 of the Aero Club of France. And with Sommer, he participated in the meeting of Angers where it ranks second of all prices.

At the meeting of Rouen, he won the prize for the longest distance in a single flight. In Nantes and Caen, he still wins awards and made many flights over cities.

At the meeting of Le Havre, Marcel Glitter begins to fly a Bleriot and soon reached its first flight 500 meters. It is at an altitude of 800 meters at the rally crosses the Bay of the Seine. After attending the meeting in Milan in September 1910 and the following month in Bourges, he moved to Paris by air.

Then he went to South America with two appliances, Sommer and Blériot, there it performs 1911 to 1914 demonstration flights in Argentina, Chile, Paraguay. He also worked at the same time in the organization of aviation schools, and creating a large civil airport in San Fernando, near Buenos Aires. Another remmarkable issue in which he was involved, was when the President of the Republic of Paraguay, probably the first head of state who has flown, made its first flight with Marcel.

At the outbreak of war, he returned to France. Until 1916 he was involved in the first hundred bombing the enemy, which earned him the Croix de Guerre with palm and the allocation of the silver plate of the Aero Club of France. Then deployed to Russia, it is the subject of two citations and receives Wladimir cross from Russia and from Saint-Georges.

Returned to South America after the war, Marcel Paillette continues to be actively involved in aviation. He leaves in 1925 for the automotive industry in which he devoted himself entirely until 1948. At this time and after a career filled admirably, he settled permanently in Argentina where he uses the leisure of retirement in-depth knowledge of the country.

Marcel received the Legion d'Honneur in 1936.

Cesáreo L. Berisso was born on November 6th of 1887 in Montevideo, and passed away on January 28th of 1971 in Montevideo too. He was an Uruguayan aviation pioneer.

He trained at the Military School of Uruguay from 1907 to 1911 and graduated with the rank of Lieutenant Artillery Gun.

Cesáreo Berisso was one of the first students of the Military Aviation School "Los Cerrillos", and it is known because he made the first solo flight of a Uruguayan, on June 22nd of 1913, making a journey between "Los Cerrillos" and "Playa Malvin" that lasted 1 hour 45 minutes.

In 1916, Berisso was named as one of the instructors of the newly inaugurated Military Aviation School. By obtaining the rank of Major, he became director of the institute from 1922 to 1931.

In the mid 1920s, Berisso made several long-haul flights in America. In 1925, he and Dagoberto Moll tried to make the route Montevideo-Ascension-Rosario-Santa Fe-Mendoza but failed to cross the Andes. The tour totaled 4,500 miles and 32 hours of flight. In 1929, Berisso, Moll, and Rogelio Otero and Conti attempted to travel from Montevideo to New York, but they destroyed the aircraft in Colombia.

Berisso rose to Lieutenant Colonel, then to Weapon Inspector in Aeronautics and finally General in 1944. In 1946 he was appointed Director General of Military Aeronautics. And finally, He retired from the military activity in 1947.

Its activity in aeronautics continued in civil branch, to be president of Pluna, the first uruguayan airlines, and member of the commission for the Carrasco Airport. The airport and the military air base adjoining bear his name today.

FDC:

The desing of the First Day Cancelation, shows again the Farman III biplane that appears both in the stamp and in the block, however, this time as seen from above, and not mainly from it front as in the picture shown in the stamp, and from it left side as in the block.

Also, it needs to be said, the image of the biplane is a too low quality one, probably just a draft of the aeroplane in low resolution, that only because of the context one recognize it as the plane is shown in both stamp and block.

If you consider that there are another topics in this stamp, that were not spot in this review, you are encouraged to telling me about them, so please do not hesitate to post a comment. I would appreciate your help very much.

URU - 2013 - #006 - COVER Sent on First Day - URUGUAYAN MILITAR AVIATION CENTENARY

Uruguay - 2013 - Centenary of Uruguayan Militar Aviation

If you are interested in any of this items, or any other items from Uruguay, just make a donation including your e-mail in the description.

I will contact you as soon I receive your donation, we agree on which items do you need, and I will discount the donation done to the amount of your purchase.

GO TO DESCRIPTION OF ISSUE

URU - 2013 - #006 - FDC Sent on First Day - URUGUAYAN MILITAR AVIATION CENTENARY

Uruguay - 2013 - Centenary of Uruguayan Militar Aviation

If you are interested in any of this items, or any other items from Uruguay, just make a donation including your e-mail in the description.

I will contact you as soon I receive your donation, we agree on which items do you need, and I will discount the donation done to the amount of your purchase.

GO TO DESCRIPTION OF ISSUE

URU - 2013 - #006 - FDC not Sent - URUGUAYAN MILITAR AVIATION CENTENARY

Uruguay - 2013 - Centenary of Uruguayan Militar Aviation

If you are interested in any of this items, or any other items from Uruguay, just make a donation including your e-mail in the description.

I will contact you as soon I receive your donation, we agree on which items do you need, and I will discount the donation done to the amount of your purchase.

GO TO DESCRIPTION OF ISSUE

URU - 2013 - #006 - BLOCK - URUGUAYAN MILITAR AVIATION CENTENARY

Uruguay - 2013 - Centenary of Uruguayan Militar Aviation

If you are interested in any of this items, or any other items from Uruguay, just make a donation including your e-mail in the description.

I will contact you as soon I receive your donation, we agree on which items do you need, and I will discount the donation done to the amount of your purchase.

GO TO DESCRIPTION OF ISSUE

URU - 2013 - #006 - SERIE - URUGUAYAN MILITAR AVIATION CENTENARY

Uruguay - 2013 - Centenary of Uruguayan Militar Aviation

Options:

SERIE --- 1,40 EUR
BLOCK --- 1,40 EUR
FDC not Sent --- 2,80 EUR
FDC Sent on First Day --- 9,00 EUR
COVER Sent on First Day --- 6,00 EUR

If you are interested in any of this items, or any other items from Uruguay, just make a donation including your e-mail in the description.

I will contact you as soon I receive your donation, we agree on which items do you need, and I will discount the donation done to the amount of your purchase.

Issue information:

Country: Uruguay
Date: March 16th, 2013
Printed: 10.000 copies

Stamp Shape and Size: Rectangular [32 mm. x 47 mm.]
Perforation: Circular
Gum: Water Activated

Block Configuration: 1 stamp [1 x 1]
Block Shape and Size: Rectangular [101 mm. x 66 mm.]

FDC Type: Normal
FDC Shape and Size: Rectangular [165 mm. x 105 mm.]

Cover Shape and Size: Rectangular [241 mm. x 159 mm.]

Catalogue information:

Michel: No Data Available
Ivert: No Data Available
Scott: No Data Available
Stanley & Gibbons: No Data Available

Topics:

Issue:

This block of a single stamp was issued in commemoration of the Centenary of Uruguayan Militar Aviation.

This issue was released just one day before of the Uruguayan Militar Aviation Centenary, as it begining is considered to be day March 17th of 1913, when the "Escuela de Aviación Militar, in english "Military Aviation Academy" was formed at a small airport 50 km from Montevideo.

The design of the stamp of this issue, shows a picture of the Henri Farman aeroplane, surely a Farman III biplane, that was one of the two planes which the Aviation Academy uses to teach. The picture also shows the main entrance of the Aviation Academy Hangar, and some militars and civilians that were participating in that excercise, including over the plane the two aviators, surely Marcel Paillette and Cesáreo L. Berisso.

The stamp, besides the plane, the hangar, and the uniformed militar men, and some civilian wearing different hats, it also shows at background what it seems to be a small lake, and some other persons nearby that lake.

Military aviation in Uruguay was born on 17 March 1913 when the Military Aviation Academy (Escuela de Aviación Militar) was formed at a small airport 50 km from Montevideo. The first aircraft were a Farman Longhorn biplane and a Blériot XI monoplane. As with many other Latin American countries, flight instruction was initially performed by a European (in this case French) instructor. Ten army officers formed the select group chosen to be the first Uruguayan military aviators. Among them were Cpt Juan Manuel Boiso Lanza and Lt. Cesáreo L. Berisso. Boiso Lanza was the first fatality of the FAU, dying in a plane crash on 10 August 1918; he later became the namesake of Cpt Boiso Lanza Air Base in Montevideo, the current FAU headquarters. Berisso became the first commander of the Air Force flight school and was later the namesake of Gen. Cesáreo Berisso Air Base in Carrasco, the headquarters of Air Brigade I.

Along with two other young officers, Adhemar Saenz Lacueva and Esteban Cristi, they gained their military aviator rating in Argentina and Chile and formed the Military Aeronautical School on 20 November 1916. This school was the only military aviation facility in Uruguay until 1935. Several European aircraft types were used in fairly large numbers during the twenties, among them sixteen Avro 504Ks, thirteen Breguet 14s, five Castaibert 913-IVs, twenty-eight Nieuport 27s. These pioneering years saw many air routes opened and an overall increase in the awareness of the military potential of this nascent force.

In 1935 the school was transformed into the Military Aeronautics division (Aeronáutica Militar,) and five units were created as well as several airbases. Typical aircraft of the thirties and forties were European types like the Potez XXV A.2 TOE, the SPAD S.VII and S.XIII, the de Havilland DH 82A, and the IMAM Ro.37; but this era also saw the transition to aircraft of American pedigree. Beech AT-11 and Douglas C-47 transports, Waco JHD and NAA Texan trainers, and NAA B-25J bombers were used in this period. The arrival of F-51 Mustangs in the early 50s notably enhanced the capabilities of the air force. There were now nine Aviation Groups and the Military Aeronautics division was officially renamed the Military Air Force (Fuerza Aérea Militar) on 4 December 1952. This change in nomenclature was important because it signified the independence of the branch from the army command structure. The new force was reorganized into three commands (tactical, training, and material) and a brigade structure was implemented along with a fully staffed headquarters.

The Uruguayan Air Force grew from this foundation. Later, some new units were created such as the Aerial Commands, but no radical changes were made. The FAU received its first jets when Lockheed T-33s and F-80s arrived in 1955 and 1958.[2] The FAU also employed the de Havilland Chipmunk, using 10 from 1954 to 1962. The first helicopters were Bell 47s and Hiller H-23Fs, followed by the venerable Bell UH-1B Hueys, Eurocopter BO-105.

The Uruguayan Air Force (Fuerza Aérea Uruguaya or FAU) is one of the three main branches of the Armed Forces of Uruguay under the Uruguayan Ministry of Defense. The current head of the force is General of the Air Enrique A. Bonelli, and comprises about 3000 personnel organized into three brigades and various support groups.

Farman Aviation Works was an aircraft company founded and run by the brothers Richard, Henri, and Maurice Farman. They designed and constructed aircraft and engines from 1908 until 1936; during the French nationalization and rationalization of its aerospace industry, Farman's assets were assigned to the Société Nationale de Constructions Aéronautiques du Centre (SNCAC).

In 1941 the Farman brothers reestablished the firm as the "Société Anonyme des Usines Farman" (SAUF), but only three years later it was absorbed by Sud-Ouest. Maurice's son, Marcel Farman, reestablished the SAUF in 1952, but his effort proved unsuccessful and the firm was dissolved in 1956.

The Farman brothers built more than 200 types of aircraft between 1908 and 1941.

The Farman III, also known as Henry Farman 1909 biplane, was an early French aircraft, designed and built by Henry Farman in 1909. Its design was widely imitated, so much so that aircraft of similar layout were generally referred to as being of the Farman type.

Henry Farman's first aircraft had been bought from the Voisin brothers in 1907. Soon after his first flights Farman begun to modify and improve the design of the aircraft which was known as either the Farman I or Voisin-Farman I. During 1908 Farman re-covered the aircraft with 'Continental' rubberized fabric and added the side -curtains and it was re-designated the Farman I-bis. During 1908 the Voisin brothers built him another aircraft, to be called the Farman II, incorporating refinements of the design to Farman's specification. However, Voisin sold this aircraft to J.T.C. Moore-Brabazon. Brabazon subsequently exported the aircraft to England, where it became known as the Bird of Passage.

This episode naturally angered Farman, and caused him to break his association with Voisin in early 1909 and start aircraft construction for himself, and he designed and built the Farman III. The Farman III was also a pusher biplane with a single forward elevator and originally had a cellular tailplane and ailerons on all four wings. It first flew in April 1909 powered by a 50 hp (37 kW) Vivinus 4-cylinder inline engine. Farman soon introduced an open tailplane with trailing rudders and an extended-span upper wing and a lightweight four-wheel landing gear. Farman also replaced the engine with the new and more reliable 50 hp (37 kW) Gnome rotary engine.

The Farman III had enormous influence on European aircraft design, especially in England. Drawings and details of the aircraft were published in England by Flight magazine and it was so widely imitated that its layout became referred to as the "Farman Type". Among these aircraft are the Bristol Boxkite, the Short S.27 and the Howard Wright 1910 Biplane. The Bristol aircraft was so close to Farman's design that he considered legal action. Farman was rewarded by commercial success, and many examples of the type were sold. Farman III aircraft were also built in Germany by the albatros FlugzeugWerke at Jonannistal as the Albatros F-2.

In late 1909, Henry Farman established two world distance records with flights of 180 km (110 mi) in just under 3 hours 5 minutes at Rheims on August 27 and 232 km (144 mi) in 4 hours 17 minutes and 53 seconds at Mourmelon on November 3.

Henry Farman's brother, Maurice Farman, constructed his own biplane slightly earlier in 1909. It first flew in February 1909. Both machines were derived from the Voisin 1907 biplane, all having similar configurations. Henry's aircraft differed from Maurice's in lacking the pilot's nacelle, and not using Renault inline engine. Maurice and Henry started close collaboration in 1912.

Henri Farman was born on 26th May, 1874 and passed away on 17th July, 1958, was a French pilot, aviator and aircraft designer and manufacturer with his brother Maurice Farman. His family was British and he took French nationality in 1937.

Born in Paris, France, and given the name Henry, he was the son of a well-to-do British newspaper correspondent working there and his French wife. Farman trained as a painter at the École des Beaux Arts, but quickly become obsessed with the new mechanical inventions that were rapidly appearing at the end of the 19th century. Since his family had money, he was able to pursue this interest as an amateur sportsman. In the 1890s he became a championship cyclist, and at the turn of the century he discovered motor racing, competing for Renault in the Gordon Bennett Cup.

When the Voisin brothers started their aircraft construction business in 1907 Farman was one of their first customers, ordering a copy of the aircraft that had been built for Leon Delagrange. He used this aircraft, the Voisin 1907 biplane to set numerous official records for both distance and duration. These include the first to fly a complete circuit of 1 kilometre (13 January 1908, winning the 50,000 franc Grand Prix d'Aviation offered by Henri Deutsch de la Meurthe) and 2 kilometres (21 March 1908). Some sources state that on 29 March, he became the first to take a passenger into the air, Leon Delagrange. (Others, however, believe that record belongs to Wilbur Wright and passenger Charles Furnas on May 14 of the same year.) Later in 1908, on 30 October, Farman went on to make the first cross-country flight in Europe, flying from Châlons to Reims (27 kilometres in 20 minutes).

In 1909, he opened a flying school at Châlons-sur-Marne at which George Bertram Cockburn was the first pupil. The same year he made further record breaking flights of 180 kilometres in just over 3 hours (at Reims on 27 August) and 232 kilometres in 4 hours 17 minutes and 53 seconds (at Mourmelon-le-Grand on 3 November).

At the end of 1909 Farman fell out with Gabriel Voisin because Voisin had sold an aircraft that had been built to Farman's specifications to J.T.C. Moore-Brabazon, and started manufacturing aircraft to his own design. The first of these, the Farman III, was an immediate success and was widely imitated.

In partnership with his two brothers Maurice and Richard (Dick), he built a highly successful and innovative aircraft manufacturing plant. Their 1914 model was used extensively for artillery observation and reconnaissance during World War I. The Farman Aircraft company's Goliath was the first long-distance passenger airliner, beginning regular Paris-London (Croydon Airport) flights on 8 February 1919.

He was made a chevalier of the French Légion d'honneur (French: "Legion of Honour") in 1919. He, along with Maurice, retired in 1937 when the French Popular Front government nationalised the aircraft industry; Farman's company becoming part of the Societe Nationale de Constructions Aeronautiques du Centre.

Henry Farman took French nationality in 1937.

He died in Paris and is buried in the Cimetière de Passy in Paris.

Block:

The block, uses mainly another picture of the hangar of the militar aviation academy, now taken mostly from it side, and with the Farman III biplane flying over it.

The desings also shows the pictures of the two Aviators already mentioned, Marcel Paillette, a french aviator that cames to Uruguay to teach aviation techniques, and Cesáreo L. Berisso, one of the first pupils of Marcel, and later, the first uruguayan to flight alone.

About the picture itself, is rather funny to see the hangar half painted, also with the ladder set there surely to continue the painting work.

Also the uruguayan flag flying also, just in another meaning of ver flying, works as a beauty poetic and linguistic, of the importance of the moment being photographed for the uruguayan flying history.

In the top of the block, were the aviators appears, at left, Marcel Pailette is shown wearing formal clothes, jacket, shirt, and tie, and also a nice hat on his head, then, Cesáreo L. Berisso, appears wearing aviation clothes, a closed to the neck uniform and an aviator cap.

Marcel Paillette was born in Havre, on April 17 of 1884. As a Bachelor of Science, Aviation came to a personal taste, and it was the first student of Roger Sommer, when he learns to fly Douzy in March 1910.

He gets in Angers, June 10, 1910, with Sommer on camera, the pilot's aviator No. 99 of the Aero Club of France. And with Sommer, he participated in the meeting of Angers where it ranks second of all prices.

At the meeting of Rouen, he won the prize for the longest distance in a single flight. In Nantes and Caen, he still wins awards and made many flights over cities.

At the meeting of Le Havre, Marcel Glitter begins to fly a Bleriot and soon reached its first flight 500 meters. It is at an altitude of 800 meters at the rally crosses the Bay of the Seine. After attending the meeting in Milan in September 1910 and the following month in Bourges, he moved to Paris by air.

Then he went to South America with two appliances, Sommer and Blériot, there it performs 1911 to 1914 demonstration flights in Argentina, Chile, Paraguay. He also worked at the same time in the organization of aviation schools, and creating a large civil airport in San Fernando, near Buenos Aires. Another remmarkable issue in which he was involved, was when the President of the Republic of Paraguay, probably the first head of state who has flown, made its first flight with Marcel.

At the outbreak of war, he returned to France. Until 1916 he was involved in the first hundred bombing the enemy, which earned him the Croix de Guerre with palm and the allocation of the silver plate of the Aero Club of France. Then deployed to Russia, it is the subject of two citations and receives Wladimir cross from Russia and from Saint-Georges.

Returned to South America after the war, Marcel Paillette continues to be actively involved in aviation. He leaves in 1925 for the automotive industry in which he devoted himself entirely until 1948. At this time and after a career filled admirably, he settled permanently in Argentina where he uses the leisure of retirement in-depth knowledge of the country.

Marcel received the Legion d'Honneur in 1936.

Cesáreo L. Berisso was born on November 6th of 1887 in Montevideo, and passed away on January 28th of 1971 in Montevideo too. He was an Uruguayan aviation pioneer.

He trained at the Military School of Uruguay from 1907 to 1911 and graduated with the rank of Lieutenant Artillery Gun.

Cesáreo Berisso was one of the first students of the Military Aviation School "Los Cerrillos", and it is known because he made the first solo flight of a Uruguayan, on June 22nd of 1913, making a journey between "Los Cerrillos" and "Playa Malvin" that lasted 1 hour 45 minutes.

In 1916, Berisso was named as one of the instructors of the newly inaugurated Military Aviation School. By obtaining the rank of Major, he became director of the institute from 1922 to 1931.

In the mid 1920s, Berisso made several long-haul flights in America. In 1925, he and Dagoberto Moll tried to make the route Montevideo-Ascension-Rosario-Santa Fe-Mendoza but failed to cross the Andes. The tour totaled 4,500 miles and 32 hours of flight. In 1929, Berisso, Moll, and Rogelio Otero and Conti attempted to travel from Montevideo to New York, but they destroyed the aircraft in Colombia.

Berisso rose to Lieutenant Colonel, then to Weapon Inspector in Aeronautics and finally General in 1944. In 1946 he was appointed Director General of Military Aeronautics. And finally, He retired from the military activity in 1947.

Its activity in aeronautics continued in civil branch, to be president of Pluna, the first uruguayan airlines, and member of the commission for the Carrasco Airport. The airport and the military air base adjoining bear his name today.

FDC:

The desing of the First Day Cancelation, shows again the Farman III biplane that appears both in the stamp and in the block, however, this time as seen from above, and not mainly from it front as in the picture shown in the stamp, and from it left side as in the block.

Also, it needs to be said, the image of the biplane is a too low quality one, probably just a draft of the aeroplane in low resolution, that only because of the context one recognize it as the plane is shown in both stamp and block.

If you consider that there are another topics in this stamp, that were not spot in this review, you are encouraged to telling me about them, so please do not hesitate to post a comment. I would appreciate your help very much.

URU - 2013 - #005 - SERIE - RURAL WORKER RIGHTS, DAIRY WORKER

Uruguay - 2013 - Permanent Serie of Rural Worker Rights, Dairy worker

Options:

SERIE --- 4,60 EUR
SERIE [2X2] --- 18,00 EUR
FDC not Sent --- 6,00 EUR
FDC Sent on First Day --- 9,00 EUR
COVER Sent on First Day --- 6,00 EUR

If you are interested in any of this items, or any other items from Uruguay, just make a donation including your e-mail in the description.

I will contact you as soon I receive your donation, we agree on which items do you need, and I will discount the donation done to the amount of your purchase.

Issue information:

Country: Uruguay
Date: March 8th, 2013
Printed: 200.000 copies

Stamp Shape and Size: Rectangular [27 mm. x 20 mm.]
Perforation: Lines
Gum: Self Adhesive

Block Configuration: 25 stamps [5 x 5]
Block Shape and Size: Rectangular [219 mm. x 195 mm.]

FDC Type: Normal
FDC Shape and Size: Rectangular [165 mm. x 105 mm.]
Cover Shape and Size: Rectangular [241 mm. x 159 mm.]

Catalogue information:

Michel: No Data Available
Ivert: No Data Available
Scott: No Data Available
Stanley & Gibbons: No Data Available

Topics:

Issue:

This stamp is the forth release of the permanent serie already mentioned, thought to spread awareness about the right of rural works enshrined in law 18.441, added in Uruguay law system on December 24th, 2008.

This permanent serie will be compounded by many stamps, eight already were issued at the moment was written this article, and in each of them a different rural activity, and in particular, the rural worker involved in it, will be focus of the issue.

In this particular issue, the dairy worker is the activity choosen, and the design for depicting this task was to show a women milking a Holsteins cow with a milking machine. The selection of a woman in duty adds the topic of gender equality at job, that around the globe it is a problem still unsolved.

The design of the stamps shows the scene of a woman wearing rubber gloves connecting the teatcups of the milking machine on cow teats. Behind she, there are three steel milk churns, and far away another cow is laying in the grass that cover half the desing of the stamp, leaving the other half to a bright sky.

The right of rural works enshrined in law 18.441 were: Limitation of labour to 8 hours a day; Payment of overtime for time which exceeds the legal time; Intermediate rest for continuous-time workers; Free day between 12 hours labour days; Weekly free day.

Other rural worker rights that are not included in law 18.441, however very important for them are: Freedom of union association; Collective bargaining; Participation in the Councils of wage.

A dairy is a business enterprise established for the harvesting of animal milk – mostly from cows or goats, but also from buffalo, sheep, horses or camels – for human consumption. A dairy is typically located on a dedicated dairy farm or section of a multi-purpose farm that is concerned with the harvesting of milk.

Milk producing animals have been domesticated for thousands of years. Initially, they were part of the subsistence farming that nomads engaged in. As the community moved about the country, their animals accompanied them. Protecting and feeding the animals were a big part of the symbiotic relationship between the animals and the herders.

In the more recent past, people in agricultural societies owned dairy animals that they milked for domestic and local (village) consumption, a typical example of a cottage industry. The animals might serve multiple purposes (for example, as a draught animal for pulling a plough as a youngster, and at the end of its useful life as meat). In this case the animals were normally milked by hand and the herd size was quite small, so that all of the animals could be milked in less than an hour—about 10 per milker. These tasks were performed by a dairymaid (dairywoman) or dairyman. The word dairy harkens back to Middle English dayerie, deyerie, from deye (female servant or dairymaid) and further back to Old English dæge (kneader of bread).

With industrialisation and urbanisation, the supply of milk became a commercial industry, with specialised breeds of cattle being developed for dairy, as distinct from beef or draught animals. Initially, more people were employed as milkers, but it soon turned to mechanisation with machines designed to do the milking.

Historically, the milking and the processing took place close together in space and time: on a dairy farm. People milked the animals by hand; on farms where only small numbers are kept, hand-milking may still be practiced. Hand-milking is accomplished by grasping the teats (often pronounced tit or tits) in the hand and expressing milk either by squeezing the fingers progressively, from the udder end to the tip, or by squeezing the teat between thumb and index finger, then moving the hand downward from udder towards the end of the teat. The action of the hand or fingers is designed to close off the milk duct at the udder (upper) end and, by the movement of the fingers, close the duct progressively to the tip to express the trapped milk. Each half or quarter of the udder is emptied one milk-duct capacity at a time.

The stripping action is repeated, using both hands for speed. Both methods result in the milk that was trapped in the milk duct being squirted out the end into a bucket that is supported between the knees (or rests on the ground) of the milker, who usually sits on a low stool.

Traditionally the cow, or cows, would stand in the field or paddock while being milked. Young stock, heifers, would have to be trained to remain still to be milked. In many countries, the cows were tethered to a post and milked. The problem with this method is that it relies on quiet, tractable beasts, because the hind end of the cow is not restrained.

When it became necessary to milk larger cows, the cows would be brought to a shed or barn that was set up with bails (stalls) where the cows could be confined while they were milked. One person could milk more cows this way, as many as 20 for a skilled worker. But having cows standing about in the yard and shed waiting to be milked is not good for the cow, as she needs as much time in the paddock grazing as is possible. It is usual to restrict the twice-daily milking to a maximum of an hour and a half each time. It makes no difference whether one milks 10 or 1000 cows, the milking time should not exceed a total of about three hours each day for any cow.

As herd sizes increased there was more need to have efficient milking machines, sheds, milk-storage facilities (vats), bulk-milk transport and shed cleaning capabilities and the means of getting cows from paddock to shed and back.

Farmers found that cows would abandon their grazing area and walk towards the milking area when the time came for milking. This is not surprising as, in the flush of the milking season, cows presumably get very uncomfortable with udders engorged with milk, and the place of relief for them is the milking shed.

Most dairy farmers milk their cows with absolute regularity at a minimum of twice a day, with some high-producing herds milking up to four times a day to lessen the weight of large volumes of milk in the udder of the cow. This daily milking routine goes on for about 300 to 320 days per year that the cow stays in milk. Some small herds are milked once a day for about the last 20 days of the production cycle but this is not usual for large herds. If a cow is left unmilked just once she is likely to reduce milk-production almost immediately and the rest of the season may see her dried off (giving no milk) and still consuming feed for no production. However, once-a-day milking is now being practised more widely in New Zealand for profit and lifestyle reasons. This is effective because the fall in milk yield is at least partially offset by labour and cost savings from milking once per day. This compares to some intensive farm systems in the United States that milk three or more times per day due to higher milk yields per cow and lower marginal labor costs.

Farmers who are contracted to supply liquid milk for human consumption (as opposed to milk for processing into butter, cheese, and so on—see milk) often have to manage their herd so that the contracted number of cows are in milk the year round, or the required minimum milk output is maintained. This is done by mating cows outside their natural mating time so that the period when each cow in the herd is giving maximum production is in rotation throughout the year.

Northern hemisphere farmers who keep cows in barns almost all the year usually manage their herds to give continuous production of milk so that they get paid all year round. In the southern hemisphere the cooperative dairying systems allow for two months on no productivity because their systems are designed to take advantage of maximum grass and milk production in the spring and because the milk processing plants pay bonuses in the dry (winter) season to carry the farmers through the mid-winter break from milking. It also means that cows have a rest from milk production when they are most heavily pregnant. Some year-round milk farms are penalised financially for over-production at any time in the year by being unable to sell their overproduction at current prices.

Holsteins (also known as Holstein-Friesians) are a breed of cattle known today as the world's highest-production dairy animals. Originating in Europe, Friesians were bred in what is now the Netherlands and more specifically in the two northern provinces of North Holland and Friesland, and northern Germany, more specifically what is now Schleswig-Holstein. The animals were the regional cattle of the Frisians and the Saxons. The Dutch breeders bred and oversaw the development of the breed with the goal of obtaining animals that could best use grass, the area's most abundant resource. Over the centuries, the result was a high-producing, black-and-white dairy cow. It is black and white due to artificial selection by the breeders.

With the growth of the New World markets began to develop for milk in North America, and dairy breeders turned to the Netherlands for their livestock. After about 8,800 Friesians (black pied Germans) had been imported, disease problems in Europe led to the cessation of imports to the United States.

In Europe, the breed is used for milk in the north, and meat in the south. Since 1945, European national development has led to cattle breeding and dairy products becoming increasingly regionalized. More than 80% of dairy production is to be found to the north of a line joining Bordeaux and Venice, where more than 60% of the total cattle numbers are found. This change led to the need for specialized animals for dairy (and beef) production. Until this time, milk and beef had been produced from dual-purpose animals. The breeds, national derivatives of the Dutch Friesian, had become very different animals from those developed by breeders in the United States, who used Holsteins only for dairy production.

Breeders imported specialized dairy Holsteins from the United States to cross with the European black and whites. For this reason, in modern usage, "Holstein" is used to describe North American stock and its use in Europe, particularly in the North. "Friesian" denotes animals of a traditional European ancestry, bred for both dairy and beef use. Crosses between the two are described by the term "Holstein-Friesian".

Holsteins have distinctive markings and outstanding milk production. They are large, black-and-white marked animals that vary from mostly black to mostly white, or they can also be red and white.

A healthy calf weighs 40 to 45 kg or more at birth. A mature Holstein cow typically weighs 580 kg (1280 pounds), and stands 147 cm (58 inches) tall at the shoulder. Holstein heifers should be bred by 13 to 15 months of age, when they weigh over 360 kg (794 pounds). Generally, breeders plan for Holstein heifers to calve for the first time between 23 and 26 months of age. The gestation period is about nine and a half months.

Milking machines are used to harvest milk from cows when manual milking becomes inefficient or labour intensive. One early model was patented in 1907. The milking unit is the portion of a milking machine for removing milk from an udder. It is made up of a claw, four teatcups, (Shells and rubber liners) long milk tube, long pulsation tube, and a pulsator. The claw is an assembly that connects the short pulse tubes and short milk tubes from the teatcups to the long pulse tube and long milk tube. (Cluster assembly) Claws are commonly made of stainless steel or plastic or both. Teatcups are composed of a rigid outer shell (stainless steel or plastic) that holds a soft inner liner or inflation. Transparent sections in the shell may allow viewing of liner collapse and milk flow. The annular space between the shell and liner is called the pulse chamber.

Milking machines work in a way that is different from hand milking or calf suckling. Continuous vacuum is applied inside the soft liner to massage milk from the teat by creating a pressure difference across the teat canal (or opening at the end of the teat). Vacuum also helps keep the machine attached to the cow. The vacuum applied to the teat causes congestion of teat tissues (accumulation of blood and other fluids). Atmospheric air is admitted into the pulsation chamber about once per second (the pulsation rate) to allow the liner to collapse around the end of teat and relieve congestion in the teat tissue. The ratio of the time that the liner is open (milking phase) and closed (rest phase) is called the pulsation ratio.

The four streams of milk from the teatcups are usually combined in the claw and transported to the milkline, or the collection bucket (usually sized to the output of one cow) in a single milk hose. Milk is then transported (manually in buckets) or with a combination of airflow and mechanical pump to a central storage vat or bulk tank. Milk is refrigerated on the farm in most countries either by passing through a heat-exchanger or in the bulk tank, or both.

Milking machines keep the milk enclosed and safe from external contamination. The interior 'milk contact' surfaces of the machine are kept clean by a manual or automated washing procedures implemented after milking is completed. Milk contact surfaces must comply with regulations requiring food-grade materials (typically stainless steel and special plastics and rubber compounds) and are easily cleaned.

Most milking machines are powered by electricity but, in case of electrical failure, there can be an alternative means of motive power, often an internal combustion engine, for the vacuum and milk pumps.

A milk churn is a tall, conical or cylindrical container for the transportation of milk. It is sometimes referred to as a milk can.

Milk was originally distributed in 'pails', a lidded bucket with a handle. Often two pails would be carried on either end of a wooden yoke. Once the railways started carrying milk the pail proved less than ideal as it was top-heavy and tended to spill. Dairy farmers used a tall conical wooden container - a butter churn - to 'churn' the milk to make butter, and this proved to be preferable for the railways to transport. It held a lot more milk (about seventeen gallons) and its conical shape made it less likely to spill or topple over. These wooden churns were intrinsically heavy however and from the 1850s a steel version was introduced and soon became the standard. The name churn was retained for these containers although they were not themselves used for 'churning' butter.

As with British Railway Milk Tank Wagons. the milk churn was a standard size, the older galvanised iron conical type held 17 gallons, whilst the cylindrical type with the mushroom shaped lid introduced in the 1930s held ten gallons. Each churn carried a brass plate near the top to identify the owning company and when full it would have a white paper label (tied to the handle on the lid of the conical type and to the side handle of the cylindrical type), which was used for accounting purposes by the creamery or dairy.

Block:

The block, although it did not add any more topics, it has the peculiarity that all of the last autoadhesive blocks issued by Uruguay is presenting. This singularity is that, in autoadhesive issues, the perforation that generally exist between the stamps in the border of the block and the limit of the block itself, in this issues did not exist, creating many variations of the stamps in the block.

The variations generated are many. The most common, and the one that we could consider as the most representative stamp of the block, is the variation of the stamps that are not in the borders of the block, the block of 3x3 that is located in the center of the stamp.

Then, the other variations, in order of frequency in the block, are the three center stamps of the first column, having larger left margins, the three center in the fifth column having larger right margins, also the three center stamps of the fifth row, that present arger bottom margins.

There is also, as you already had imagined, the three center stamps of the first row, with the top margin extended, however, although the the ones of row two and three are equal, the other is a particular one, as it has the block number in it.

Finally, the four stamps of the corners, are each one a different variation of the stamp. Stamp at row-col position one-one has left and top margin extended, the one at position one-five has right and left margins augmented and also it includes the four squares to show the ink colours used to print the block. After that the remaining variation are the ones at position five-one, and five-five, with left and bottom, and right and bottom, margin increased respectively.

FDC:

The desing of the First Day Cancelation for all the permanent series is the same for a period of time. It is a fixed design that has a configurable date, that is set to the date of issue of each permanent serie stamp released.

The actual design chosen, is the one used since year 2012, and it shows a frontiers only map of Uruguay.

If you consider that there are another topics in this stamp, that were not spot in this review, you are encouraged to telling me about them, so please do not hesitate to post a comment. I would appreciate your help very much.

URU - 2013 - #005 - COVER Sent on First Day - RURAL WORKER RIGHTS, DAIRY WORKER

Uruguay - 2013 - Permanent Serie of Rural Worker Rights, Dairy worker

If you are interested in any of this items, or any other items from Uruguay, just make a donation including your e-mail in the description.

I will contact you as soon I receive your donation, we agree on which items do you need, and I will discount the donation done to the amount of your purchase.

GO TO DESCRIPTION OF ISSUE

URU - 2013 - #005 - FDC Sent on First Day - RURAL WORKER RIGHTS, DAIRY WORKER

Uruguay - 2013 - Permanent Serie of Rural Worker Rights, Dairy worker

If you are interested in any of this items, or any other items from Uruguay, just make a donation including your e-mail in the description.

I will contact you as soon I receive your donation, we agree on which items do you need, and I will discount the donation done to the amount of your purchase.

GO TO DESCRIPTION OF ISSUE

URU - 2013 - #005 - FDC not Sent - RURAL WORKER RIGHTS, DAIRY WORKER

Uruguay - 2013 - Permanent Serie of Rural Worker Rights, Dairy worker

If you are interested in any of this items, or any other items from Uruguay, just make a donation including your e-mail in the description.

I will contact you as soon I receive your donation, we agree on which items do you need, and I will discount the donation done to the amount of your purchase.

GO TO DESCRIPTION OF ISSUE

URU - 2013 - #005 - SERIE [2X2] - RURAL WORKER RIGHTS, DAIRY WORKER

Uruguay - 2013 - Permanent Serie of Rural Worker Rights, Dairy worker

If you are interested in any of this items, or any other items from Uruguay, just make a donation including your e-mail in the description.

I will contact you as soon I receive your donation, we agree on which items do you need, and I will discount the donation done to the amount of your purchase.

GO TO DESCRIPTION OF ISSUE

URU - 2013 - #005 - SERIE - RURAL WORKER RIGHTS, DAIRY WORKER

Uruguay - 2013 - Permanent Serie of Rural Worker Rights, Dairy worker

Options:

SERIE --- 4,60 EUR
SERIE [2X2] --- 18,00 EUR
FDC not Sent --- 6,00 EUR
FDC Sent on First Day --- 9,00 EUR
COVER Sent on First Day --- 6,00 EUR

If you are interested in any of this items, or any other items from Uruguay, just make a donation including your e-mail in the description.

I will contact you as soon I receive your donation, we agree on which items do you need, and I will discount the donation done to the amount of your purchase.

Issue information:

Country: Uruguay
Date: March 8th, 2013
Printed: 200.000 copies

Stamp Shape and Size: Rectangular [27 mm. x 20 mm.]
Perforation: Lines
Gum: Self Adhesive

Block Configuration: 25 stamps [5 x 5]
Block Shape and Size: Rectangular [219 mm. x 195 mm.]

FDC Type: Normal
FDC Shape and Size: Rectangular [165 mm. x 105 mm.]
Cover Shape and Size: Rectangular [241 mm. x 159 mm.]

Catalogue information:

Michel: No Data Available
Ivert: No Data Available
Scott: No Data Available
Stanley & Gibbons: No Data Available

Topics:

Issue:

This stamp is the forth release of the permanent serie already mentioned, thought to spread awareness about the right of rural works enshrined in law 18.441, added in Uruguay law system on December 24th, 2008.

This permanent serie will be compounded by many stamps, eight already were issued at the moment was written this article, and in each of them a different rural activity, and in particular, the rural worker involved in it, will be focus of the issue.

In this particular issue, the dairy worker is the activity choosen, and the design for depicting this task was to show a women milking a Holsteins cow with a milking machine. The selection of a woman in duty adds the topic of gender equality at job, that around the globe it is a problem still unsolved.

The design of the stamps shows the scene of a woman wearing rubber gloves connecting the teatcups of the milking machine on cow teats. Behind she, there are three steel milk churns, and far away another cow is laying in the grass that cover half the desing of the stamp, leaving the other half to a bright sky.

The right of rural works enshrined in law 18.441 were: Limitation of labour to 8 hours a day; Payment of overtime for time which exceeds the legal time; Intermediate rest for continuous-time workers; Free day between 12 hours labour days; Weekly free day.

Other rural worker rights that are not included in law 18.441, however very important for them are: Freedom of union association; Collective bargaining; Participation in the Councils of wage.

A dairy is a business enterprise established for the harvesting of animal milk – mostly from cows or goats, but also from buffalo, sheep, horses or camels – for human consumption. A dairy is typically located on a dedicated dairy farm or section of a multi-purpose farm that is concerned with the harvesting of milk.

Milk producing animals have been domesticated for thousands of years. Initially, they were part of the subsistence farming that nomads engaged in. As the community moved about the country, their animals accompanied them. Protecting and feeding the animals were a big part of the symbiotic relationship between the animals and the herders.

In the more recent past, people in agricultural societies owned dairy animals that they milked for domestic and local (village) consumption, a typical example of a cottage industry. The animals might serve multiple purposes (for example, as a draught animal for pulling a plough as a youngster, and at the end of its useful life as meat). In this case the animals were normally milked by hand and the herd size was quite small, so that all of the animals could be milked in less than an hour—about 10 per milker. These tasks were performed by a dairymaid (dairywoman) or dairyman. The word dairy harkens back to Middle English dayerie, deyerie, from deye (female servant or dairymaid) and further back to Old English dæge (kneader of bread).

With industrialisation and urbanisation, the supply of milk became a commercial industry, with specialised breeds of cattle being developed for dairy, as distinct from beef or draught animals. Initially, more people were employed as milkers, but it soon turned to mechanisation with machines designed to do the milking.

Historically, the milking and the processing took place close together in space and time: on a dairy farm. People milked the animals by hand; on farms where only small numbers are kept, hand-milking may still be practiced. Hand-milking is accomplished by grasping the teats (often pronounced tit or tits) in the hand and expressing milk either by squeezing the fingers progressively, from the udder end to the tip, or by squeezing the teat between thumb and index finger, then moving the hand downward from udder towards the end of the teat. The action of the hand or fingers is designed to close off the milk duct at the udder (upper) end and, by the movement of the fingers, close the duct progressively to the tip to express the trapped milk. Each half or quarter of the udder is emptied one milk-duct capacity at a time.

The stripping action is repeated, using both hands for speed. Both methods result in the milk that was trapped in the milk duct being squirted out the end into a bucket that is supported between the knees (or rests on the ground) of the milker, who usually sits on a low stool.

Traditionally the cow, or cows, would stand in the field or paddock while being milked. Young stock, heifers, would have to be trained to remain still to be milked. In many countries, the cows were tethered to a post and milked. The problem with this method is that it relies on quiet, tractable beasts, because the hind end of the cow is not restrained.

When it became necessary to milk larger cows, the cows would be brought to a shed or barn that was set up with bails (stalls) where the cows could be confined while they were milked. One person could milk more cows this way, as many as 20 for a skilled worker. But having cows standing about in the yard and shed waiting to be milked is not good for the cow, as she needs as much time in the paddock grazing as is possible. It is usual to restrict the twice-daily milking to a maximum of an hour and a half each time. It makes no difference whether one milks 10 or 1000 cows, the milking time should not exceed a total of about three hours each day for any cow.

As herd sizes increased there was more need to have efficient milking machines, sheds, milk-storage facilities (vats), bulk-milk transport and shed cleaning capabilities and the means of getting cows from paddock to shed and back.

Farmers found that cows would abandon their grazing area and walk towards the milking area when the time came for milking. This is not surprising as, in the flush of the milking season, cows presumably get very uncomfortable with udders engorged with milk, and the place of relief for them is the milking shed.

Most dairy farmers milk their cows with absolute regularity at a minimum of twice a day, with some high-producing herds milking up to four times a day to lessen the weight of large volumes of milk in the udder of the cow. This daily milking routine goes on for about 300 to 320 days per year that the cow stays in milk. Some small herds are milked once a day for about the last 20 days of the production cycle but this is not usual for large herds. If a cow is left unmilked just once she is likely to reduce milk-production almost immediately and the rest of the season may see her dried off (giving no milk) and still consuming feed for no production. However, once-a-day milking is now being practised more widely in New Zealand for profit and lifestyle reasons. This is effective because the fall in milk yield is at least partially offset by labour and cost savings from milking once per day. This compares to some intensive farm systems in the United States that milk three or more times per day due to higher milk yields per cow and lower marginal labor costs.

Farmers who are contracted to supply liquid milk for human consumption (as opposed to milk for processing into butter, cheese, and so on—see milk) often have to manage their herd so that the contracted number of cows are in milk the year round, or the required minimum milk output is maintained. This is done by mating cows outside their natural mating time so that the period when each cow in the herd is giving maximum production is in rotation throughout the year.

Northern hemisphere farmers who keep cows in barns almost all the year usually manage their herds to give continuous production of milk so that they get paid all year round. In the southern hemisphere the cooperative dairying systems allow for two months on no productivity because their systems are designed to take advantage of maximum grass and milk production in the spring and because the milk processing plants pay bonuses in the dry (winter) season to carry the farmers through the mid-winter break from milking. It also means that cows have a rest from milk production when they are most heavily pregnant. Some year-round milk farms are penalised financially for over-production at any time in the year by being unable to sell their overproduction at current prices.

Holsteins (also known as Holstein-Friesians) are a breed of cattle known today as the world's highest-production dairy animals. Originating in Europe, Friesians were bred in what is now the Netherlands and more specifically in the two northern provinces of North Holland and Friesland, and northern Germany, more specifically what is now Schleswig-Holstein. The animals were the regional cattle of the Frisians and the Saxons. The Dutch breeders bred and oversaw the development of the breed with the goal of obtaining animals that could best use grass, the area's most abundant resource. Over the centuries, the result was a high-producing, black-and-white dairy cow. It is black and white due to artificial selection by the breeders.

With the growth of the New World markets began to develop for milk in North America, and dairy breeders turned to the Netherlands for their livestock. After about 8,800 Friesians (black pied Germans) had been imported, disease problems in Europe led to the cessation of imports to the United States.

In Europe, the breed is used for milk in the north, and meat in the south. Since 1945, European national development has led to cattle breeding and dairy products becoming increasingly regionalized. More than 80% of dairy production is to be found to the north of a line joining Bordeaux and Venice, where more than 60% of the total cattle numbers are found. This change led to the need for specialized animals for dairy (and beef) production. Until this time, milk and beef had been produced from dual-purpose animals. The breeds, national derivatives of the Dutch Friesian, had become very different animals from those developed by breeders in the United States, who used Holsteins only for dairy production.

Breeders imported specialized dairy Holsteins from the United States to cross with the European black and whites. For this reason, in modern usage, "Holstein" is used to describe North American stock and its use in Europe, particularly in the North. "Friesian" denotes animals of a traditional European ancestry, bred for both dairy and beef use. Crosses between the two are described by the term "Holstein-Friesian".

Holsteins have distinctive markings and outstanding milk production. They are large, black-and-white marked animals that vary from mostly black to mostly white, or they can also be red and white.

A healthy calf weighs 40 to 45 kg or more at birth. A mature Holstein cow typically weighs 580 kg (1280 pounds), and stands 147 cm (58 inches) tall at the shoulder. Holstein heifers should be bred by 13 to 15 months of age, when they weigh over 360 kg (794 pounds). Generally, breeders plan for Holstein heifers to calve for the first time between 23 and 26 months of age. The gestation period is about nine and a half months.

Milking machines are used to harvest milk from cows when manual milking becomes inefficient or labour intensive. One early model was patented in 1907. The milking unit is the portion of a milking machine for removing milk from an udder. It is made up of a claw, four teatcups, (Shells and rubber liners) long milk tube, long pulsation tube, and a pulsator. The claw is an assembly that connects the short pulse tubes and short milk tubes from the teatcups to the long pulse tube and long milk tube. (Cluster assembly) Claws are commonly made of stainless steel or plastic or both. Teatcups are composed of a rigid outer shell (stainless steel or plastic) that holds a soft inner liner or inflation. Transparent sections in the shell may allow viewing of liner collapse and milk flow. The annular space between the shell and liner is called the pulse chamber.

Milking machines work in a way that is different from hand milking or calf suckling. Continuous vacuum is applied inside the soft liner to massage milk from the teat by creating a pressure difference across the teat canal (or opening at the end of the teat). Vacuum also helps keep the machine attached to the cow. The vacuum applied to the teat causes congestion of teat tissues (accumulation of blood and other fluids). Atmospheric air is admitted into the pulsation chamber about once per second (the pulsation rate) to allow the liner to collapse around the end of teat and relieve congestion in the teat tissue. The ratio of the time that the liner is open (milking phase) and closed (rest phase) is called the pulsation ratio.

The four streams of milk from the teatcups are usually combined in the claw and transported to the milkline, or the collection bucket (usually sized to the output of one cow) in a single milk hose. Milk is then transported (manually in buckets) or with a combination of airflow and mechanical pump to a central storage vat or bulk tank. Milk is refrigerated on the farm in most countries either by passing through a heat-exchanger or in the bulk tank, or both.

Milking machines keep the milk enclosed and safe from external contamination. The interior 'milk contact' surfaces of the machine are kept clean by a manual or automated washing procedures implemented after milking is completed. Milk contact surfaces must comply with regulations requiring food-grade materials (typically stainless steel and special plastics and rubber compounds) and are easily cleaned.

Most milking machines are powered by electricity but, in case of electrical failure, there can be an alternative means of motive power, often an internal combustion engine, for the vacuum and milk pumps.

A milk churn is a tall, conical or cylindrical container for the transportation of milk. It is sometimes referred to as a milk can.

Milk was originally distributed in 'pails', a lidded bucket with a handle. Often two pails would be carried on either end of a wooden yoke. Once the railways started carrying milk the pail proved less than ideal as it was top-heavy and tended to spill. Dairy farmers used a tall conical wooden container - a butter churn - to 'churn' the milk to make butter, and this proved to be preferable for the railways to transport. It held a lot more milk (about seventeen gallons) and its conical shape made it less likely to spill or topple over. These wooden churns were intrinsically heavy however and from the 1850s a steel version was introduced and soon became the standard. The name churn was retained for these containers although they were not themselves used for 'churning' butter.

As with British Railway Milk Tank Wagons. the milk churn was a standard size, the older galvanised iron conical type held 17 gallons, whilst the cylindrical type with the mushroom shaped lid introduced in the 1930s held ten gallons. Each churn carried a brass plate near the top to identify the owning company and when full it would have a white paper label (tied to the handle on the lid of the conical type and to the side handle of the cylindrical type), which was used for accounting purposes by the creamery or dairy.

Block:

The block, although it did not add any more topics, it has the peculiarity that all of the last autoadhesive blocks issued by Uruguay is presenting. This singularity is that, in autoadhesive issues, the perforation that generally exist between the stamps in the border of the block and the limit of the block itself, in this issues did not exist, creating many variations of the stamps in the block.

The variations generated are many. The most common, and the one that we could consider as the most representative stamp of the block, is the variation of the stamps that are not in the borders of the block, the block of 3x3 that is located in the center of the stamp.

Then, the other variations, in order of frequency in the block, are the three center stamps of the first column, having larger left margins, the three center in the fifth column having larger right margins, also the three center stamps of the fifth row, that present arger bottom margins.

There is also, as you already had imagined, the three center stamps of the first row, with the top margin extended, however, although the the ones of row two and three are equal, the other is a particular one, as it has the block number in it.

Finally, the four stamps of the corners, are each one a different variation of the stamp. Stamp at row-col position one-one has left and top margin extended, the one at position one-five has right and left margins augmented and also it includes the four squares to show the ink colours used to print the block. After that the remaining variation are the ones at position five-one, and five-five, with left and bottom, and right and bottom, margin increased respectively.

FDC:

The desing of the First Day Cancelation for all the permanent series is the same for a period of time. It is a fixed design that has a configurable date, that is set to the date of issue of each permanent serie stamp released.

The actual design chosen, is the one used since year 2012, and it shows a frontiers only map of Uruguay.

If you consider that there are another topics in this stamp, that were not spot in this review, you are encouraged to telling me about them, so please do not hesitate to post a comment. I would appreciate your help very much.