www.pimaair.org

 

Beechcraft S18D

 

The Pima Air & Space Museum, located in Tucson, Arizona, is one of the world's largest non-government funded aerospace museums. The museum features a display of nearly 300 aircraft spread out over 80 acres (320,000 m²) on a campus occupying 127 acres (610,000 m²). It is also been the home to the Arizona Aviation Hall of Fame since 1991.

 

A large number of the museum's aircraft are displayed outside with the remainder located in one of the museum's 4 display hangars. In addition to the display hangars, the museum has a restoration hangar.

 

Opened to the public in May 1976 with 48 aircraft then on display, the Museum's main hangar houses an SR-71A Blackbird, an A-10 Warthog, a United States Air Force Through the Years exhibit, and a mock-up of a control tower.

 

The museum is adjacent to Davis-Monthan Air Force Base. The 309th Aerospace Maintenance and Regeneration Group (AMARG), affiliated with the base, also known as the "Graveyard of Planes" or "The Boneyard", is the largest aircraft storage and preservation facility in the world. Bus tours of the boneyard leave from the museum several times a day from Monday to Friday, except Federal holidays.

 

The nearby Titan Missile Museum is located about 20 miles south of Tucson in Green Valley off of Interstate 19 and features a Titan II intercontinental ballistic missile still in its silo. Tours of the above-ground and underground installations around the missile are conducted daily. More extensive "top to bottom" tours take up to five hours and are conducted several times each month. Reservations required for top to bottom tour.

 

Both museums are overseen by the Arizona Aerospace Foundation and are governed by the Board of Trustees. They are non-profit 501 (c) 3 organization that relies on visitors paying admissions, for trams and AMARG tours, as well as what they spend in the Museum stores. They also rely on memberships and contracted events to pay to restore and acquire exhibits.

 

(Wikipedia)

 

The Beechcraft Model 18 (or "Twin Beech", as it is also known) is a 6- to 11-seat, twin-engined, low-wing, tailwheel light aircraft manufactured by the Beech Aircraft Corporation of Wichita, Kansas. Continuously produced from 1937 to November 1969 (over 32 years, a world record at the time), over 9,000 were built, making it one of the world's most widely used light aircraft. Sold worldwide as a civilian executive, utility, cargo aircraft, and passenger airliner on tailwheels, nosewheels, skis, or floats, it was also used as a military aircraft.

 

During and after World War II, over 4,500 Beech 18s were used in military service—as light transport, light bomber (for China), aircrew trainer (for bombing, navigation, and gunnery), photo-reconnaissance, and "mother ship" for target drones—including United States Army Air Forces (USAAF) C-45 Expeditor, AT-7 Navigator, and AT-11 Kansan; and United States Navy (USN) UC-45J Navigator, SNB-1 Kansan, and others. In World War II, over 90% of USAAF bombardiers and navigators trained in these aircraft.

 

In the early postwar era, the Beech 18 was the pre-eminent "business aircraft" and "feeder airliner". Besides carrying passengers, its civilian uses have included aerial spraying, sterile insect release, fish stocking, dry-ice cloud seeding, aerial firefighting, air-mail delivery, ambulance service, numerous movie productions, skydiving, freight, weapon- and drug-smuggling, engine testbed, skywriting, banner towing, and stunt aircraft. Many are privately owned, around the world, with 240 in the U.S. still on the FAA Aircraft Registry in August 2017.

 

Design and development

 

By the late 1930s, Beechcraft management speculated that a demand would exist for a new design dubbed the Model 18, which would have a military application, and increased the main production facilities. The design was mainly conventional for the time, including twin radial engines, all-metal semimonocoque construction with fabric-covered control surfaces, and tailwheel undercarriage. Less conventional was the twin-tailfin configuration. The Model 18 can be mistaken for the larger Lockheed Electra series of airliners, which closely resemble it.

 

Early production aircraft were powered either by two 330-hp (250-kW) Jacobs L-6s or 350-hp (260-kW) Wright R-760Es. The 450-hp (336-kW) Pratt & Whitney R-985 "Wasp Junior" nine-cylinder radial engine became the definitive powerplant from the prewar C18S onwards. The Beech 18 prototype first flew on 15 January 1937, and type certification followed on 4 March that year.

 

The Model 18 has used a variety of engines and has had a number of airframe modifications to increase gross weight and speed. At least one aircraft was modified to utilize 600-hp (447-kW) Pratt & Whitney R-1340 "Wasp" powerplants. With the added weight of about 200 lb (91 kg) per engine, the concept of a Model 18 fitted with R-1340 engines was deemed unsatisfactory due to the weakest structural area of the aircraft being the engine mounts. Nearly every airframe component has been modified.

 

In 1955, deliveries of the Model E18S commenced; the E18S featured a fuselage that was extended 6 in (150 mm) higher for more headroom in the passenger cabin. All later Beech 18s (sometimes called Super 18s) featured this taller fuselage, and some earlier models (including one AT-11) have been modified to this larger fuselage. The Model H18, introduced in 1963, featured optional tricycle undercarriage. Unusually, the undercarriage was developed for earlier-model aircraft under an STC by Volpar, and installed in H18s at the factory during manufacture. A total of 109 H18s was built with tricycle undercarriage, and another 240 earlier-model aircraft were modified with this.

 

Construction of the Beechcraft Model 18 ended in 1970 with a final Model H18 going to Miyazaki Aviation College, Japan. Through the years, 32 variations of the basic design had flown, over 200 improvement modification kits were developed, and almost 8,000 aircraft were built. In one case, the aircraft was modified to a triple tail, trigear, humpbacked configuration and appeared similar to a miniature Lockheed Constellation. Another distinctive conversion was carried out by Pacific Airmotive as the PacAero Tradewind. This featured a lengthened nose to accommodate the tricycle nosewheel, and the Model 18's twin tailfins were replaced by a single fin.

 

Operational history

 

Production got an early boost when Nationalist China paid the company US$750,000 for six M18R light bombers, but by the time of the U.S. entry into World War II, only 39 Model 18s had been sold, of which 29 were for civilian customers. Work began in earnest on a variant specifically for training United States Army Air Forces (USAAF) military pilots, bombardiers, and navigators. The effort resulted in the Army AT-7. Further development led to the AT-11 navigation trainer, C-45 military transport, and F-2 (the "F" standing for "Fotorecon", short for "photographic reconnaissance"). The United States Navy first adopted the Beech 18 as the JRB-1, equivalent to the F-2, followed by the JRB-2 transport; the JRB was initially named the Voyager, but this name did not enter common use, and JRBs were generally called Expeditors like their USAAF counterparts. The first JRB-1 obtained by the Navy, bureau number (BuNo) 09771, was converted from the last civil Model 18 built before production was earmarked solely for the military for the duration of the war. The Navy subsequently obtained more Model 18s as the JRB-3 (C-45B), JRB-4 (UC-45F), SNB-1 Kansan (AT-11), SNB-2 (AT-7), and SNB-2C (AT-7C). Existing naval Twin Beeches were subsequently modified into the SNB-2H air ambulance, SNB-2P reconnaissance trainer, and SNB-3Q electronic countermeasures trainer. The United States Coast Guard acquired seven JRB-4 and JRB-5 aircraft from the Navy between 1943 and 1947; they were primarily used as utility transports, with one aircraft later converted for aerial mapping, and another used for proficiency flying.

 

After the war, the USAAF became the United States Air Force (USAF), and the USAF Strategic Air Command had Model 18 variants (AT-11 Kansans, C-45 Expeditors, F-2 Expeditors, and UC-45 Expeditors) from 1946 until 1951. In 1950, the Navy still had around 1,200 JRB and SNB aircraft in inventory. From 1951 to 1955, the USAF had many of its aircraft remanufactured with new fuselages, wing center sections, and undercarriages to take advantage of the improvements to the civil models since the end of World War II. Eventually, 900 aircraft were remanufactured to be similar to the then-current Model D18S and given new designations, constructor's numbers, and Air Force serial numbers. The USN had many of its surviving aircraft remanufactured as well, resulting in the JRB-6, the SNB-5, and SNB-5P. The Coast Guard retired its JRBs in 1956 and sold most of them as surplus in 1959, but one was retained by the United States Coast Guard Reserve until at least 1972. With the adoption of the 1962 United States Tri-Service aircraft designation system, the Navy's SNB-5 and SNB-5P became the TC-45J and RC-45J respectively, later becoming the UC-45J as their primary mission shifted from aircrew training to utility transport work. The C-45 flew in USAF service until 1963, the USN retired its last UC-45J in 1972, while the U.S. Army flew its C-45s until 1976. In later years, the military called these aircraft "bug smashers" in reference to their extensive use supplying mandatory flight hours for desk-bound aviators in the Pentagon.

 

Beech 18s were used extensively by Air America during the Vietnam War; initially more-or-less standard ex-military C-45 examples were used, but then the airline had 12 aircraft modified by Conrad Conversions in 1963 and 1964 to increase performance and load-carrying capacity. The modified aircraft were known as Conrad Ten-Twos, as the maximum takeoff weight (MTOW) was increased to 10,200 lb (4,600 kg). The increase was achieved by several airframe modifications, including increased horizontal stabilizer angle-of-incidence, redesigned undercarriage doors, and aerodynamically improved wingtips. Air America then had Volpar convert 14 aircraft to turboprop power, fitted with Garrett AiResearch TPE-331 engines; modified aircraft were called Volpar Turbo Beeches, and also had a further increase in MTOW to 10,286 lb (4,666 kg).

 

Spar problems

 

The wing spar of the Model 18 was fabricated by welding an assembly of tubular steel. The configuration of the tubes in combination with drilled holes from aftermarket STC modifications on some of these aircraft have allowed the spar to become susceptible to corrosion and cracking while in service. This prompted the FAA to issue an Airworthiness Directive in 1975, mandating the fitting of a spar strap to some Model 18s. This led, in turn, to the retirement of a large number of STC-modified Model 18s when owners determined the aircraft were worth less than the cost of the modifications. The corrosion on unmodified spars was not a problem; it occurred due to the additional exposed surface area created through the STC hole-drilling process. Further requirements have been mandated by the FAA and other national airworthiness authorities, including regular removal of the spar strap to allow the strap to be checked for cracks and corrosion and the spar to be X-rayed. In Australia, the airworthiness authority has placed a life limit on the airframe, beyond which aircraft are not allowed to fly.

 

Accidents and incidents

 

The Beechcraft Model 18 family has been involved in the following notable accidents and incidents:

 

25 April 1951: Cubana de Aviación Flight 493, a Douglas DC-4 bound from Miami to Havana, registration CU-T188, collided with a U.S. Navy SNB-1, bureau number 39939, on a practice instrument approach to Naval Air Station Key West. The collision and ensuing crashes killed all 34 passengers and five crew aboard the DC-4 and all five crew aboard the SNB. The accident occurred at midday, weather was clear with unlimited visibility, and both flight crews had been cleared to fly under visual flight rules, being expected to "see and avoid" other aircraft; the student flying the SNB was wearing view-limiting goggles, but the other SNB crew were not, and were expected to keep watch. Ground witnesses said that neither aircraft took evasive action prior to the collision, and the Civil Aeronautics Board attributed the accident to the failure of both flight crews to see and avoid conflicting air traffic.

1967: Mohammed bin Awad bin Laden was killed in the crash of a Beechcraft 18 in Saudi Arabia.

10 December 1967: American soul music singer Otis Redding, four members of his backing band the Bar-Kays, the pilot, and another member of Redding's entourage were killed in the crash of Redding's H18, registration N390R, into Lake Monona on approach to Truax Field in Wisconsin. The National Transportation Safety Board (NTSB) was unable to determine the cause of the crash, noting that the left engine and propeller were not recovered. Trumpet player Ben Cauley, the sole survivor of the crash, subsequently revived the Bar-Kays together with another band member who was aboard a different aircraft.

20 September 1973: American folk rock singer-songwriter Jim Croce, four members of his entourage, and the pilot were killed when their chartered E18S, registration N50JR, crashed into a tree shortly after takeoff from Natchitoches Regional Airport in Louisiana. The NTSB attributed the accident to reduced visibility due to fog, and to physical impairment of the pilot, who had severe coronary artery disease and had run 3 mi (4.8 km) to the airport. An investigation conducted for a lawsuit against the charter company attributed the accident solely to pilot error, citing his downwind takeoff into a "black hole" of severe darkness, causing him to experience spatial disorientation.

26 September 1978: Air Caribbean Flight 309, an air taxi flight by a D18S, registration N500L, crashed on approach to Isla Verde International Airport in Puerto Rico, killing the pilot and the five passengers aboard the aircraft and causing substantial property damage and injuries to bystanders on the ground. The pilot could not communicate with approach control and was following directions relayed by local tower controllers, who told the pilot to make a turn and maintain separation from a Lockheed L-1011 that was overtaking the flight, but the pilot did not turn, and the D18S passed underneath and very close to the L-1011. Both the NTSB and a U.S. District Court ruling attributed the crash to the D18S pilot's failure to correctly follow visual flight rules and air traffic control instructions to maintain separation from the much larger L-1011, causing a loss of aircraft control due to wake turbulence. A contributing factor was the pilot's difficulties in communication with controllers.

4 July 1987: Ten people, including all then-current members of The Montana Band, were killed when the pilot of their chartered D18S, N132E, failed to clear a hillside near Lakeside, Montana, while performing a flypast of the venue where the band had performed earlier.[1 The pilot performed an "abrupt" climb and performed a "hammerhead stall" maneuver, reversing direction and entering a dive. The accident was attributed to the pilot's poor judgment and failure to maintain altitude during unauthorized attempted aerobatics.

 

Specifications (UC-45 Expeditor)

 

General characteristics

 

Crew: 2 pilots

Capacity: 6 passengers

Length: 34 ft 3 in (10.44 m)

Wingspan: 47 ft 8 in (14.53 m)

Height: 9 ft 9 in (2.97 m)

Wing area: 349 sq ft (32.4 m2)

Empty weight: 5,420 lb (2,458 kg)

Gross weight: 7,500 lb (3,402 kg)

Powerplant: 2 × Pratt & Whitney R-985-AN-1 "Wasp Junior" radial engines, 450 hp (340 kW) each

 

Performance

 

Maximum speed: 225 mph (362 km/h, 196 kn)

Range: 1,200 mi (1,900 km, 1,000 nmi) at 160 mph (260 km/h; 140 kn) and 5,000 ft (1,500 m)

Service ceiling: 26,000 ft (7,900 m)

Rate of climb: 1,850 ft/min (9.4 m/s)

 

(Wikipedia)

 

Das Pima Air & Space Museum (umgangssprachlich kurz: PASM) befindet sich im Südosten von Tucson, Arizona, USA am südlichen Ende der Start- und Landebahn der Davis-Monthan Air Force Base.

 

Auf einer Fläche von rund 320.000 m² werden rund 300, fast ausschließlich militärische Flugzeuge ausgestellt; diese verteilen sich einerseits auf eine Anzahl von Hangars und ähnliche Ausstellungshallen, andererseits auf das weitläufige Außengelände. Nördlich angrenzend befinden sich die Davis-Monthan Air Force Base sowie die 309th Aerospace Maintenance and Regeneration Group (kurz: AMARG) mit ihren mehreren Tausend eingelagerten militärischen Flugzeugen; diese Einrichtungen sind nicht Teil des PASM.

 

Die Liste der ausgestellten Flugzeuge ist mit rund 300 sehr umfangreich; teils handelt es sich um die letzten erhalten gebliebenen Exemplare, selten auch um Unikate. Auf Grund der intensiven Sonneneinstrahlung im Süden Arizonas ist insbesondere bei den Ausstellungsstücken im Außenbereich eine sonnenbedingte Verwitterung von Lackierungen, Kunststoffen und Gummi zu erwarten.

 

Das PASM ist Ansprechpartner und Organisator für Besuchertouren über das Gelände der AMARG.

 

(Wikipedia)

 

Die Beechcraft Model 18 Twin Beech, kurz Beech 18, ist ein zweimotoriger Tiefdecker mit einziehbarem Spornradfahrwerk des US-amerikanischen Herstellers Beech Aircraft, der von 1937 bis 1970 gebaut wurde. Neben zwei Piloten konnten je nach Version zwischen sechs und elf Personen befördert werden.

 

Für die zahlreichen Versionen der Beech 18 wurden insgesamt über zweihundert Zusatz-Musterzulassungen durch die Aufsichtsbehörde FAA erteilt, mehr als für jedes andere Flugzeug.

 

Geschichte

 

In den späten 1930er Jahren wurde ein Kriegsausbruch in Europa immer wahrscheinlicher. Beechcraft entschied sich daraufhin, die Produktionskapazität zu erweitern und ein neues Mehrzweck-Transportflugzeug zu entwickeln. Die Model 18 war ein Ganzmetallflugzeug und verfügte über zwei Sternmotoren sowie ein doppeltes Leitwerk. Die ersten Maschinen verfügten über Jacobs L-6-Motoren mit 225 kW oder Wright R-760E-Motoren mit 260 kW. Am Ende entschied man sich für das 295 kW-Pratt & Whitney Wasp Junior-Triebwerk. Den Erstflug bestritt der Prototyp am 15. Januar 1937.

 

Auch später wurden noch zahlreiche Veränderungen am Antrieb und an der Flugzeugzelle vorgenommen, um die Zuladung und die Geschwindigkeit zu erhöhen. Zwischenzeitlich erhielt das Modell das 450 kW starke Pratt & Whitney R-1340-Triebwerk. Die damit verbundene Gewichtszunahme machte eine fast komplette Neukonstruktion der Zelle notwendig.

 

Einige von Fremdfirmen vorgenommene Veränderungen wurden von Beechcraft für die Serienmodelle übernommen. Bei den letzten Versionen ersetzte der Hersteller die Kolbenmotoren durch Pratt & Whitney Canada PT6-Turboprops mit Hartzell-Propellern.

 

Die Beechcraft Model 18 wurde bis 1970 gebaut. Letzter Kunde war Japan Airlines. Insgesamt entstanden über 9.000 Flugzeuge in 32 Versionen.

 

Nutzung

 

Bis zum Zweiten Weltkrieg waren nur 39 Maschinen verkauft worden. Bei Kriegsbeginn wurde eine Version entwickelt, mit der Piloten, Bombenschützen und Navigatoren ausgebildet werden konnten. Das Ergebnis war die Armeeversion AT-7 Navigator und die Marineversion SNB-2. Später folgten die AT-11 Kansan und SNB-1 sowie der Militärtransporter C-45 Expeditor. Außerdem existierte ein Experimentalflugzeug XA-38, das eine Kanone im Bug installiert hatte, aber nie in Serie ging.

 

Diese Maschinen kamen auf eine geschätzte Flugdauer von 20 Millionen Stunden. Die USAF nutzte die Beechcraft Model 18 (AT-11 Kansan, C-45 Expeditor, F-2 Expeditor und UC-45 Expeditor) von 1946 bis 1951. Die C-45 war bis 1963 für die Luftwaffe im Einsatz. Auch das Strategic Air Command setzte einige C-45 ein. Die Marine stellte ihre letzte SNB 1972 außer Dienst, während die Armeeversion der C-45 bis 1976 im Dienst verblieb.

 

Die Nutzung umfasste darüber hinaus landwirtschaftliche Sprüheinsätze, das Aussetzen von Fischlaich, das Verteilen von Trockeneis zur Regenerzeugung, Feuerlöscheinsätze, den Abwurf von Luftpost, Krankentransporte, Filmproduktionen, Fallschirmsprünge, Schmuggeltransporte, Motorentestflüge oder das Schleppen von Bannern.

 

Gelegentlich wurde die Beech 18 als Passagierflugzeug eingesetzt. So war sie das erste Flugzeug der Philippine Airlines, Asiens ältester Fluggesellschaft. Heute befinden sich zahlreiche Exemplare in Privatbesitz.

 

Zwischenfälle

 

Am 7. August 1965 wurde eine Beechcraft 18/C-45H der US-amerikanischen Traceways (Luftfahrzeugkennzeichen N88Q) bei dichtem Nebel nach dem Start vom Flugplatz Lakewood (New Jersey, USA) gegen eine Stromleitung geflogen. Die Maschine stürzte in ein Wohngebiet und fing Feuer. Durch diesen CFIT (Controlled flight into terrain) wurden alle 8 Insassen, Besatzungsmitglieder und Passagiere, getötet. Das Flugzeug wurde zerstört.

 

Technische Daten

 

Besatzung2

Passagiere6

Länge10,41 m

Spannweite14,53 m

Höhe2,95 m

Flügelfläche32,4 m²

Flügelstreckung6,5

Startmasse3.959 kg

Höchstgeschwindigkeit360 km/h

Dienstgipfelhöhe7.930 m

Reichweite1.900 km

Triebwerkezwei Pratt & Whitney R-985-AN-1 Wasp Junior Sternmotoren mit je 336 kW

 

(Wikipedia)

Bentley Mulsanne S (1987-92) Engine 6750cc V8 394 bhp

Production 909 (+ 61 LWB)

Registration Number MIB 778 (Cherished number. originally allocated from Armagh)

BENTLEY ALBUM

www.flickr.com/photos/45676495@N05/albums/72157623759855498

The original Mulsanne was a performance luxury car produced between 1980-92. Sharing the Rolls Royce 6.75ltr V8 engine with aluminium alloy heads. The two SU carburetors were replaced with Bosch fuel injection on all cars from 1986 and three speed automatic transmission.

A Mulsanne Turbo was launched in 1982 with 50% power increase delivered through its Garrett AiResearch Turbocharger, which in turn was replaced by the Mulsanne Turbo R that also used fuel injection on the same engine

The Mulsanne S was launched in 1987 to refresh the Mulsanne range, lacking the Turbocharger it has many details similar to the Turbo R including the alloy wheels, interior trim and the suspension was firmed up for a more sporty ride. The earlier rectangular head lamps gave way to quad round units from 1989

 

Diolch yn fawr am 71,004,400 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel

 

Thank you 71,004,400 amazing views, enjoy and stay safe

 

Shot 21.04.2019 at the annual Weston Park, Easter car show Ref 138-266

   

Nissan Z32 300ZX (1989-00) Engine 2960cc V6 Total Production 164,170 (99286 Export + 64884 Japan)

Registration Number L 161 UMB (Chester)

NISSAN ALBUM

www.flickr.com/photos/45676495@N05/sets/72157623814850528...

 

Completely redesigned from the Z31 model, with the exception of the 3.0 ltr. V6 engine, now with dual overhead camshafts (DOHC), variable valve timing (VVT) and producing 222 bhp normally aspirated, but also available with a Twin Garrett Tubocharger and Dual Intercoolers of around 300 bhp.

 

Designed by Isao Sono and Toshio Yamashitathe body was wider with a rounder profile with a marginally increased Cd figure Unchanged from the previous generation 300ZX was the displacement of the 2,960 cc (3.0 L) VG30 V6 engine, now with DOHC and variable valve timing (N-VCT), producing 222 bhp (225 PS; 166 kW) in naturally aspirated form or the twin turbocharged (TT) variant was upgraded with Garrett AiResearch parallel twin-turbochargers and dual intercoolers producing 300 bhp The Twin Turbocharged Z32s also featured a then-new active rear wheel steering systems called "Super HICAS", which was actuated hydraulically until 1994 when Nissan switched to an electric actuator

 

Diolch yn fawr am 67,857,691 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel

 

Thank you 67,857,691 amazing views, enjoy and stay safe

 

Shot 02.09.2018 at Himley Hall, Wolverhampton Ref 136-209

    

C-GTIM - Fairchild Swearingen SA-226TC Metro 2 - SkyCare Air Ambulance (untitled)

at Hamilton International Airport (YHM)

 

c/n TC-274 - built in 1978 for AIResearch -

operated by Sunwest Aviation as C-FSWC between 1987 and 1999 -

operated by Carson Air as C-FTJC between 2005 and 2011 -

operated by SkyCare since 07/2017

D-CYES leaving Norwich Int. Airport (NWI) for Gran Canaria Airport (LPA), Spain but diverted to Asturias Airport (OVD), Spain.

Flight number UN107.

 

Model: 35A

Manufacturer: Learjet

Year built: 1983

Construction number: 35-501

Registration number: D-CYES

Owner: Air Alliance, Burbach, Germany

Delivery date: 8th. May 2017

Operator: Unicair

Flight crew: 2

Number of passengers: 6

Number of stretchers: 1

Length: 48 ft. 7 in. (14.8 m)

Height: 12 ft. 3 in. (3.73 m)

Wingspan: 39 ft. 6 in. (12.03 m)

Empty weight: 10,119 lb. (4,590 kg)

Max payload: 3,190 lb. (1,447 kg)

MTOW weight: 18,300 lb. (83,00 kg)

MLW: 15,300 lb. (6,940 kg)

Fuel weight: 6,198 lb. (770 kg)

Fuel volume: 775 gal. (3,524 litres)

Engine: 2 x AiResearch TFE731-2B turbofan

Thrust: 2 x 3,500 lb. (15.56 kN)

Max speed: 470 knots (540 mph - 870 km/h)

Cruise speed: 436 knots (501 - 807 km/h)

Rate of climb: 4,340 ft/min. (22.04 m/sec)

Service ceiling: 45,000 ft. (13,716 m)

Normal range: 1,930 nm (2,221 miles -3,574 km)

Max range: 2,125 nm (2,445 - 3,935 km)

 

Registration history:

D-CYES, Air Alliance Express, delivered 8th. May 2017

N565GG, Meisner Aircraft, delivered 28th. March 2017

N565GG, Chantilly Crushed Stone, reregistered 5th. June 2006

N326HG, Chantilly Crushed Stone, delivered 15th. December 2005

N326HG, Chantilly Air, reregistered May 1998

N35HW, Chantilly Air, delivered 30th. January 1998

N35HW, Tyler Jet, delivered January 1998

N35HW, Rockit Aviation Corporation, delivered 16th. November 1998

N711PR, P. R. C. Management, delivered December 1994

N711PR, General Electric Capital Corporation, delivered December 1994

N711PR, P. R. C. Management, delivered September 1993

HB-VHR, Jet Airservice AG, delivered 21st. November 1983

   

Nissan Z32 300ZX (1989-00) Engine 2960cc V6 Total Production 164,170 (99286 Export + 64884 Japan)

Registration Number J 828 JNP (Worcester)

NISSAN SET

 

www.flickr.com/photos/45676495@N05/sets/72157623814850528...

 

Completely redesigned from the Z31 model, with the exception of the 3.0 ltr. V6 engine, now with dual overhead camshafts (DOHC), variable valve timing (VVT) and producing 222 bhp normally aspirated, but also available with a Twin Garrett Tubocharger and Dual Intercoolers of around 300 bhp.

 

Designed by Isao Sono and Toshio Yamashitathe body was wider with a rounder profile with a marginally increased Cd figure Unchanged from the previous generation 300ZX was the displacement of the 2,960 cc (3.0 L) VG30 V6 engine, now with DOHC and variable valve timing (N-VCT), producing 222 bhp (225 PS; 166 kW) in naturally aspirated form or the twin turbocharged (TT) variant was upgraded with Garrett AiResearch parallel twin-turbochargers and dual intercoolers producing 300 bhp The Twin Turbocharged Z32s also featured a then-new active rear wheel steering systems called "Super HICAS", which was actuated hydraulically until 1994 when Nissan switched to an electric actuator.

 

This car was imported to the UK in 1998

 

Thanks for a stunning 60,803,856 views

 

Diolch am olygfa anhygoel, 60,803,856 hoblogaeth y Lloegr honno dros y Mynyddoedd

 

Shot 18.06.2017 at Trentham Gardens Car Show, Trentham, Stoke on Trent REF 128-196

  

“EXTRAVEHICULAR ACTIVITY IN SPACE - Protected by life support equipment, two crewman maneuver in space. One crewman, wearing a Garrett/AiResearch chestpack and tethered with its umbilical life-line, performs inspection of the Gemini spacecraft. The other crewman returns from a photographic surveillance mission; he wears a Garrett/AiResearch integrated maneuvering system.”

 

Per a Garrett/AiResearch magazine ad from that time, also associated with the same image:

 

“Unique modular features designed into Garrett’s versatile AiResearch Integrated Maneuvering System (AIMS).

The basic module incorporates lift support and communications. It provides atmosphere, heating, cooling and moisture control for up to four hours. The astronaut has a choice of self-contained or umbilical operation dependent upon mission requirements.

A stabilization module provides roll, pitch, and yaw control; off-center of gravity thruster capability, and stable navigation reference.

Hot or cold gas propulsion modules, incorporating wrist or pack mounted thrusters, can be integrated with the basic module to provide required impulse capability for the mission profile.

The Garrett-AiResearch modular concept offers maximum flexibility for both vehicle storage and mission planning.

The same reliability proved by Garrett’s mission-tested environmental control systems on Mercury and Gemini is being designed into the AiResearch Integrated Maneuvering System.”

 

So, that "mini PLSS" looking thing on the back of the astronaut in the foreground is the AIMS...in its 'basic module' configuration...in 'self-contained' operational mode, since no umbilical is obvious. If so, shouldn't he also be outfitted with the 'stabilization module'?

Typical reckless arrogant USAF fly-boy shenanigans. 😉

 

Yet another timeless early work by Gary Meyer - one of MANY. See also:

 

garymeyerillustration.net/ILLUSTRATIONS/Pages/early_work....

Credit: GARY MEYER ILLUSTRATION website

 

GREAT MOL stuff:

 

media.bcm.edu/documents/2018/3e/astro-spies-art-of-neil-j...

Credit: I honestly don't know.

N25VC - Rockwell NA-265-65 Sabreliner 65 - NCI Group

at Hamilton International Airport (YHM)

 

c/n 465-15 - built in 1980

 

Not many bizjets of this type are around and flying anymore

 

Originally developed by North American from the military T-39 the Sabreliner 40 entered service in 1963. The Sabreliner 65 has Garrett AiResearch TFE731-3R-1D engines.

 

Ford Escort (MkIII) RS Turbo (1984-90) Engine 1597 cc CVH S4 Turbo OC 130bhp

Production 8604

Registration Number C 457 DNP (Greater London)

 

FORD EUROPE

 

www.flickr.com/photos/45676495@N05/sets/72157623665118181...

 

The final performance update arrived in the form of the turbocharged 132 PS (97 kW) RS Turbo model in October 1984. Using the same basic engine as the 1983 RS 1600i but with a Garrett AiResearch Turbocharger to give 132 bhp which remained unchanged throughout production. The RS Turbo Series 1 was only marketed in a few European nations as production was limited to 5,000 examples, almost all in white. They were well equipped, with the alloy wheels from the limited production RS 1600i, Recaro seats, and a limited slip differential. One car was finished in black; it was built especially for Lady Diana.[ The Series 2 RS Turbo continued with the 1986 MKIV model.

 

Thankyou for a massive 54,728,624 views

 

Shot 03.07.2016 at Cars in the Park, Beacon Park, Lichfield REF 121-126

Fifty years ago, today, Houston instructed Apollo 13 how to cobble together a connection between the square CO2 scrubbers in the Command Module ECU to work with the round discs in the Lunar Module lifeboat which was drawn into heroic use beyond its original breathing oxygen budget (designed for a lunar landing of two people, not a round trip to Earth with three). This was one of the finest moments for duct tape... when failure was not an option.

 

This large artifact in the Future Ventures space museum is an original Apollo Block 2 flight version of the entire Environmental Control Unit (ECU) in the original shipping frame. It is very rare; I have never seen another in private hands. The Airesearch CO2 Cannister holder on the right has date stamps: May 26, 1967 and and Jan 5, 1968 and April 24, 1968 with NASA contract NAS-9-150 stamped on the metal tag. It's a complex beast performing numerous functions including: air cooling and heating; humidity control; ventilation to suits and cabin; air filtration and critically to Apollo 13, CO2 and odor removal. Here is the NASA writeup on it, and diagrams and close up photos below.

 

And the Apollo 13 drama as portrayed in the movie was a bit distorted. Astronaut Ken Mattingly (original Apollo 13 flight crew) in The Greatest Space Hack Ever: “The beauty in this whole thing was, these guys were so prepared for even the most implausible things. They knew no one had ever simulated exactly what happened, but they had simulated the kind of stress that could be applied to the system and the people in it. They knew what their options were and had some ideas already in place about where to go. In the movie, they played it like nobody ever thought of this. They dumped a bunch of junk on the table and said, ‘Can you figure it out?’ That was the only way the movie could convey how we got there. In reality, there was total familiarity with the hardware.”

Manufacturer:Hawker Siddeley

Model:HS.125 Series 700A HS.125 Series 700A

Year built:1978

Construction Number (C/N):257049

Line Number (L/N):NA0239

Aircraft Type:Fixed wing multi engine

Number of Seats:15

Number of Engines:2

Engine Type:Turbo Jet

Engine Manufacturer and Model:Garrett AiResearch TFE731-3R

Also Registered As:

C-GKPM De-registered

Aircraft

Registration Number:C-GOHJ

Mode S (ICAO24) Code:C06A60

Certification Issued:2007-04-19

Current Status:Registered

Delivery Date:2007-03-27

Owner

Registration Type:Corporation

Owner:Aviation Starlink Inc.

Address:Dorval, Quebec H9P1A2

Canada

 

The Douglas DC3 (C-53) N8336C, previously known as Spirit of Benovia, has been renamed Spirit of Douglas and a brand new livery was applied by DC-3 restoration experts Aerometal International, Inc. in the U.S. The fully restored C-53 has been renamed in honor of Donald Douglas Sr., who is considered the father of commercial aviation. Spirit of Douglas was built at Douglas Aircraft’s plant in Santa Monica, California, and accepted by the U.S. Army Air Forces (USAAF) on June 29th, 1942. The C-53 was primarily designed to drop paratroopers and tow gliders and differs from the C-47 in having a lighter strength floor and no double cargo door. She flew out to Karachi, India (now in Pakistan) in August 1942, initially for service with the Royal Air Force as serial FJ712, but transferred to the 1st Troop Carrier Squadron, 10th Air Force, USAAF in late December 1942, serving the rest of the war in the CBI Theatre. She went into civilian ownership in India, then China right after WWII, being owned for a while by General Claire Chennault, reportedly flying Chiang Kai-shek in the Civil Air Transport company out of Taipei, Formosa (now Taiwan).

 

During the mid-50s, the aircraft received a luxurious VIP interior and an AiResearch Maximizer speed kit. She passed through several other owners over the years, including the Kalamazoo Aviation History Museum during the 1980s until its last owners Joe Anderson and Mary Dewane, owners of Benovia Winery in California. The aircraft is currently owned and lovingly cared for by a New Zealand-based family.

 

Info credit to vintageaviationnews.com/vintage-aviation/c-53-takes-fligh...

 

At the time this photo was taken, the aircraft, a C-53 N8336C, was known as Spirit of Benovia. it has been renamed Spirit of Douglas and a brand new livery has been applied . The aircraft was renamed in honor of Donald Douglas Sr., who is considered the father of commercial aviation. In 1914, Douglas was the first person to be awarded a Bachelor of Science in Aeronautical Engineering at MIT, completing the four-year course in half the time. After several years with the Glenn Martin Company where he rose to chief engineer at the age of 23, Douglas struck out on his own with the Douglas Aircraft Company and went from employing 22 people to being the fourth-largest business in the US during WWII.

 

Spirit of Douglas was built at Douglas Aircraft’s plant in Santa Monica, California, and accepted by the U.S. Army Air Forces (USAAF) on June 29th, 1942. The C-53 was primarily designed to drop paratroopers and tow gliders and differs from the C-47 in having a lighter strength floor and no double cargo door. She flew out to Karachi, India (now in Pakistan) in August 1942, initially for service with the Royal Air Force as serial FJ712, but transferred to the 1st Troop Carrier Squadron, 10th Air Force, USAAF in late December 1942, serving the rest of the war in the CBI Theatre.

 

She went into civilian ownership in India, then China right after WWII, being owned for a while by General Claire Chennault, commander of the American Volunteer Group (AVG, aslo know as the Flying Tigers). reportedly flying Chiang Kai-shek in the Civil Air Transport company out of Taipei, Formosa (now Taiwan).

 

During the mid-50s, the aircraft received a luxurious VIP interior and an AiResearch Maximizer speed kit. She passed through several other owners over the years, including the Kalamazoo Aviation History Museum during the 1980s until its last owners Joe Anderson and Mary Dewane, owners of Benovia Winery in California. The aircraft is currently owned and lovingly cared for by a New Zealand-based family.

On its way to the Satys Hangar for a fresh livery

Earlier registered as:

D-CSWF De-registered

VH-TWL De-registered Cancel: 2015-01-28

De Fairchild Metro is een klein tweemotorig turboprop verkeersvliegtuig voor korte afstanden en telt maximaal 19 zitplaatsen.

De geschiedenis van de Metro voert terug tot het Swearingen Merlin I zakenvliegtuig, waaruit Swaeringen later de met turboprops uitgeruste Merlin II en Merlin III ontwikkelde. Deze modellen vormden het uitgangspunt voor de Metro, waarvan de ontwikkeling eind jaren zestig begon. De eerste vlucht van de SA-226TC Metro vond plaats op 26 augustus 1969. Kenmerken zijn een smalle romp waarin twee passagiers naast elkaar kunnen zitten met een gangpad tussen hen in (1+1), een drukcabine, twee TPE331 turboprop motoren van Garrett AiResearch (thans Honeywell), een onderaan de romp bevestigde vleugel en een horizontaal staartvlak in het midden van de staart.

Het ontbrak Swearingen Aircraft echter aan de middelen om de Metro in productie te nemen. Dat kon pas na de overname van het bedrijf door Fairchild Industries eind 1971. Daardoor duurde het tot 1973 tot de eerste Metro I in gebruik kwam als verkeersvliegtuig.

De Metro I werd in 1975 gevolgd door de verbeterde Metro II, die onder meer voorzien is van een stillere cabine. In 1981 kwam de weer verder verbeterde SA-227AC Metro III, met hoger startgewicht, efficiëntere motoren (Pratt & Whitney Canada PT6As) en extra vleugelspanwijdte. Een vrachtversie kreeg de naam Expediter.

Nog weer verder ontwikkeld is de SA-227CC Metro 23 (gecertificeerd volgens de luchtwaardigheidsregels van FAR Part 23). Deze variant heeft een nog weer hoger startgewicht en verbeterde systemen. De militaire variant wordt aangeduid als C-26. De Metro 23 EF heeft een 'bult' onder de romp voor het meevoeren van extra bagage.

IMG_7705 (2)

2006 Audi R10 TDI (5.5 litre V12 Twin Turbo)

Ford Escort Mk.3 RS Turbo (1984-86) Engine 1597cc S4 OC Production 5000 limited

Owmer-Driver Craig Wilkinson

Registration Number G 316 GWP (Worcester)

FORD (UK) SET

www.flickr.com/photos/45676495@N05/sets/72157623665118181...

 

Developed from the short lived Mark III RS1600i a homologation special, for Group A/N competition, launched at the beginig of 1983 and gone by September. The 1600i was powered by a 1597cc CVH injection engine with an output of 115bhp, matched with a close ratio five speed transmission.

 

The RS Turbo followed in 1984, using the same basic engine, but Turbocharged with the use of a Garret AIResearch Turbp, and producing 132bhp which remained throughout its life. The RS Turbo remained in production until 1990, but models can be split into Series 1 based on the Mk.III Escort until 1986 and the Series 2 based on the fourth generation Escort.

The RS Turbo Series 1 was only marketed in a few European nations as production was limited to 5,000 examples, all in white. They were well equipped, with the alloy wheels from the limited production RS 1600i, Recaro seats, and a limited slip differential with only one non white car, a black example built especially for Lady Diana Spencer later HRH Princess of Wales.

 

Thankyou for a massive 54,728,624 views

 

Shot 03.07.2016 at Cars in the Park, Beacon Park, Lichfield REF 121-131

 

Sky Harbor Airport terminal, view looking northwest, circa 1953 - Later became terminal one. Unfortunately it no longer exists. The tower, not currently in use, was relocated to the south side of the airport at Cutter. It is now shorter and painted white. From the Garrett AiResearch archives

PH-DCI at Norwich int. Airport (NWI).

 

Model: BAe-3201 Jetstream Super 31

Manufacturer: British Aerospace

Year built: 1990

Construction number: 916

Registration: PH-DCI

Owner: AIS Airlines BV, Lelystad, Netherlands

Delivery date: 13th. August 2010

Flight crew: 2

Passengers: 19

Length: 47 ft. 2 in. (14.37 m)

Height: 17 ft. 5.5 in. (5.32 m)

Wingspan: 52 ft. (15.85 m)

Wing area: 271 sq. ft. (25.2 m2)

Empty weight: 9,613 lb. (4,360 kg)

MTOW: 15,332 lb. (6,954 kg)

Engines: 2 x Garrett AiResearch TPE331-12UAR-70 turbo-prop

Engine output: 2 x 940 hp (700 kW) each

Propellers: 2 x 4 bladed, constant speed

Max speed: 263 knots (303 mph - 487 km/h)

Cruise speed: 230 knots (260 mph - 430 km/h)

Stall speed: 86 knots (99 mph - 159 km/h)

Rate of climb: 2,080 ft/min. (10.6 m/sec)

Service ceiling: 25,000 ft. (7,600 m)

Range: 680 nm (780 miles - 1,260 km)

 

Registration history:

PH-DCI, AIS Airlines, delivered 13th. August 2010

4X-CIJ, Tamir Airlines, delivered 3rd. April 2006

N916AE, Aerocaribe, delivered 17th. December 1998

N916AE, American Eagle, delivered 7th. January 1991

   

C-GTIM - Fairchild Swearingen SA-226TC Metro 2 - SkyCare Air Ambulance (untitled)

at Hamilton International Airport (YHM)

 

c/n TC-274 - built in 1978 for AIResearch -

operated by Sunwest Aviation as C-FSWC between 1987 and 1999 -

operated by Carson Air as C-FTJC between 2005 and 2011 -

operated by SkyCare since 07/2017

 

Garrett TPE331 (Inlet Up) Closely related to the Garrett T76 used on the OV-10 Bronco. Two stage centrifugal compressor and a three stage axial turbine section. The rotating group turns at just under 42,000 RPM. Early versions of the T76 produced 715 shp, later upgraded to 1,040 shp. Now produced by Honeywell. Cutaway drawing via Garrett AiResearch.

Ford Escort (MkIII) RS Turbo (1984-90) Engine 1597 cc S4 OC Production 8604

 

Registration Number C 456 PCF (Reading)

 

FORD EUROPE

 

www.flickr.com/photos/45676495@N05/sets/72157623665118181...

 

The final performance update arrived in the form of the turbocharged 132 PS (97 kW) RS Turbo model in October 1984. Using the same basic engine as the 1983 RS 1600i but with a Garrett AiResearch Turbocharger to give 132 bhp which remained unchanged throughout production. The RS Turbo Series 1 was only marketed in a few European nations as production was limited to 5,000 examples, almost all in white. They were well equipped, with the alloy wheels from the limited production RS 1600i, Recaro seats, and a limited slip differential. One car was finished in black; it was built especially for Lady Diana.[ The Series 2 RS Turbo continued with the 1986 MKIV model.

 

Diolch yn fawr am 67,364,638 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel

 

Thank you 67,364,368 amazing views, enjoy and stay safe

 

Shot 02.09.2018 at Himley Hall, Wolverhampton Ref 136-077

     

Described as "the Coolest Chrysler ever made", this car was built at the request of the American automobile designer Virgil Exner and was styled for Ghia by Giovanni Savonuzzi. The original intention was for it to be powered by a gas turbine, but at the 1955 Turin Motor Show it had an OSCA 1500 engine. However, the original dream was realised in 2008 when the car was rebuilt by Scott Grundfor and fitted with a 70bhp AiResearch gas turbine that idles at 54,000rpm.

Ford Escort RS Turbo (1984-90) Engine 1597 cc S4 OC Production 8604

 

Registration Number B 200 ORY (Leicester)

 

FORD EUROPE

 

www.flickr.com/photos/45676495@N05/sets/72157623665118181...

 

Using the same basic engine as the 1983 RS 1600i but with a Garrett AiResearch Turbocharger to give 132 bhp which remained unchanged throughout production. Until the 1986 facelift when anti-lock brakes were added with spec improvements of available only in white

 

Many thanks for a fantabulous

47,048,054 views

 

Shot at Weston Park Classic Car Show 27.03.2016 - Ref 111-538

Nissan 300ZX Convertible Twin Turbo (1989-00) Engine 3000cc with twin Garrett turbo chargers and dual inter coolers and an output of 300bhp

Production 164,170

Registration Number A 18 XTS (Dundee)

NISSAN SET

www.flickr.com/photos/45676495@N05/sets/72157623814850528...

 

The Z32 Nissan 300ZX was introduced as the second generation 300ZX in 1999.

Designed by Isao Sono & Toshio Yamashita the Z32 was a new design, with a wider body rounder profile and fewer hard edges. It had a marginally increased drag coefficient of .31 compared to the Z31's .

Unchanged from the previous generation 300ZX was the displacement of the 2,960 cc (3.0 L) V6 engine, now with DOHC and variable valve timing (N-VCT), rated at 222 hp in naturally aspirated form and 300bhp from the turbocharged version which used Garrett AiResearch twin-turbochargers and dual intercoolers with a top speed electronically limited at 155mph. Four-wheel steering was available no the Twin Turbo under the name Super HICAS (High Capacity Actively Controlled Steering).

 

Like previous generations Nissan offered a 2+2 model with the Z32. In 1992, a convertible version (produced by ASC was introduced for the first time, as a response to aftermarket conversions. Most 300ZXs now featured T-tops as standard. A few steel top models were available.

 

Thankyou for a massive 54,990,907 views

 

Shot 03.07.2016 at Cars in the Park, Beacon Park, Lichfield REF 121-247

 

This is the assembly that held the square canisters made famous during the Apollo 13 emergency where they had to use duct tape and binder covers to adapt the square peg to the round canister hole of the Lunar Module. The lithium hydroxide in each canister absorbs CO2 from the air, which otherwise would rise to toxic levels during the mission.

 

The Apollo CM Environmental Control System was very complex performing numerous functions, including: air cooling and heating; humidity control; ventilation to suits and cabin; air filtration; CO2 and odor removal; and waste management functions. (diagrams in comments below)

 

Details: Apollo Command Module ECU Carbon Dioxide and Odor Absorber, AiResearch Part 811400 (Contract NAS-9-150). A large and complex device with overall dimensions of approximately 20" x 11.5" x 11" and weighing approximately seventeen pounds, made by the AiResearch Manufacturing Company who provided the life support atmosphere equipment for the Mercury through Skylab programs. A metal ID plate affixed to the top bears the following information: "CANISTER CO2 & ODOR/ Part 811400-6-1/ Serial 56-119/ NASA 004000056119". There are numerous other part numbers and inspector stamps in various locations on the unit.

Renault 5 Maxi Turbo (1980-84) France (1980-86) Belgium

Production 4978 (1820 Turbo 1, 3167 Turbo 2)

Engine 1465cc Cleon-Fonte S4 Turbo

Registration Number EXI 1465 (Belfast)

RENAULT SET

 

www.flickr.com/photos/45676495@N05/sets/72157623690632985...

 

The Renault 5 Turbo or R5 Turbo is a sport hatchback automobile launched by the French manufacturer Renault at the Brussels Motor Show in January 1980. The car was primarily designed for rallying, but was also sold in a street version. The distinctive new rear bodywork was styled by Marc Deschamps at Bertone, headed by Chief Designer Marcello Gandini.

 

Although the standard Renault 5 has a front-mounted engine, the 5 Turbo featured a mid-mounted 1,397 cc (1.4 L; 85.3 cu in) Cléon-Fonte with fuel fed by Bosch K-Jetronic fuel injection and a Garrett AiResearch T3 turbocharger OHV 2 valves per cylinder Inline-four engine placed behind the driver in mid-body in a modified Renault 5 chassis. In standard form, the engine developed 160 PS (158 hp) The first 400 production 5 Turbos were made to comply with Group 4 homologation to allow the car to compete in international rallies, and were manufactured at the Alpine factory in Dieppe. The factory pushed the engine output up to 180 PS (132 kW; 178 hp) for the Critérium des Cévennes, 210 PS (154 kW; 207 hp) for the Tour de Corse, and by 1984 as much as 350 PS (257 kW; 345 hp) in the R5 Maxi Turbo. The Renault 5 Turbo competed in the sub-2000 cc category, thanks to the multiplication factor of 1.4 which was applied to turbocharged engines. FISA restricted tire and wheel sizes based on engine size, so for the Maxi Turbo, Renault enlarged to engine to 1527 cc which brought it up to 2138 cc in the eyes of the regulatory agencies - placing it in the 2000–2500 cc category and allowing for the fitment of wider wheels at the expense of a higher minimum weight.

 

The Renault 5 Turbo competed in the sub-2000 cc category, thanks to the multiplication factor of 1.4 which was applied to turbocharged engines. FISA restricted tire and wheel sizes based on engine size, so for the Maxi Turbo, Renault enlarged to engine to 1527 cc which brought it up to 2138 cc in the eyes of the regulatory agencies - placing it in the 2000–2500 cc category and allowing for the fitment of wider wheels at the expense of a higher minimum weight.

 

Diolch am olygfa anhygoel, 63,914,407

oblogaeth y Lloegr honno dros y Mynyddoedd

 

Thanks for a stonking 63,914,407, views

 

Shot 01.01.2018 at Brooklands, Weybridge, Surrey Ref 132-251

      

Manufacturer:Beech

Model:B100 King Air Search all Beech B100 King Air

Year built:1982

Construction Number (C/N):BE-134

Aircraft Type:Fixed wing multi engine

Number of Seats:11

Number of Engines:2

Engine Manufacturer and Model:Airesearch TPE331 SERIES

Also Registered As:N363EA

Deregistered Cancel: 2001-10-23

Aircraft

Registration Number:C-FOGP

Mode S (ICAO24) Code:C025A4

Certification Issued:2002-01-03

Current Status:Registered

Delivery Date:2002-01-03

Owner

Registration Type:Corporation

Owner:Max Aviation Inc

Address:St-Hubert, Quebec J3Y8Y9

Canada

 

KONT (Ontario International Airport) - 05 DEC 2020

 

"Amflight 1942" climbing out from RWY 26L en route to Santa Maria Public Airport (KSMX).

 

Production Site: San Antonio, TX

Year of Manufacture: 1986

Airworthiness Date: 16 APR 1986

 

Delivery to Mesaba Airlines: JUN 1986 as N426MA

Hex Code: A512FD

Engines: 2x Airesearch TPE331-11U turboprop

 

To Ameriflight: 31 MAR 1998 as N426MA

Hex Code: A512FD

Configuration: Cargo

Engines: 2x Airesearch TPE331-11U turboprop

Hawker Siddeley HA-125-400A, N400PR. Originally delivered to AiResearch Company in December 1969. From the museum's website: In 2019, the Hawker was painted in its current colorful scheme by the noted muralist GONZO247. It was turned into a public art project due to a grant through the City of Houston Mayor’s Office of Cultural Affairs and other individual donors. 1940 Air Terminal Museum. HOU. 8-20-2020.

Former Pan American World Airways (Pan Am) N320PA, Alaska Airlines & Luqa Inc N20AS, Luqa Inc N1CC, AiResearch AvComp N727s, TDK Leasing N300DK.

Later to Buttons Ltd N7271P, Continental Air Lines & Amway Corp N111JL, ICN Pharmaceuticals & MP Global Charter LLC N30MP,

Nationwide Airlines was an airline based in Lanseria, South Africa, founded in 1995. It operated scheduled domestic and international services. Its main base was OR Tambo International Airport, Johannesburg. On 29 April 2008, the airline ended operations.

ZS-NYY (Boeing 727-95 c/n 19251 l/n 315) was delivered in September 1966 as N1635 to Northeast Airlines. In August 1972 the company merged into Delta Airlines. In December 1977 the plane was sold to Dan Air London as G-BFGN. IN October 1981 it was sold to Airesearch Aviation Co. as N29895 and in March 1982 trasferred to the EBM Group that in June 1982 re-registered the plane as VR-BHO. In October 1982 it was leased to Sirtair. In November 1985 it was acquired by Omni International Trading that in November 1986 sold it to LADECO as CC-CHC. In June 1996 the aircraft was sold to Nationwide in South Africa as ZS-NYY. The plane was retired and stored in lanseria in June 2005 to be later scrapped at the end of 2007.

Slide taken at JNB on July 26th, 2002. The plane shows a small addiotional Virgin Atlantic Sticker.

C-GTIM - Fairchild Swearingen SA-226TC Metro 2 - SkyCare Air Ambulance (untitled)

at Hamilton International Airport (YHM)

 

c/n TC-274 - built in 1978 for AIResearch -

operated by Sunwest Aviation as C-FSWC between 1987 and 1999 -

operated by Carson Air as C-FTJC between 2005 and 2011 -

operated by SkyCare since 07/2017

The Z32 was designed by Isao Sono and Toshio Yamashita, approved in final form by Nissan management on October 1, 1986. The body was wider with a rounder profile and fewer hard edges. It had a marginally increased coefficient of drag of 0.31 compared to the Z31's 0.30. Nissan utilized the Cray-2 supercomputer to design the new Z32 with a form of CAD software making it one of the first production cars to utilize this tool.

 

Like previous generations, Nissan offered a 4-seater (2+2) model with the Z32. All Z32s initially featured T-tops as standard. A hardtop model was available in North America, only in non-turbo models, and in Japan was available along with an extremely rare Twin Turbo model (Japan-only).

 

The 2,960 cc (3.0 L) VG30DE V6 engine was carried over from the previous generation 300ZX (Z31), but fitted with a DOHC head and variable valve timing (N-VCT), producing 222 bhp (225 PS; 166 kW) at 6,400 rpm and 198 lb⋅ft (268 N⋅m) at 4,800 rpm in naturally aspirated (NA) form.

 

The high output engine (VG30DETT) was upgraded with Garrett AiResearch parallel twin-turbochargers and dual intercoolers, producing 300 bhp (304 PS; 224 kW) at 6,400 rpm and 283 lb⋅ft (384 N⋅m) of torque at 3,600 rpm. Benefiting from Project 901, the Z32 was the first car to be marketed following the introduction of the 280 PS (206 kW) power ceiling imposed by JAMA that remained until 2004

 

The engine was detuned to 280 bhp (209 kW) when the optional automatic transmission was fitted, but an automatic-equipped car was slightly faster to accelerate to 100 mph (161 km/h), taking 15.8 seconds compared to 16.3 seconds for the manual.

Replacing an earlier scanned slide with a better version 17-Feb-16.

 

Built by Short Brothers & Harland, Belfast, NI, UK.

 

First flown with the UK temporary registration G-14-2, this aircraft was registered to Short Brothers in Jan-69 as G-AWWS. In Mar-70 it was sold to Fields Aviation Ltd, Canada, as CF-VAN.

 

It was sold to the Airesearch Aviation Company Inc in Jul-70 as N7978 and leased to Pan Alaska Airways. Pan Alaska bought it in 1971. It was sold to Air Cargo Leasing in Jun-72 and sold again, to International Air Cargo in Sep-72.

 

It was sold to Fairbanks Flight Service in 1974 and Petco Aviation leased it in 1975. The aircraft returned to the UK as G-AWWS in Aug-78 when it was bought by Vernair Transport Services.

 

In May-83 it was sold to Shannon Executive Aviation as EI-BNN. It was sold to DAT Danish Air Transport in Aug-90 as OY-JRL.

 

In Feb-00 it was sold to Abakan-Avia in Liberia as EL-ALH. It was later (date unknown) sold in Swaziland, to Swala Aviation as 3D-AER and is no longer operational. (Updated Feb-16).

Saturn V Major Contractors list/diagram. One of multiple variations/iterations. This one from late(?) 1963. Note the lack of attribution from the SLA on up.

 

On a slick high-gloss photo paper that has the feel of photo film, but thick, with a small precise notch in the lower right...very reminiscent of old-school camera film. This is only the second one that I’ve come across - on this type of paper - that bears any printed text on the verso. I don’t know how it could adhere to it without smearing. And it doesn’t even appear to be “on” it…looks more like “in” it. Probably as a result of some sort of advanced photographic printing technology ‘developed’ at MSFC!

KORF (Norfolk International Airport) - 27 JUN 2009

 

Phoenix Air Group's 1976 Learjet 36A N545PA with underwing pod landing RWY 5.

 

Production Site: Wichita (ICT)

 

Delivery to AiReseach Aviation: 06 JUL 1977 as N731GA

 

Passengers: 8 (max)

Engines: 2x Garrett TFE731-2-2B

 

To Teledyne Industries Inc: MAY 1982 as N731GA

 

Re-registered to Teledyne Industries Inc: JAN 1983 as N75TD

 

Re-registered to Phoenix Air Group Inc: 11 AUG 1987 as N75TD

 

Re-registered to Phoenix Air Group Inc: SEP 1992 as N545PA

D-CEXP arriving, on a medical flight, at Norwich Int. Airport (NWI) from Palma de Mallorca (PMI), Spain.

Flight number UNI110, flight time 2:18.

 

Model: 35A

Manufacturer: Learjet

Year built: 1986

Construction number: 616

Registration number: D-CEXP

Owner: Air Alliance, Burbach, Germany

Delivery date: 12th.April 2007

Operator: Unicair

Flight crew: 2

Number of passengers: 6

Number of stretchers: 1

Length: 48 ft. 7 in. (14.8 m)

Height: 12 ft. 3 in. (3.73 m)

Wingspan: 39 ft. 6 in. (12.03 m)

Empty weight: 10,119 lb. (4,590 kg)

MTOW weight: 18,300 lb. (83,00 kg)

MLW: 15,300 lb. (6,940 kg)

Max payload: 3,190 lb. (1,447 kg)

Fuel weight: 6,198 lb. (770 kg)

Fuel capacity: 775 gal. (3,524 litres)

Engine: 2 x AiResearch TFE731-2B turbofan

Thrust: 2 x 3,500 lb. (15.56 kN)

Max speed: 470 knots (540 mph - 870 km/h)

Normal cruise speed: 436 knots (501 - 807 km/h)

Economy cruise speed: 424 knots (488 mph - 785 km/h)

Rate of climb: 4,340 ft/min. (22.04 m/sec)

Service ceiling: 45,000 ft. (13,716 m)

Normal range: 1,930 nm (2,221 miles -3,574 km)

Max range: 2,125 nm (2,445 - 3,935 km)

 

Registration history:

 

D-CEXP, Air Alliance Express, delivered 12th. April 2007

N876C, Aircraft Guaranty Title & Trust, delivered 2nd. April 2007

N876C, Dycom Industries Inc, reregistered 21st. August 2002

N876CSDycom Industries Inc, delivered 10th. June 2002

N876CS, Corporate Aircraft 1997, delivered 28th. September 1998

N876CS, General Elelctric Capital Corporation, reregistered February 1995

N616LJ, General Elelctric Capital Corporation, delivered December 1994

N616LJ, Jet Cap Aviation Corporation, delivered October 1994

N616LJ, Airsupport Services Corporation, delivered June 1994

PT-LQF, Lider Taxi Aereo, delivered November 1988

N8568Q, Airsupport Services Corporation, delivered January 1988

N8568Q, Private owner, delivered 22nd. December 1986

Airframe Info

Manufacturer:Beech

Model:B100 Search all Beech B100

Year built:1978

Construction Number (C/N):BE-44

Number of Seats:11

Number of Engines:2

Engine Manufacturer and Model:Airesearch TPE331 SERIES

Also Registered As:

N300MP Deregistered Cancel: 2002-10-22

  

Aircraft

Registration Number:C-FPBC

Mode S (ICAO24) Code:C027B9

Certification Issued:2007-12-14

Current Status:Registered

Delivery Date:2007-12-14

  

Owner

Registration Type:Corporation

Owner:1514592 Ontario Inc.

Address:Ottawa, Ontario K2E7V1

Canada

 

Ford Escort (MkIII) 1,6i Custom (1984-90) Engine 1597 cc S4 OC

 

Registration Number Unclear

 

FORD EUROPE

 

www.flickr.com/photos/45676495@N05/sets/72157623665118181...

 

The Mark III Escort was developed under the code name Erika, and launched in 1980, unlike the Mark II the new car was more than a reskin of the previous generation Escort. The Mark III was a departure from the two previous models, the biggest changes being the adoption of front-wheel drive, and the new hatchback body. The car used Ford's contemporary design language of the period with the black louvred radiator grille and straked rear lamp clusters, as well as introducing the aerodynamic "bustle-back" bootlid stump. Sales in the United Kingdom increased, and by 1982 it had overtaken the ageing Cortina as the nation's best-selling car, beginning an eight-year run as Britain's best selling car.

 

New were the overhead camshaft CVH engines in 1.3 L and 1.6 L formats, with the older Ford Kent-based "Valencia" engine from the Fiesta powering the 1.1 L. From launch, the car was available in base (Popular), L, GL, Ghia and XR3 trim.

 

A convertible version, made by coachbuilder Karmann, appeared the same year as the five-door estate (1983). It was the first drop-top car produced by Ford Europe since the Corsair of the 1960s. The Escort Cabriolet was initially available in both XR3i and Ghia specification, but the Ghia variant was later dropped.

 

To compete with Volkswagen's Golf GTI, a hot hatch version of the Mark III was developed – the XR3. Initially this featured a tuned version of the 1.6 L CVH engine of 96bhp

fitted with a twin-choke Weber carburettor, uprated suspension and numerous cosmetic alterations.

 

The car lacked the five speed transmission and fuel injection of its Volkswagen rival a situation addressed in October 1982 for the 1983 model year with the arrival of the XR3i with 105bhp eight months behind the limited edition (8,659 examples), racetrack-influenced RS 1600i. The Cologne-developed RS received a more powerful engine with 115 PS (85 kW), thanks to computerized ignition and a modified head as well as the fuel injection

  

The final performance update arrived in the form of the turbocharged 132 PS (97 kW) RS Turbo model in October 1984. Using the same basic engine as the 1983 RS 1600i but with a Garrett AiResearch Turbocharger to give 132 bhp which remained unchanged throughout production. The RS Turbo Series 1 was only marketed in a few European nations as production was limited to 5,000 examples, almost all in white. They were well equipped, with the alloy wheels from the limited production RS 1600i, Recaro seats, and a limited slip differential. One car was finished in black; it was built especially for Lady Diana.[ The Series 2 RS Turbo continued with the 1986 MKIV model.

 

Diolch yn fawr am 67,367,304 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel

 

Thank you 67,367,304 amazing views, enjoy and stay safe

 

Shot 02.09.2018 at Himley Hall, Wolverhampton Ref 136-078

     

Bentley Turbo RT (1987-98) Engine 6750cc V8 Turbo Production 7230 (+ 252 Turbo RT's 1997-99)

Registration Number NPH 829 (Cherished number, originally allocated for Guildford)

 

BENTLEY SET

www.flickr.com/photos/45676495@N05/sets/72157623759855498...

 

The Bentley Turbo R was a high-performance model it initially inherited the turbocharged engine from the Mulsanne Turbo and also sported a retuned suspension and wider tires on alloy wheels, a first for a Bentley. From the 1987 model year (20,000 series chassis numbers), however, the Turbo R's V8 engine was retuned with fuel injection for added torque.

 

A "New" Turbo R model was introduced in 1995. Changes included Zytek fuel injection and appearance modifications. There was also a special version for the German market, the "Turbo R Sport", which featured the Continental T's sporty alloys and carbon-fibre rather than walnut panels inside

 

The Turbo RT was the last and most expensive of the Turbo R line. The Bentley RT came with a 400 bhp (298 kW; 406 PS) 6.75 L V8 engine, as used in the Continental T, which is boosted by a single Garrett AiResearch T04 turbocharger and has a Zytek EMS3 engine management system, developed from Formula 1 racing technology, differing from earlier models with the 'Motronic' system. It is visually differentiated from other Bentley Turbo R models by its sport wheels, radiator mesh grille and colour-coded bumpers with bright mesh inserts

 

Many thanks for a fantabulous

45,831,828 views

 

Shot Brooklands, 01.01.2016 - Ref 111-081

 

Manufacturer:Beech

Model:B100 King Air Search all Beech B100 King Air

Year built:1982

Construction Number (C/N):BE-134

Aircraft Type:Fixed wing multi engine

Number of Seats:11

Number of Engines:2

Engine Manufacturer and Model:Airesearch TPE331 SERIES

Also Registered As:N363EA

Deregistered Cancel: 2001-10-23

Aircraft

Registration Number:C-FOGP

Mode S (ICAO24) Code:C025A4

Certification Issued:2002-01-03

Current Status:Registered

Delivery Date:2002-01-03

Owner

Registration Type:Corporation

Owner:Max Aviation Inc

Address:St-Hubert, Quebec J3Y8Y9

Canada

 

Stored, the second CV990 built.

First flight 30Jan61 and registered N5602G to Convair.

To Garrett Airesearch on 08Jul64.

To Aerolineas Peruanas as OB-R-765 on 01Feb65.

To N990AB with FB Ayer on 21Aug73 and WFU and stored at Tucson.

Moved and stored at Mojave in Jun83.

Still there in 2021.

Nationwide Airlines was an airline based in Lanseria, South Africa, founded in 1995. It operated scheduled domestic and international services. Its main base was OR Tambo International Airport, Johannesburg. On 29 April 2008, the airline ended operations.

ZS-NYY (Boeing 727-95 c/n 19251 l/n 315) was delivered in September 1966 as N1635 to Northeast Airlines. In August 1972 the company merged into Delta Airlines. In December 1977 the plane was sold to Dan Air London as G-BFGN. IN October 1981 it was sold to Airesearch Aviation Co. as N29895 and in March 1982 trasferred to the EBM Group that in June 1982 re-registered the plane as VR-BHO. In October 1982 it was leased to Sirtair. In November 1985 it was acquired by Omni International Trading that in November 1986 sold it to LADECO as CC-CHC. In June 1996 the aircraft was sold to Nationwide in South Africa as ZS-NYY. The plane was retired and stored in lanseria in June 2005 to be later scrapped at the end of 2007.

Slide dated July 2001. The plane shows a small addiotional Virgin Atlantic Sticker.

D-CYES arriving at Norwich Int. Airport (NWI) from Paris Le Bourget Airport, (LBG), France.

Flight number AYY107, flight time 0:51.

 

Model: 35A

Manufacturer: Learjet

Year built: 1983

Construction number: 35-501

Registration number: D-CYES

Owner: Air Alliance, Burbach, Germany

Delivery date: 8th. May 2017

Operator: Unicair

Flight crew: 2

Medical crew: 1 or 2

Number of stretchers: 1

Length: 48 ft. 7 in. (14.8 m)

Height: 12 ft. 3 in. (3.73 m)

Wingspan: 39 ft. 6 in. (12.03 m)

Empty weight: 10,119 lb. (4,590 kg)

Max payload: 3,190 lb. (1,447 kg)

MTOW weight: 18,300 lb. (8,300 kg)

MLW: 15,300 lb. (6,940 kg)

Fuel weight: 6,198 lb. (770 kg)

Fuel volume: 775 gal. (3,524 litres)

Engine: 2 x AiResearch TFE731-2B turbofan

Thrust: 2 x 3,500 lb. (15.56 kN)

Max speed: 470 knots (540 mph - 870 km/h)

Cruise speed: 436 knots (501 - 807 km/h)

Rate of climb: 4,340 ft/min. (22.04 m/sec)

Service ceiling: 45,000 ft. (13,716 m)

Normal range: 1,930 nm (2,221 miles -3,574 km)

Max range: 2,125 nm (2,445 - 3,935 km)

 

Registration history:

D-CYES, Air Alliance Express, delivered 8th. May 2017

N565GG, Meisner Aircraft, delivered 28th. March 2017

N565GG, Chantilly Crushed Stone, reregistered 5th. June 2006

N326HG, Chantilly Crushed Stone, delivered 15th. December 2005

N326HG, Chantilly Air, reregistered May 1998

N35HW, Chantilly Air, delivered 30th. January 1998

N35HW, Tyler Jet, delivered January 1998

N35HW, Rockit Aviation Corporation, delivered 16th. November 1998

N711PR, P. R. C. Management, delivered December 1994

N711PR, General Electric Capital Corporation, delivered December 1994

N711PR, P. R. C. Management, delivered September 1993

HB-VHR, Jet Airservice AG, delivered 21st. November 1983

 

Flown Aireasearch Environmental Control Unit (ECU) component recovered from the Liberty Bell 7 spacecraft wreckage almost 38 years to the day after the Mercury capsule and its contents sank to the bottom of the sea. Gus Grissom was the pilot of this sub-orbital mission, America's second-ever spaceflight; he barely escaped from the capsule as it floated in the Atlantic Ocean after splashdown, when a hatch exploded prematurely. Grissom was rescued, but Liberty Bell 7 sank into the ocean.

 

Gus Grissom describes the event just prior to the explosive bolts on the hatch firing: “I had unhooked the oxygen inlet hose and was lying flat on my back when suddenly the hatch blew off with a dull thud. All I could see was blue sky and sea water rushing in over the sill.”

 

The tubing unit measures approximately 9 x 6 x 5.5 and is stenciled with black part information, “Airesearch Phx, Shutoff Valve, 222 60-1, MN-SVP 12-9-1, S/N 50P 34.” Accompanied by a certificate of authenticity signed by Curt Newport, who led the ocean expedition to find the Liberty Bell 7, certifying that the piece “was part of the Liberty Bell 7 Mercury spacecraft (McDonnell Aircraft Capsule No. 11) on July 21, 1961, and recovered, along with the spacecraft on July 20, 1999.”

Right-side engine of an unidentified CAL FIRE OV-10 Bronco

 

According to the US FAA Type Certificate Data Sheet (TCDS) A00004LA, applicable to OV-10A aircraft operated by CAL FIRE, this engine is a Garrett T76-419. Left-side engines are T76-418 models. Both engines turn their propellers inward, toward the fuselage, making them "counter-rotating."

 

The T76 family are the military variants of the TPE331 engine originally developed and supplied by Garrett AiResearch. The family of engines was later acquired by Honeywell Aerospace.

 

The five-bladed propellers made in Germany by MT-Propeller have wooden cores covered with advanced synthetic materials.

 

Honeywell TPE331 (Wikipedia):

en.wikipedia.org/wiki/Honeywell_TPE331

 

Counter-Rotating Propellers (Wikipedia):

en.wikipedia.org/wiki/Counter-rotating_propellers

 

North American Rockwell OV-10 Bronco (Wikipedia):

en.wikipedia.org/wiki/North_American_Rockwell_OV-10_Bronco

   

After the success of the A-20 Havoc, Douglas Aircraft began design of a successor, with an eye towards an aircraft that also would be able to replace the North American B-25 Mitchell and Martin B-26 Marauder as well. Using the A-20 as a model and drawing on experience with the deHavilland Mosquito as well, famed aircraft designer Edward Heinemann came up with a light bomber design that could be flown by a single pilot. Though similar to the Havoc, the XA-26 Invader had a slightly wider fuselage, larger tail, and laminar-flow wings for better stability in dives. Since Douglas could build on the A-20’s success, testing went smoothly and the US Army Air Force was suitably impressed by its maiden flight in July 1942.

 

By this time, however, units in the Pacific had demonstrated the lethality of purpose-built low-level attack aircraft with massive forward armament, so the USAAF asked Douglas to develop the A-26 into a strafer as well. Douglas responded with two variants: the A-26B, with a solid gun nose that could carry anything from machine guns to a 75mm antitank gun, and the A-26C, with a glass nose for medium-altitude bombing. The noses themselves could be quickly exchanged to switch A-26Bs to A-26C bombers, and vice-versa. As in the A-20, a crew of three was provided, with the flight crew (the pilot and navigator/bombardier) forward and the gunner in a separate compartment in the rear, controlling both the remote dorsal and ventral turrets. A-26Cs could carry two guns in the nose, but these were deleted in production variants for four wing-mounted machine guns, which were also included in A-26Bs.

 

Douglas’ commitment to building transport aircraft and the modification of the XA-26A to the B/C dual variant delayed introduction to service until September 1944 in Europe, by which time the A-26 would be operating from newly-liberated bases in France and Italy. Though it arrived late, the A-26s in Europe saw significant action in the Battle of the Bulge and the final drive into Germany, operating mostly as medium bombers and occasionally as night interdiction aircraft. It showed enough potential that, much as Douglas had hoped, it replaced the A-20, B-25, and B-26 in USAAF service, remaining in postwar production.

 

Though the A-26 had seen World War II service, most of its combat record would be after that war—namely in Korea. The 3rd Bombardment Group, based in Japan in June 1950, saw its A-26s rapidly deployed for Korean service, and undertook the first US Air Force attack on North Korea itself. The A-26 force was quickly augmented by aircraft deployed from the United States, and these undertook bombing sorties in the battles to hold the Pusan Perimeter and in the Inchon invasion. As the Korean War became a stalemate, and due to the interdiction campaign happening in North Korea, Communist forces were forced to resupply mostly at night, and the USAF A-26s in theater were switched to night interdiction operations. These were extremely dangerous in the mountainous Korean Peninsula, to say nothing of the danger from ground fire. Usually, A-26s would operate in hunter-killer teams, with one aircraft using a wing-mounted searchlight to illuminate a target while the other made its attack. A-26s also bookended the Korean War by becoming the last USAF aircraft to attack targets in North Korea, just before the armistice was signed.

 

By the time of American involvement in Southeast Asia, the A-26 had been redesignated B-26 (this had happened during the Korean War, but it was generally referred to by its former designation). RB-26Cs were among the first USAF aircraft deployed to the area, in 1960, first seeing service under Operation Farm Gate, supporting Royal Laotian Army forces against Pathet Lao guerillas. Later, Farm Gate was expanded to South Vietnam as well and B-26C bombers were deployed for service as well—despite their age, the Invaders were liked for their easy handling and long loiter times, both valuable and necessary in counterinsurgency warfare. (The USAF was not the first nation to use Invaders in Vietnam—the French had used them during the siege of Dien Bien Phu in 1954.)

 

Age caught up to the force by 1965, and after a number of fatal crashes caused by metal fatigue, the B-26 force was grounded. They were then modified to A-26K Counter-Invaders, with new engines, reinforced structure, and wingtip fuel tanks (and further confusing the matter by readopting the attack designation). Returning to Vietnam in 1966, A-26Ks would remain in service until 1970, gradually replaced by gunship AC-130s, and turned in an excellent performance in the counterinsurgency role. The last A-26 did not leave USAF service until 1972.

 

A total of 2452 Invaders had been built, and besides its American and French service, others were used in African colonial wars (namely in Angola and Nigeria) and by Indonesia in its invasion of East Timor in 1976, the last time A-26s were used in combat. The CIA also used them in covert operations, especially in the failed Bay of Pigs invasion of 1961. A good number of A-26s were sold as surplus after the Vietnam War and were subsequently converted to firefighting aircraft. Though most of these have been retired in recent years, it ensured that there would be significant numbers of flyable Invaders left. Today, 96 aircraft remain in museums and in private collections.

 

A high school in southern Phoenix, Arizona seems an odd spot to find an A-26, but that is where 41-39221 ended up. Delivered around 1944 to the USAAF, it remained in service with the postwar USAF, and was likely retired in the mid-1950s. 41-39221 was purchased in 1963 by the Southern Natural Gas Company of Birmingham, Alabama as an executive transport. This was likely when it was converted to an On-Mark Marksman. The Marksman conversion was a major alteration to the standard A-26 airframe, removing all military vestiges, changing the interior wing spar to a circular one to improve passenger comfort, a larger rudder, pressurizing the aircraft, adding loading stairs through the former bomb bay, and streamlining the upper fuselage. The nose was extended to accomodate luggage, while the cockpit windows were replaced by those from a DC-6. The result was an almost completely new aircraft. Only eight aircraft were converted.

 

41-39221 flew as an executive transport until 1979, when it was bought by the Garrett AiResearch Company; the nose section was swapped out for various turboprops as a testbed. It flew with Garrett and Allied Signal until 1992, when 41-39221 was finally retired and grounded. It was then donated to South Mountain High School's aerospace technology program, and placed on display at the front entrance.

 

I had been meaning to photograph 41-39221 for quite awhile, but it wasn't until a very hot June 2022 (hot even by Phoenix standards) that I finally got the opportunity. The aircraft is well-maintained, though the "N26GT" registration is spurious; the catspaw on the tail references South Mountain's mascot.

 

There are only two of the On-Mark Marksmen left, and without even meaning to, I got to see both of them within the space of a week.

PH-NCI arriving at Norwich Int. Airport (NWI) from Vojens Skrydstrup Airport (SKS), Denmark.

Flight number PNX369, flight time 2:04

 

Model: BAe-3201 Jetstream Super 31

Manufacturer: British Aerospace

Year built: 1989

Construction number: 844

Registration number: PH-NCI

Owner: AIS Airlines BV, Lelystad, Netherlands

Delivery date: 1st. July 2002

Flight crew: 2

Passengers: 19

Length: 47 ft. 2 in. (14.37 m)

Height: 17 ft. 5.5 in. (5.32 m)

Wingspan: 52 ft. (15.85 m)

Wing area: 271 sq. ft. (25.2 m2)

Empty weight: 9,613 lb. (4,360 kg)

MTOW: 15,332 lb. (6,954 kg)

Engines: 2 x Garrett AiResearch TPE331-12UAR-70 turbo-prop

Engine output: 2 x 940 hp (700 kW) each

Propellers: 2 x 4 bladed constant speed propellers

Max speed: 263 knots (303 mph - 487 km/h)

Cruise speed: 230 knots (260 mph - 430 km/h)

Stall speed: 86 knots (99 mph - 159 km/h)

Rate of climb: 2,080 ft/min. (10.6 m/sec)

Service ceiling: 25,000 ft. (7,600 m)

Range: 680 nm (780 miles - 1,260 km)

 

Registration history:

PH-NCI, AIS Airlines BV, delivered 23rd. December 2013

SE-LHB, Direktfly, delivered May 2012

SE-LHB, Skyways Express, delivered 17th. August 2009

SE-LHB, Direktfly, delivered 2001

SE-LHB, Skyways Express, delivered 1st. October 2000

SE-LHB, Highland Air, delivered 10th. September 1996

N844JX, Sierra Expressway, delivered 31st. July 1995

N844JX, First Security Bank of Utah, delivered May 1995

N844AE, American Eagle, delivered September 1990

N884AE, Nashville Eagle, delivered 4th. August 1989

   

Delivered new to the UK register as G-BFLF on 21.02.78.

To N54555, no date.

To N125GP on 12.09.78.

To N6JB in 08.88.

To N6UB in 03.91.

To N35LM in 10.92.

To N195XP in 01.96.

To N215RS in 12.96.

WFU and registration cancelled on 30.01.18 as broken up.

Garrett AiResearch TFE731-2-2B turbofan

Finnish Air Force, Gates Learjet 35A/S, LJ-3

Tampere-Pirkkala (EFTP), Finland

14.5.2019, Satakunta Air Command open day