View allAll Photos Tagged Loadmaster
ZH 902 arriving at Norwich Int. Airport (NWI) for refuelling.
Model: Chinook HC.5
Manufacturer: Boeing-Vertol
Year built: 1998
Serial number: M.4481
Registration: ZH 902
Operator: 18 Squadron, RAF
Crew: 3–4 (pilot, co-pilot, 1 or 2 air loadmasters)
Capacity: 55 fully equipped troops
Length with rotors operating: 98 ft. 10.5 in. (30.14 m)
Fuselage length: 50 ft. 9 in. (15.46 m)
Fuselage height: 18 ft. 7.5 in. (5.68 m)
Fuselage width: 12 ft. 5 in. (3.78 m)
Rotor diameter: 60 ft. (18.29 m)
Empty weight: 22,450 lb. (10,183 kg)
MTOW: 50,000 lb. (22,680 kg)
Useful load: 24,000 lb. (10,886 kg)
Sling load capacity: 26,000 lb. (11,793 kg)
Fuel capacity: 861 UK gal. (3,914 litres)
Engines: 2 x Lycoming T55-GA-714A turbo-shaft
Engine output: 2 x 4,777 hp (3,562 kW)
Max speed: 159 knots (183 mph - 294 km/h)
Rate of climb: 1,980 ft/min. (10.1 m/sec)
Service ceiling: 18,500 ft. (5,639 m)
Mission radius: 200 nm (230 miles - 370 km)
Armament:
2 x M134 7.62 mm miniguns
1 x M60 7.62 mm machine gun
Also registered:
N2064W, Boeing test registration
Chevrolet Advance Design Pick Up (1947-55) Engine 235cu in (3900cc) S6 (uprated to a later 5700cc V8)
Registration Number 973 UXK (London)
CHEVROLET SET
www.flickr.com/photos/45676495@N05/sets/72157623638181561...
Chevrolet's first major redesign post-World War II, the Advance-Design series was billed as a bigger, stronger, and sleeker design in comparison to the earlier AK Series. The Advance Design was launched in 1947 going on to become the number one selling vehicle in the USA. Available with straight six engines of 216cu in (3500cc), 235cu in (2900cc) and 261cu in (4300cc). and originally launched with Thriftmaster or Loadmaster bonnet embles to differentiate load capcitywith the emblems wer changed in 1949 to 3100, 3600 or 3800. with capacities of 0.5 ton (3100), .75ton (3600) and 1 ton (3800).
The Advance Design was subject to year on year modifications, for 1952 the outer door handles became push button rather than the earlier push down type, the speedometer reads a maximum speed of 90mph and dashboard trim is painted instead of chrome. Mid-year, Chevrolet stops using the 3100-6400 designation on the hood and changes to maroon window and wiper knobs. New serial number codes: KP ½ ton, KR ¾ ton, & KS 1 ton.
Thankyou for a massive 58,846,964 views
Diolch am 58,846,964 gwych, golygfeydd, mwy na phoblogaeth y Lloegr honno yn y Gorllewin
Shot 21.05.2017 at Chiltern Hills Classic Sar Show, Weedon Hill, Aylesbury REF 126-067
Seen here at Altus Municipal Airport in Oklahoma. The aircraft was with the 97th Air Mobility Wing just down the road from the airport here. As like many 141s it was found to have structural problems, and was used as a loadmaster training aircraft, until donated to the local college aviation program. It was trucked the short distance from the Air Base to Altus airport, I happened to drive past and notice it
The Lockheed Martin C-130J Super Hercules is a four-engine turboprop military transport aircraft. The C-130J is a comprehensive update of the Lockheed C-130 Hercules, with new engines, flight deck, and other systems. The Hercules family has the longest continuous production run of any military aircraft in history. During more than 60 years of service, the family has participated in military, civilian, and humanitarian aid operations. The Hercules has outlived several planned successor designs, most notably the Advanced Medium STOL Transport contestants.
The C-130J is the newest version of the Hercules and the only model still in production. Externally similar to the classic Hercules in general appearance, the J-model features considerably updated technology. These differences include new Rolls-Royce AE 2100 D3 turboprop engines with Dowty R391 composite scimitar propellers, digital avionics (including head-up displays (HUDs) for each pilot), and reduced crew requirements. These changes have improved performance over its C-130E/H predecessors, such as 40% greater range, 21% higher maximum speed, and 41% shorter takeoff distance.
As a cargo and airlift aircraft, the C-130J's crew includes two pilots and one loadmaster (no navigator or flight engineer), while specialized USAF variants (e.g., AC-130J, EC-130J, MC-130J, HC-130J, WC-130J) may have larger crews, such as navigators/Combat Systems Officers or other specialized officer and enlisted air crew. The U.S. Marine Corps KC-130J uses a crew chief for expeditionary operations. The C-130J's cargo compartment is approximately 41 feet (12.5 m) long, 9 feet (2.74 m) high, and 10 feet (3.05 m) wide, and loading is from the rear of the fuselage. The aircraft can also be configured with the "enhanced cargo handling system". The system consists of a computerized loadmaster's station from which the user can remotely control the under-floor winch and also configure the flip-floor system to palletized roller or flat-floor cargo handling. Initially developed for the USAF, this system enables rapid role changes to be carried out and so extends the C-130J's time available to complete taskings.
If you want to use this image, ask permission PRIOR to use. Don't be a thief - under most circumstances, I'm quite reasonable.
Copyright 2019 - FormerWMDriver
Operated by: City of Minneapolis Public Work Dept.
Unit Number: 16011
Body: Loadmaster Elite
Chassis: Ford F-550
Notes:
____________________________________________
Front view of 16011 as it departs
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
Please do not use this photo or any part of this photo without first asking for permission, thank you.
____________________________________________
Master Sgt. Geoff Cerrone, a loadmaster assigned to the 139th Airlift Squadron, part of the 109th Airlift Wing, prepares a LC-130 Hercules for departure at McMurdo Station, Antarctica. The 109th Airlift Wing flies the only ski-equipped LC-130s in the world and supports the National Science Foundation research efforts in Antarctica every year. (U.S. Air National Guard photo by Tech. Sgt. Gabriel Enders)
A Royal Air Force Chinook helicopter from 1310 Flight at Camp Bastion, Afghanistan.
The RAF operates the largest fleet of Chinook support helicopters after the US Army and they have been operating in Afghanistan since late 2006.
As the most versatile workhorse of British air operations in theatre, the Chinook has been responsible for delivering personnel and essential supplies to forward operating and patrol bases across Helmand province.
They act as the Medical Emergency Response Team (MERT) helicopters for ISAF and Afghan casualty extraction, as well as deploying combat troops against narcotic facilities and insurgent strongholds.
Chinooks are used primarily for troop-carrying and for load-carrying (both internal and underslung) and can carry up to 54 troops or 10 tonnes of freight.
The cabin is large enough to accommodate two Land Rovers, while the three underslung load hooks allow a huge flexibility in the type and number of loads that can be carried.
Secondary roles include Search and Rescue and casualty evacuation (a total of 24 stretchers can be carried).
The crew consists of either two pilots, or a pilot and navigator, and two air loadmasters.
Photographer: Sergeant Ross Tilly RAF
Image 45153039.jpg from www.defenceimages.mod.uk
Loadmasters with the 439th Airlift Wing, Air Force Reserve Command, load a 1982 Mack 1250 GPM pumper fire truck onto a C-5B Galaxy at Joint Base McGuire-Dix-Lakehurst N.J., Aug. 12, 2016. Master Sgt. Jorge A. Narvaez, a traditional New Jersey Air National Guardsman with the 108th Security Forces Squadron, was instrumental in getting the truck donated to a group of volunteer firefighters in Managua, Nicaragua. The truck donation is done through the Denton Program, which allows U.S. citizens and organizations to use space available on military cargo aircraft to transport humanitarian goods to countries in need. (U.S. Air National Guard photo/Master Sgt. Mark C. Olsen)
U.S. Air Force Master Sgt. Pennie J. Brawley, a C-130 Hercules aircraft loadmaster with the 746th Expeditionary Airlift Squadron, counts halal meals inside a C-130 in flight over Iraq during a humanitarian airdrop Aug. 14, 2014. The humanitarian aid included bottled water and food that was delivered to displaced citizens in the vicinity of Sinjar, Iraq. Brawley deployed from the 145th Airlift Squadron, North Carolina Air National Guard. President Barack Obama authorized humanitarian aid deliveries to Iraq as well as targeted airstrikes to protect U.S. personnel from extremists known as the Islamic State in Iraq and the Levant. U.S. Central Command directed the operations. (DoD photo by Staff Sgt. Vernon Young Jr., U.S. Air Force/Released)
Leach / Autocar ACL
(set back axle)
This truck and others appear in the following video: www.youtube.com/watch?v=wO0anNXuXC8
A U.S. Air Force loadmaster assigned to the 816th Expeditionary Airlift Squadron, guides a mine-resistant, ambush-protected vehicle in the back of a C-17 Globemaster III at undisclosed location, Southwest Asia, Dec. 21, 2017. The primary mission of a C-17 is to provide rapid strategic delivery of troops and various types of cargo to bases throughout the U.S. Central Command are of responsibility. (U.S. Air Force photo by Staff Sgt. Paul Labbe)www.dvids.hubs.net
U.S. Air Force Master Sgt. Levi Denham, a WC-130J Hercules aircraft weather reconnaissance loadmaster assigned to the 53rd Reconnaissance Squadron, performs pre-engine start-up inspections in St. Croix, Virgin Islands, on Sept. 16, 2010. Known as the Hurricane Hunters, the 53rd Weather Reconnaissance Squadron's mission is to provide surveillance of tropical storms and hurricanes in the Atlantic Ocean, the Caribbean Sea, the Gulf of Mexico and the central Pacific Ocean for the National Hurricane Center in Miami. (DoD photo by U.S. Air Force Staff Sgt. Manuel J. Martinez)
If you want to use this image, ask permission PRIOR to use. Don't be a thief - under most circumstances, I'm quite reasonable.
Copyright 2019 - FormerWMDriver
A U.S. Marine watches from a KC-130J Hercules aircraft as an AV-8B Harrier aircraft assigned to Marine Aviation Weapons and Tactics Squadron 1 is refueled over Yuma, Ariz., Oct. 11, 2012. (DoD photo by Capt. Staci Reidinger, U.S. Marine Corps/Released)
Remembrance Sunday, 8 November 2015
First Aid Nursing Yeomanry salute the Cenotaph as they march past.
In the United Kingdom, Remembrance Sunday is held on the second Sunday in November, which is the Sunday nearest to 11 November, Armistice Day, the anniversary of the end of hostilities in the First World War at 11 a.m. on 11 November 1918. Remembrance Sunday is held to commemorate the contribution of British and Commonwealth military and civilian servicemen and women in the two World Wars and later conflicts.
Remembrance Sunday is marked by ceremonies at local war memorials in most cities, towns and villages, attended by civic dignitaries, ex-servicemen and -women, members of local armed forces regular and reserve units, military cadet forces and uniformed youth organisations. Two minutes’ silence is observed at 11 a.m. and wreaths of remembrance poppies are then laid on the memorials.
The United Kingdom national ceremony is held in London at the Cenotaph in Whitehall. Wreaths are laid by Queen Elizabeth II, principal members of the Royal Family normally including the Duke of Edinburgh, the Prince of Wales, the Duke of Cambridge, the Duke of York, the Princess Royal, the Earl of Wessex and the Duke of Kent, the Prime Minister, leaders of the other major political parties, the Secretary of State for Foreign and Commonwealth Affairs, Commonwealth High Commissioners and representatives from the Royal Navy, Army and Royal Air Force, the Merchant Navy and Fishing Fleets and the civilian services, and veterans’ groups. Two minutes' silence is held at 11 a.m., before the laying of the wreaths. This silence is marked by the firing of a field gun on Horse Guards Parade to begin and end the silence, followed by Royal Marines buglers sounding Last Post.
The parade consists mainly of an extensive march past by veterans, with military bands playing music following the list of the Traditional Music of Remembrance.
Other members of the British Royal Family watch from the balcony of the Foreign and Commonwealth Office.
After the ceremony, a parade of veterans and other related groups, organised by the Royal British Legion, marches past the Cenotaph, each section of which lays a wreath as it passes. Only ticketed participants can take part in the march past.
From 1919 until the Second World War remembrance observance was always marked on 11 November itself. It was then moved to Remembrance Sunday, but since the 50th anniversary of the end of the Second World War in 1995, it has become usual to hold ceremonies on both Armistice Day and Remembrance Sunday.
Each year, the music at the National Ceremony of Remembrance remains the same, following a programme finalised in 1930:
Rule, Britannia! by Thomas Arne
Heart of Oak by William Boyce
The Minstrel Boy by Thomas Moore
Men of Harlech
The Skye Boat Song
Isle of Beauty by Thomas Haynes Bayly
David of the White Rock
Oft in the Stilly Night by John Stevenson
Flowers of the Forest
Nimrod from the Enigma Variations by Edward Elgar
Dido's lament by Henry Purcell
O Valiant Hearts by Charles Harris
Solemn Melody by Walford Davies
Last Post – a bugle call
Beethoven's Funeral March No. 1, by Johann Heinrich Walch
O God, Our Help in Ages Past – words by Isaac Watts, music by William Croft
Reveille – a bugle call
God Save The Queen
Other pieces of music are then played during the march past and wreath laying by veterans, starting with Trumpet Voluntary and followed by It's A Long Way To Tipperary, the marching song of the Connaught Rangers, a famous British Army Irish Regiment of long ago.
The following is complied from press reports on 8 November 2015:
"The nation paid silent respect to the country's war dead today in a Remembrance Sunday service. Leading the nation in remembrance, as ever, was the Queen, who first laid a wreath at the Cenotaph in 1945 and has done so every year since, except on the four occasions when she was overseas.
Dressed in her customary all-black ensemble with a clutch of scarlet poppies pinned against her left shoulder, she stepped forward following the end of the two-minute silence marked by the sounding of Last Post by 10 Royal Marine buglers.
The Queen laid her wreath at the foot of the Sir Edwin Lutyens Portland stone monument to the Glorious Dead, then stood with her head momentarily bowed.
She was joined by King Willem-Alexander of the Netherlands, who was invited to the Cenotaph for the first time to lay a wreath marking the 70th anniversary of the liberation of the Netherlands by British troops.
Watched by his wife Queen Maxima, who stood next to the Duchess of Cambridge in the Royal Box, the King laid a wreath marked with the simple message, 'In remembrance of the British men and women who gave their lives for our future.'
Wreaths were then laid by members of the Royal Family, all wearing military uniform: Prince Philip; then Prince Andrew, Prince Harry and Prince William at the same time ; then Prince Edward, Princess Anne and the Duke of Kent at the same time.
Three members of the Royal Family laying wreaths at the same time was an innovation in 2015 designed to slightly reduce the amount of time of the ceremony and thereby reduce the time that the Queen had to be standing.
Prince Charles attended a remembrance service in New Zealand.
The Prime Minister then laid a wreath. The Leader of the Opposition and Leader of the Labour Party, Jeremy Corbyn, appeared at the Cenotaph for the first time. He wore both a suit and a red poppy for the occasion.
His bow as he laid a wreath marked with the words 'let us resolve to create a world of peace' was imperceptible – and not enough for some critics. Yet unlike the 75th anniversary of the Battle of Battle service earlier this year, Mr Corbyn did join in with the singing of the national anthem.
Following the end of the official service at the Cenotaph, a mammoth column more than 10,000-strong (some 9,000 of whom were veterans) began marching along Whitehall, saluting the Cenotaph as they passed, Parliament Street, Great George Street, Horse Guards Road and back to Horse Guard Parade. The Duke of Cambridge took the salute from the column on Horse Guards Parade.
Time takes its inevitable toll on even the most stoic among us, and this year only a dozen World War Two veterans marched with the Spirit of Normandy Trust, a year after the Normandy Veterans' Association disbanded.
Within their ranks was 95-year-old former Sapper Don Sheppard of the Royal Engineers. Sheppard was of the eldest on parade and was pushed in his wheelchair by his 19-year-old grandson, Sam who, in between studying at Queen Mary University, volunteers with the Normandy veterans.
'It is because of my admiration for them,' he says. 'I see them as role models and just have the utmost respect for what they did.'
While some had blankets covering their legs against the grey November day, other veterans of more recent wars had only stumps to show for their service to this country during 13 long years of war in Afghanistan.
As well as that terrible toll of personal sacrifice, the collective losses – and triumphs - of some of the country’s most historic regiments were also honoured yesterday.
The Gurkha Brigade Association - marking 200 years of service in the British Army – marched to warm ripples of applause. The King’s Royal Hussars, represented yesterday by 126 veterans, this year also celebrate 300 years since the regiment was raised.
They were led by General Sir Richard Shirreff, former Deputy Supreme Allied Commander of Nato and Colonel of the regiment who himself was marching for the first time.
'We are joined by a golden thread to all those generations who have gone before us,” he said. “We are who we are, because of those that have gone before us.' "
Cenotaph Ceremony & March Past - 8 November 2015
Summary of Contingents
Column Number of marchers
B (Lead) 1,754
C 1,298
D 1,312
E 1,497
F 1,325
A 1,551
Ex-Service Total 8,737
M (Non ex-Service) 1,621
Total 10,358
Column B
Marker Detachment Number
1 Reconnaissance Corps 18 Anniversary
2 43rd Reconnaissance Regiment Old Comrades Assoc 10
3 3rd Regiment Royal Horse Artillery Association 60
4 Royal Artillery Association 18
5 Royal Engineers Association 37
6 Royal Engineers Bomb Disposal Association 65 Anniversary
7 Airborne Engineers Association 24
8 Royal Signals Association 48
9 Army Air Corps Association 42
10 Royal Army Service Corps & Royal Corps Transport Assoc 54
11 RAOC Association 18
12 Army Catering Corps Association 48
13 Royal Pioneer Corps Association 54 Anniversary
14 Royal Army Medical Corps Association 36
15 Royal Electrical & Mechanical Engineers Association 48
16 Royal Military Police Association 100
17 The RAEC and ETS Branch Association 12
18 Royal Army Pay Corps Regimental Association 36
19 Royal Army Veterinary Corps & Royal Army Dental Corps 18
20 Royal Army Physical Training Corps 24
21 Queen Alexandra's Royal Army Nursing Corps Assoc 48
22 Royal Scots Dragoon Guards 30
23 Royal Dragoon Guards 78
24 Queen's Royal Hussars (The Queen's Own & Royal Irish) 12
25 Kings Royal Hussars Regimental Association 126
26 16/5th Queen's Royal Lancers 36
27 17/21 Lancers 30
28 The Royal Lancers 24 New for 2015
29 JLR RAC Old Boys' Association 30
30 Association of Ammunition Technicians 24
31 Beachley Old Boys Association 36
32 Arborfield Old Boys Association 25
33 Gallipoli & Dardenelles International 24
34 Special Observers Association 24
35 The Parachute Squadron Royal Armoured Corps 24 New
36 Intelligence Corps Association 48
37 Women's Royal Army Corps Association 120
38 656 Squadron Association 24
39 Home Guard Association 9
40 British Resistance Movement (Coleshill Research Team) 12
41 British Limbless Ex-Service Men's Association 48
42 British Ex-Services Wheelchair Sports Association 24
43 Royal Hospital Chelsea 30
44 Queen Alexandra's Hospital Home for Disabled Ex-Servicemen & Women 30
45 The Royal Star & Garter Homes 20
46 Combat Stress 48
Total 1,754
Column C
Marker Detachment Number
1 Royal Air Force Association 150
2 Royal Air Force Regiment Association 300
3 Royal Air Forces Ex-Prisoner's of War Association 20
4 Royal Observer Corps Association 75 Anniversary
5 National Service (Royal Air Force) Association 42
6 RAFLING Association 24
7 6 Squadron (Royal Air Force) Association 18
8 7 Squadron Association 25
9 8 Squadron Association 24
10 RAF Habbaniya Association 25
11 Royal Air Force & Defence Fire Services Association 30
12 Royal Air Force Mountain Rescue Association 30
13 Units of the Far East Air Force 28 New
14 Royal Air Force Yatesbury Association 16
15 Royal Air Force Airfield Construction Branch Association 12
16 RAFSE(s) Assoc 45 New
17 Royal Air Force Movements and Mobile Air Movements Squadron Association (RAF MAMS) 24
18 Royal Air Force Masirah & Salalah Veterans Assoc 24 New
19 WAAF/WRAF/RAF(W) 25
19 Blenheim Society 18
20 Coastal Command & Maritime Air Association 24
21 Air Sea Rescue & Marine Craft Sections Club 15
22 Federation of RAF Apprentice & Boy Entrant Assocs 150
23 Royal Air Force Air Loadmasters Association 24
24 Royal Air Force Police Association 90
25 Princess Mary's Royal Air Force Nursing Service Association 40
Total 1,298
Column D
Marker Detachment Number
1 Not Forgotten Association 54
2 Stoll 18
3 Ulster Defence Regiment 72
4 Army Dog Unit Northern Ireland Association 48
5 North Irish Horse & Irish Regiments Old Comrades Association 78
6 Northern Ireland Veterans' Association 40
7 Irish United Nations Veterans Association 12
8 ONET UK 10
9 St Helena Government UK 24
10 South Atlantic Medal Association 196
11 SSAFA 37
12 First Aid Nursing Yeomanry (Princess Royal's Volunteers Corps) 12
13 Association of Jewish Ex-Servicemen & Women 48
14 British Nuclear Test Veterans Association 48
15 War Widows Association 132
16 Gurkha Brigade Association 160 Anniversary
17 British Gurkha Welfare Society 100 Anniversary
18 West Indian Association of Service Personnel 18
19 Trucial Oman Scouts Association 18
20 Bond Van Wapenbroeders 35
21 Polish Ex-Combatants Association in Great Britain 25
22 Stowarzyszenie Polskich Kombatantów Limited 18 New
23 Royal Hong Kong Regiment Association 12
24 Canadian Veterans Association 10
25 Hong Kong Ex-Servicemen's Association (UK Branch) 24
26 Hong Kong Military Service Corps 28
27 Foreign Legion Association 24
28 Undivided Indian Army Ex Servicemen Association 11 New
Total 1,312
Column E
Marker Detachment Number
1 Royal Marines Association 198
2 Royal Naval Association 150
3 Merchant Navy Association 130
4 Sea Harrier Association 24
5 Flower Class Corvette Association 18
6 HMS Andromeda Association 18
7 HMS Argonaut Association 30
8 HMS Bulwark, Albion & Centaur Association 25
9 HMS Cumberland Association 18
10 HMS Ganges Association 48
11 HMS Glasgow Association 30
12 HMS St Vincent Association 26
13 HMS Tiger Association 25
14 Algerines Association 20
15 Ton Class Association 24
16 Type 42 Association 48
17 Queen Alexandra's Royal Naval Nursing Service 36
18 Association of WRENS 90
19 Royal Fleet Auxiliary Association 10
20 Royal Naval Communications Association 30
21 Royal Naval Medical Branch Ratings & Sick Berth Staff Association 24
22 Royal Naval Benevolent Trust 18
23 Yangtze Incident Association 24
24 Special Boat Service Association 6
25 Submariners Association 30
26 Association of Royal Yachtsmen 30
27 Broadsword Association 36
28 Aircraft Handlers Association 36
29 Aircrewmans Association 40 Anniversary
30 Cloud Observers Association 10
31 The Fisgard Association 40
32 Fleet Air Arm Armourers Association 36
33 Fleet Air Arm Association 25
34 Fleet Air Arm Bucaneer Association 24
35 Fleet Air Arm Field Gun Association 24
36 Fleet Air Arm Junglie Association 18
37 Fleet Air Arm Officers Association 30
38 Fleet Air Arm Safety Equipment & Survival Association 24
39 Royal Navy School of Physical Training 24
Total 1,497
Column F
Marker Detachment Number
1 Blind Veterans UK 198
2 Far East Prisoners of War 18
3 Burma Star Association 40
4 Monte Cassino Society20
5 Queen's Bodyguard of The Yeoman of The Guard 18
6 Pen and Sword Club 15
7 TRBL Ex-Service Members 301
8 The Royal British Legion Poppy Factory 4
9 The Royal British Legion Scotland 24
10 Officers Association 5
11 Black and White Club 18
12 National Pigeon War Service 30
13 National Service Veterans Alliance 50
14 Gallantry Medallists League 46
15 National Malaya & Borneo Veterans Association 98
16 National Gulf Veterans & Families Association 30
17 Fellowship of the Services 100
18 Memorable Order of Tin Hats 24
19 Suez Veterans Association 50
20 Aden Veterans Association 72
21 1st Army Association 36
22 Showmens' Guild of Great Britain 40
23 Special Forces Club 12
24 The Spirit of Normandy Trust 28
25 Italy Star Association, 1943-1945, 48
Total 1,325
Column A
Marker Detachment Number
1 1LI Association 36
2 Royal Green Jackets Association 198
3 Parachute Regimental Association 174
4 King's Own Scottish Borderers 60
5 Black Watch Association 45
6 Gordon Highlanders Association 60
7 Argyll & Sutherland Highlanders Regimental Association 12
8 Queen's Own Highlanders Regimental Association 48
9 London Scottish Regimental Association 30
10 Grenadier Guards Association 48
11 Coldstream Guards Association 48
12 Scots Guards Association 48
13 Guards Parachute Association 36
14 4 Company Association (Parachute Regiment) 24
15 Princess of Wales's Royal Regiment 72
16 Royal East Kent Regiment (The Buffs) Past & Present Association 30
17 Prince of Wales' Leinster Regiment (Royal Canadians) Regimental Association 24
18 Royal Hampshire Regiment Comrades Association 14
19 The Royal Hampshire Regimental Club 24 New for 2015
20 Royal Northumberland Fusiliers 48 New
21 Royal Sussex Regimental Association 12
22 Green Howards Association 24
23 Cheshire Regiment Association 24
24 Sherwood Foresters & Worcestershire Regiment 36
25 Mercian Regiment Association 30
26 Special Air Service Regimental Association 4
27 The King's Own Royal Border Regiment 100
28 The Staffordshire Regiment 48
29 Rifles Regimental Association 40
30 The Rifles & Royal Gloucestershire, Berkshire & Wiltshire Regimental Association 30
31 Durham Light Infantry Association 60
32 King's Royal Rifle Corps Association 50
33 King's African Rifles 14 New for 2015
Total 1,551
Column M
Marker Detachment Number
1 Transport For London 48
2 Children of the Far East Prisoners of War 60
3 First Aid Nursing Yeomanry (Princess Royal's Volunteers Corps) 24
4 Munitions Workers Association18
5 Evacuees Reunion Association48
6 TOC H 20
7 Salvation Army 36
8 Naval Canteen Service & Expeditionary Force Institutes Association 12 Previously NAAFI
9 Royal Voluntary Service 24
10 Civil Defence Association 8
11 National Association of Retired Police Officers 36
12 Metropolitan Special Constabulary 36
13 London Ambulance Service NHS Trust 36
14 London Ambulance Service Retirement Association 18
15 St John Ambulance 36
16 British Red Cross 12
17 St Andrew's Ambulance Association 6
18 The Firefighters Memorial Trust 24
19 Royal Ulster Constabulary (GC) Association 36
20 Ulster Special Constabulary Association 30
21 Commonwealth War Graves Commission 12
22 Daniel's Trust 36
23 Civilians Representing Families 180
24 Royal Mail Group Ltd 24
25 Royal Society for the Prevention of Cruelty to Animals 24
26 The Blue Cross 24
27 PDSA 24
28 HM Ships Glorious Ardent & ACASTA Association 24 Anniversary
29 Old Cryptians' Club 12
30 Fighting G Club 18 Anniversary
31 Malayan Volunteers Group 12
32 Gallipoli Association 18
33 Ministry of Defence 20
34 TRBL Non Ex-Service Members 117
35 TRBL Women's Section 20
36 Union Jack Club 12
37 Western Front Association 8
38 Shot at Dawn Pardons Campaign 18
39 Royal Antediluvian Order of Buffaloes 24
40 National Association of Round Tables 24
41 Lions Club International 24
42 Rotary International 24
43 41 Club 6
44 Equity 12
45 Romany & Traveller Society 18
46 Sea Cadet Corps 30
47 Combined Cadet Force 30
48 Army Cadet Force 30
49 Air Training Corps 30
50 Scout Association 30
51 Girlguiding London & South East England 30
52 Boys Brigade 30
53 Girls Brigade England & Wales 30
54 Church Lads & Church Girls Brigade 30
55 Metropolitan Police Volunteer Police Cadets 18
56 St John Ambulance Cadets 18
57 YMCA 12
Total 1,621
Romanian paratroopers perform a high-altitude, low-opening jump out of a U.S. Air Force C-130J Super Hercules during exercise Carpathian Spring, May 18, 2014, above Campia Turzii, Romania. C-130J pilots, loadmasters and Army jumpmasters worked together with Romanian paratroopers to ensure their safety during static-line and HALO jumps from the aircraft above Romanian drop zones. (U.S. Air Force photo by Senior Airman Damon Kasberg/Released)
Replacing an earlier scanned slide with a better version 10-Mar-15.
G-ALZR was one of two aircraft used by the BKS Bloodstock division based in Belfast.
In early 1968 I had an interview with BKS in Belfast for a loadmaster position. However I realised while I was there that I wasn't over keen on horses and, as it was a job requirement, I didn't take the job. Sadly, I understand that the guy who did was the loadmaster on G-AMAD which crashed on landing at Heathrow in Jul-68.
G-ALZR was delivered new to BEA British European Airways in Feb-52. Just over five years later, in Aug-57, it was sold to Rolls Royce and was re-registered G-37-4 in Feb-59. It was used as a test-bed for the Rolls Royce Tyne engine.
It was sold to BKS Air Transport in May-63 and was converted to a freighter in Nov-64 for the BKS Bloodstock Division specialising in the carriage of horses.
It was damaged beyond repair while landing at London-Gatwick Airport in Jul-69 when the nosewheel collapsed. It was sold to Dan-Air London in Nov-69 for spares and transported to Dan-Air's Engineering base at Lasham, Hants, UK, where it was broken up in 1972.
Leach / Western Star 4900
This truck and others appear in the following video: www.youtube.com/watch?v=wO0anNXuXC8
Lt. Col. Andrew Campbell, 36th Airlift Squadron commander, prepares to land a C-130 Hercules during KEEN SWORD 2015 at Yokota Air Base, Japan, Nov. 13, 2014. KEEN SWORD is a bilateral exercise between the Japanese Air Self-Defense Force and U.S. service members to increase readiness to defend and support various crisis situations in the Pacific theater. (U.S. Air Force photo by Airman 1st Class Soo C. Kim/Released)
Senior Master Sgt. Phillip Johnson conducts backing procedures prior to a training flight onboard a C-17 Globemaster III Sept. 8, 2014, at Joint Base Charleston, S.C. Training flights are vital to the operational success of Airmen because they help develop the necessary skills for combat and humanitarian missions. Johnson is a loadmaster assigned to the 300th Airlift Squadron. (U.S. Air Force photo by Tech. Sgt. Barry Loo/Released)
Owned by: Morin Sanitation (at the time - company was sold and is now operated under new local ownership)
Chassis: Ford L8000
Body manufacturer: Loadmaster
Type of truck: Rear load garbage truck
Additional notes: This photo was given to me by my friend Carl. He owned this company up in Maine.
Location of photo: Maine
An Iraqi air force helicopter flies over Qayyarah West Airfield, Iraq, Nov. 18, 2016. (U.S. Air Force photo by Senior Airman Jordan Castelan) www.dvidshub.net
The pilot of a Royal Air Force C-130 Hercules guides the transport aircraft into Kabul Airport, Afghanistan.
The RAF has a total of 25 C-130J C4/C5 aircraft. The C4 is almost the same size as the current C3 aircraft, but with a slightly shorter fuselage, while the C5 is the same size as the C1.
The C-130J has been modified and upgraded to include new Allison AE turboprop engines and Dowty Aerospace six-bladed composite propellers. The new engines and advanced propellers, coupled with a new digital engine-control system, give the C-130J increased take-off thrust and better fuel efficiency; thus the external fuel tanks have been omitted.
The aircraft also has a revised flight deck with modern glass-cockpit and head-up displays, allowing two-pilot, flight deck operation. The cockpit of the aircraft is fully night-vision compatible with the use of night-vision goggles. A separate air loadmaster station has been established in the cargo hold. The aircraft has been cleared for wider use in the tactical TS role and is used for operational missions involving parachute ops and air despatch.
This image is available for high resolution download at www.defenceimages.mod.uk subject to the terms and conditions of the Open Government License at www.nationalarchives.gov.uk/doc/open-government-licence/. Search for image number 45154865.jpg
-------------------------------------------------------
Photographer: Cpl Dek Traylor
Image 45154865.jpg from www.defenceimages.mod.uk
For latest news visit www.mod.uk
Follow us:
A loadmaster at the rear of a CH-47 Chinook, waiting for departure.
This image really started my love for the X-Pro1.
When I purchased the Fuji X-Pro1 just prior to deploying to Afghanistan, photographer colleagues said I was a little crazy to be buying a brand new unproven camera system to take to a place where things just needed to work and work in some of the harshest conditions you can imagine.
The X-Pro1 was in no uncertain terms quite quirky when it was released but its capabilities were, and still are, extraordinary. Fujifilm to its credit further developed the X-Pro1 right up until its replacement was announced, and they only ever improved it. I had no hesitation using it in conjunction with Nikon D3 and D4.
The absolute stand out of the Fujifilm X system for me is the size, I can carry several bodies and an array of lenses in the same space as a full-frame DSLR and a 70-200mm f2.8 lens.
I love how unobtrusive the X-Pro1 is and whilst I might lust over the medium format GFX 50, I am never unhappy with the images the X-Pro1 produces.
Image captured using a Fujifilm X-Pro1 with the XF18mm f2 lens, 5 secs @f2.8, ISO6400.
Processed using from a RAW Fuji file using Adobe Lightroom 6.12 and Google’s Nik Collection Dfine 2.0, Viveza 2 and Color Efex Pro 4.
Northeast Interior - Demolition, NE, 12, in Manhattan, New York, USA. February, 2022. Copyright Tom Turner
The beast emerges!
With the AN124 having arrived earlier in the morning naturally with a crew out of hours, unloading could not begin until they had rested. The loadmaster was a pivotal member and as part of the crew the process cold not begin without him.
After much ground work had been done during the day by both A.L.E and Irish Rail the process of extracting the locomotive from the cavenorus AN124 begun in earnest once he had returned.
Shortly before 23.00 on the chilly evening of June 9th 1994 201 was hauled out of the hold and positioned onto the prepared tracks
This may not be an instantly recognisable classic in Concours condition, but it is old, dilapidated, off-the-road and overgrown by nature, so it has already taken my interest! This vehicle is of course, a 1965 Chaseside ‘SL 1000 Super Loadmaster’ bucket loader digger/excavator unit. Chaseside was a pioneering manufacturer of the modern bulldozer + digger as early as the 1930s, and as such, the company was later bought out by the big boys in this British industry - JCB itself in 1968. This example still wears its original, stamped seven-character “C” black plate (heavily faded) Yorkshire region May 1965 registration “GWW 809C”. The digger has remained on this farm in County Durham, Northeast England, U.K. since the late 1980s. According to a member of the family, the diesel engine of this vehicle still turns + runs and is started up every few years by the current owner, to prevent the motor from completely seizing up. Original Chaseside machines, either preserved, or still operational are very rare nowadays.
U.S. Air Force 1st Lt. Brent Stevens, a pilot with the 774th Expeditionary Airlift Squadron, flies a C-130 Hercules aircraft toward Forward Operating Base (FOB) Sharana, Paktika province, Afghanistan, Sept. 28, 2013. Airmen with the unit transported the last cargo from FOB Sharana before command of the base was transferred to the Afghan Ministry of Defense. (DoD photo by Master Sgt. Ben Bloker, U.S. Air Force/Released)
Air Bridge Carriers Argosy G-APRL at Barcelona after delivering some oilwell equipment from East Midlands. I was loadmaster.
Photo: Dick Gilbert, Barcelona, 16 August 1978.
Operated by: City of Minneapolis Public Work Dept.
Unit Number: 16011
Body: Loadmaster Elite
Chassis: Ford F-550
Notes:
____________________________________________
Pup truck, likely either used for missed stops or servicing carts at the parks and rec centers.
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
Please do not use this photo or any part of this photo without first asking for permission, thank you.
____________________________________________
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
The Lockheed L300 was originally conceived as a military strategic airlifter that served under the designation C-141 Starlifter with the Military Air Transport Service (MATS), its successor organization the Military Airlift Command (MAC), and finally the Air Mobility Command (AMC) of the United States Air Force (USAF).
In the early 1960s, the United States Air Force's Military Air Transport Service (MATS) relied on a substantial number of propeller-driven aircraft for strategic airlift, such as the C-124 Globemaster II and C-133 Cargomaster. As these aircraft were mostly obsolescent designs and the Air Force needed the benefits of jet power, the USAF ordered 48 Boeing C-135 Stratolifters as an interim step. The C-135 was a useful stop-gap, but only had side-loading doors and much of the bulky and oversize equipment employed by the U.S. Army would not fit.
In the spring of 1960, the Air Force released Specific Operational Requirement 182, calling for a new aircraft that would be capable of performing both strategic and tactical airlift missions. The strategic role demanded that the aircraft be capable of missions with a radius of at least 3,500 nautical miles (6,500 km) with a 60,000 pounds (27,000 kg) load. The tactical role required it to be able to perform low-altitude air drops of supplies, as well as carry and drop combat paratroops. Several companies responded to SOR 182, including Boeing, Lockheed, and General Dynamics.
Lockheed responded to the requirement with a unique design: the Lockheed Model 300, the first large jet designed from the start to carry freight. The Model 300 had a swept high-mounted wing with four 21,000 pounds-force (93 kN) thrust TF33 turbofan engines pod-mounted below the wings. An important aspect was the cabin's floor height of only 50 inches (130 cm) above the ground, allowing easy access to the cabin through the rear doors. The two rear side doors were designed to allow the aircraft to drop paratroops (in August 1965 the aircraft performed the first paratroop drop from a jet-powered aircraft). The rear cargo doors could be opened in flight for airborne cargo drops. The high-mounted wings gave internal clearance in the cargo compartment of 10 feet (3.0 m) wide, 9 ft (2.7 m) high and 70 ft (21 m) long. The size enabled the Starlifter to carry, for example, a complete LGM-30 Minuteman intercontinental ballistic missile in its container. The aircraft was capable of carrying a maximum of 70,847 pounds (32,136 kg) over short distances, and up to 92,000 pounds (42,000 kg) in the version configured to carry the Minuteman, which lacked other equipment. The aircraft could also carry up to 154 troops, 123 paratroops or 80 litter patients.
President John F. Kennedy's first official act after his inauguration was to order the development of the Lockheed 300 on 13 March 1961, with a contract for five aircraft for test and evaluation to be designated the C-141. One unusual aspect of the aircraft was that it was designed to meet both military and civil airworthiness standards, since Lockheed hoped to sell the aircraft, much like the C-130 Hercules, to airlines, too. The prototype C-141A (s/n 61-2775) was manufactured and assembled in record time. The prototype was rolled out of the Lockheed factory at Marietta, Georgia on 22 August 1963 and first flew on 17 December, the 60th anniversary of the Wright brothers' first flight. The company and the Air Force then started an operational testing program and the delivery of 284 C-141 aircraft.
The effort to sell the aircraft on the civilian market included some detail changes like a different yoke and cockpit equipment. Two versions were offered: the original aircraft (designated L300-100 StarLifter), based on the C-141’s hull, and a strongly stretched version, 37 feet (11 m) longer than the L300-100, and marketed as the L300-200 SuperstarLifter. Specialized versions like an aerial firefighting water bomber were proposed, too, and an initial L300-100 prototype made a global sales tour (which was later donated to NASA).
Response from the civil market was rather lukewarm, though, and resulted only in orders from Flying Tiger Line and Slick Airways for four aircraft each. Nevertheless, production of the civil StarLifter was launched in 1966, since the differences to the military aircraft were only minimal and Lockheed considered the financial risks to be acceptable. However, only twelve aircraft were initially ordered when production was greenlighted, but there was the expectation to attract more sales once the aircraft proved itself in daily business.
Despite a very good service record, this did not happen. To make matters worse, unexpected legal problems seriously threatened the newly introduced transport aircraft: In the early 1970s, strict noise limits for civil aircraft threatened operations, esp. in the USA. Several American L300 operators approached Lockheed for suitable noise reduction modifications, but the company did not react. However, third parties that had developed aftermarket hush kits for other airliners like the Boeing 707 or the Douglas DC-8 chimed in and saw their opportunity, and in 1975 General Electric began discussions with the major L300 operators with a view to fitting the new and considerably quieter Franco-American CFM56 engine to the transport aircraft. Lockheed still remained reluctant, but eventually came on board in the late 1970s and supported the conversion kit with new nacelles and pylons. This engine kit was unofficially baptized the “StarSilencer” program, which was offered as a retrofit kit and as an option for newly built aircraft, which were designated L300-1100 and -1200, respectively.
The kit was well received and all operational private L300s were upgraded with the fuel-efficient 22,000 lb (98.5 kN) CFM56-2 high-bypass turbofans until 1984, preventing a premature legal end of operations in wide parts of the world. The benefits of the upgrade were remarkable: The new engines were markedly quieter than the original Pratt & Whitney TF33-P-7 turbofans, and fuel efficiency was improved by 20%, resulting in a higher range. The CFM56s also offered 10% more thrust than the TF33-P-7s’ 20,250 lbf (90.1 kN each) output, and this extra thrust improved the aircraft’s take-off performance, too.
The USAF did not adopt the “StarSilencer” upgrade and rather focused on the fuselage extension program that converted all existing C-141As into C-141Bs from 1979 onwards, so that the aircraft’s payload potential could be better exploited. However, the new CFM56 engines made the L300 more attractive to civil operators, and, beyond the upgrade program for existing airframes, a second wave of orders was placed for both the L300-1100 and -1200: until 1981, when civil L300 production was stopped, eighteen more aircraft had been ordered, primarily for operators in North America and Canada, bringing total production to 40 machines, plus the initial demonstrator prototype.
One of these late buyers outside of the American continent was Air Greenland. Founded in 1960 as Grønlandsfly, the airline started its first services with Catalina water planes and within the decade expanded to include DHC-3 Otters as well as Sikorsky S-61 helicopters, some of which remain in active service. Grønlandsfly also picked up a Danish government contract to fly reconnaissance missions regarding the sea ice around Greenland.
During the 1970s, Grønlandsfly upgraded its airliner fleet, and mining in the Uummannaq Fjord opened new business opportunities beyond passenger services. To enter the bulk cargo business for mining companies with routes to Canada, North America and Europe as well as civil freight flights for the U.S. Army in Greenland (e. g. for the USAF’s Sondrestrom and Thule Air Bases), the purchase of a dedicated transport aircraft was considered. This eventually led to the procurement of a single, new L300-1100 StarLifter with CFM56-2 engines in 1980 – at the time, the biggest aircraft operated by Grønlandsfly. Domestic as well as international passenger service flourished, too: By the end of 1979, the number of Grønlandsfly passengers served annually exceeded 60,000 – this was more than the population of Greenland itself! However, the airline’s first true jet airliner, a Boeing 757-200, began operation in May 1998. Before, only propeller-driven aircraft like vintage Douglas DC-4 and DC-6 or the DHC Twin Otter and Dash 7 turboprop aircraft had been the main passenger types. In 1999, the airline already served 282,000 passengers, nearly triple the number at the end of the previous decade.
In 2002 the company rebranded itself, anglicizing its name to Air Greenland and adopting a new logo and livery. The L300-1100 was kept in service and remained, until the introduction of a single Airbus A330 in 2003 (purchased after SAS abandoned its Greenland service and Air Greenland took these over), Air Greenland’s biggest aircraft, with frequent cargo flights for the Maarmorilik zinc and iron mines.
StarLifters remained in military duty for over 40 years until the USAF withdrew the last C-141s from service in 2006, after replacing the airlifter with the C-17 Globemaster III. In civil service, however, the L300, despite its small production number, outlasted the C-141. After the military aircraft’s retirement, more than twenty StarLifters were still in private service, most of them operating under harsh climatic conditions and in remote parts of the world.
General characteristics:
Crew: 4 - 6 (2 pilots, 2 flight engineers, 1 navigator, 1 loadmaster)
Length: 145 ft (44.27 m)
Wingspan: 160 ft 0 in (48.8 m)
Height: 39 ft 3 in (12 m)
Wing area: 3,228 ft² (300 m²)
Empty weight: 136,900 lbs (62,153 kg)
Loaded weight: 323,100 lbs (146,688 kg)
Max Payload, 2.25g: 94,508 lb (42.906 kg)
Max Takeoff Weight, 2.25g: 343,000 lb (155,722 kg)
Powerplant:
4× CFM International CFM56-2 high-bypass turbofans, delivering 22,000 lb (98.5 kN) each
Performance:
Maximum speed: 567 mph (493 kn, 912 km/h)
Cruise speed: 495 mph (430 kn, 800 km/h)
Range: 4,320 mi (2,350 nmi, 6,955 km)
Ferry range: 7,245 mi (6,305 nmi, 11,660 km)
Service ceiling: 41,000 ft (12,500 m)
Rate of climb: 2,600 ft/min (13.2 m/s)
Wing loading: 100.1 lb/ft2 (490 kg/m²)
Thrust/weight: 0.25
The kit and its assembly:
This is another project I had on my agenda for a long time, it was inspired by a picture of the civilian L300 demonstrator and the question what a StarLifter in civil service could look like? Such a type (like the C-130) would only make sense for bulk cargo transport business, and probably only for rather remote locations, so I went up North with my thoughts and initially considered Air Canada or Buffalo Airways as an operator, but then remembered Air Greenland – a very good fit, and the current livery would make the L300 a colorful bird, too.
The basis is Roden’s C-141B kit, AFAIK the only affordable IP kit of this aircraft when I had the idea for this build a while ago; A&A Models released in the meantime a C-141A in June 2021, but it is prohibitively expensive, and Anigrand does a C-141A resin kit. The Roden kit is a sound offering. The parts fit well, even though the seams along the long fuselage and the wing roots need attention and PSR, and at the small 1:144 scale the (engraved) surface details are just fine. It’s not a stellar model, but a sturdy representation with surprisingly massive parts, esp. the fuselage: its walls are almost 3mm thick!
However, I did not want to build the stretched USAF version. The original civil L300 had the same fuselage as the C-141A, and I found this option to be more plausible for the haul of singular heavy equipment than the stretched version, and the decision to shorten the C-141B also had logistic reasons, because I’d have to store the model somewhere once finished… And, finally, I think that the original, short C-141 is just looking good. ;-)
So, I simply “de-plugged” the fuselage. In real life, the C-141B had two extensions: a 160” plug in front and another 120” insert behind its wings. This translated into 2.8 and 2.1 cm long sections on the model that were simply sawed off from the completed fuselage. Thanks to the massive fuselage walls, gluing the parts back together was an easy task, resulting in a very stable connection. The seams were hidden under some PSR, as well as two windows. The C-141B’s fairing for the refueling receptive was also sanded away. The front plug was easily hidden, but the rear plug called for some body sculpting, because the fuselage has a subtle bulge around the cargo door and its ramp – the shapes in front and behind it don’t differ much, though.
Another change for a more fictional civil variant: the engines. This was a lucky coincidence, because I had a complete set of four CFM56 turbofan nacelles left over from my shortened Minicraft DC-8 build a while ago, and the StarLifter lent itself to take these different/more modern engines, esp. for the civilian market. The swap was not as easy as expected, though, because the C-141’s nacelles are much different, have longer pylons and their attachment points in the wings were OOB not compatible at all with the CFM56 pods. I eventually filled the attachment slots in the wings and glued the complete CFM56 nacelles with their short DC-8 pylons directly under the wings, blending these areas with PRS. The engines’ position is now markedly different (higher/closer to the wings and further forward), but the engines’ bigger diameter IMHO justifies this change – and it turned out well.
The rest of the Roden model was left OOB, I just added a ventral display adapter for the flight scenes.
Painting and markings:
As mentioned above, I was looking for a “bush pilot” operator of suitable size in the Northern hemisphere, and Greenland Air was chosen because of its exoticism and the airline’s distinctive and simple livery. Does anyone know this rather small airline at all? Potential freight for the US Army as well as for private mining companies with lots of heavy equipment made the StarLifter’s operation plausible.
To make the plan work I was lucky that Draw Decal does an 1:144 sheet for the airline‘s (sole) Boeing 757, and its simple post-2002 all-red paint scheme was easily adapted to the StarLifter. The fuselage and the nacelles were painted with brushes in Humbrol 19 (Gloss Red, it comes IMHO close to the rich real-world tone), while the wings and the engine pylons became Humbrol 40 (Glossy Light Gull Grey). For some variety I added a medium grey (Humbrol 126, FS 36270) Corroguard panel to the wings’ upper surface, later framed with OOB decals. The white door markings came from a generic PAS decals sheet. All decals were very thin, esp. the Draw Decals sheet, which had to be handled with much care, but they also dried up perfectly and the white print inks turned out to have very good opacity. Adapting the Boeing 757 decals to the very different C-141 hull was also easier than expected, even though the "Air Greenland" tag on the nose ended up quite far forward and the emblem on the fin lots its uppermost white circle.
The cockpit, which comes with no interior, was painted in black, while the landing gear wells and struts were painted in a very light grey (Humbrol 196, RAL 7035) with white rims.
Panel lines were emphasized with a little black ink, and the cockpit glazing turned out to be a bit foggy - which became only apparent after I added the red around it. In order to hide this flaw I just laid out the window panels with Tamiya "Smoke".
Finally the model finally received an overall coat of gloss acrylic varnish from a rattle can.
A colorful result, even though the bright red C-141 looks unusual, if not odd. The different engines work well; with the shorter fuselage, the new, wider nacelles change the StarLifter’s look considerably. It looks more modern (at least to me), like a juiced-up Bae 146 or a C-17 on a diet?
Germany, Hamburg, “Street Mag Show 2015”, cruising back in time in admiration to the US classics, hot roads & iconic cars from the 30th to the late 80th.
1948 Chevrolet Loadmaster Fire-Truck
The truck was till 2011 in Lowry, South Dakota in service,
the population of the “town” was 6 at the 2010 census & is home to Lowry Pilgrim Community Church.
2013 the car was brought to Germany.
...Danke, Xièxie 谢谢, Thanks, Gracias, Merci, Grazie, Obrigado, Arigatô, Dhanyavad, Chokrane to you & over
9 million visits in my photostream with countless motivating comments
Loadmaster, Master Corporal Gary Keir drops streamers during a Joint Operation Search and Rescue Exercise in Key West, Florida U.S.A on March 5, 2016.
Photo: Corporal Steve Wilson, 14 Wing Imaging
GD2016-0107-031
~
Le caporal chef Gary Keir, arrimeur, laisse tomber des fanions lors d’un exercice conjoint de recherche et sauvetage à Key West, en Floride, aux É. U., le 5 mars 2016.
Photo : Caporal Steve Wilson, Services d’imagerie de la 14e Escadre
GD2016-0107-031
Staff Sgt. Kareem Spearman and Tech. Sgt. Jaime Bustamante, both 102nd Rescue Squadron loadmasters, watch as a UH-60 Pave Hawk refuels during an air refueling training scenario over the Gulf Coast of Mississippi during exercise Southern Strike 17, Oct. 31, 2016. Southern Strike is a total force, multi-service training exercise hosted by the Mississippi Air National Guard’s Combat Readiness Training Center in Gulfport, Miss., and took place from from Oct. 24 through Nov. 4. The exercise emphasized air-to-air, air-to-ground and special operations forces training opportunities. (U.S. Air Force photo/Staff Sgt. Michael Battles)
The RAF Chinook's loadmaster giving everyone a big hand at Saturday's wet Dunsfold show!
I hope it was a waterproof one..........
They were flying sideways at the time!
An 82nd Expeditionary Rescue Squadron pararescueman participates in a static line parachute jump into the water from a 75th Expeditionary Airlift Squadron C-130J Hercules near Camp Lemonnier, Djibouti, May 11, 2019. The pararescueman is deployed in support of Combined Joint Task Force-Horn of Africa. (U.S. Air Force photo by Tech Sgt. Chris Hibben)