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After saying before in the description of the charity bus repaint that I didn't want to tackle 603's vinyl wrap - guess what I then went and did..?
I had a moment like the boys from (proper) Top Gear and questioned "how hard can it be?"
Well, after several days at it, I finally believe I have finished it to a decent enough level to be called done. True, it isn't 100% accurate to the real bus but I'd go as far as to say it's quite close. And as to how hard it was, well let's just say it was getting tedious by the end and an enormous relief when I discovered the stick figures on the nearside were pretty much all duplicates of ones on the offside - meaning I had much less work to do on the nearside than I first thought!
Livery available to be downloaded from:
fellowsfilm.com/downloads/nottingham-city-transport-c400r...
The Class 322s have had quite a nomadic existence never really found a proper home anywhere over the last thirty years since they were first introduced by Network South East for express services to Stansted Airport from Liverpool Street. After privatisation the units lost their unique variation of NSE livery in favour of the livery pictured above and took the branding 'Stansted Skytrain'. Not long after this the units became part of the WAGN common user fleet and were liable to turn up on any working. This led to most of the small class transferring to North Western Trains for their new Manchester Airport to London Euston service. After a brief return to WAGN they once again headed north but this time they went to Scotrail for use on the North Berwick line from Edinburgh, the above picture is an unknown working but it appears to be a crew training or route learning trip.They headed south once again in 2009 after the Class 380s arrived in Scotland and this time they headed to Northern and found use alongside their cousins the Class 321/9s and the newer Class 333s on local duties from Leeds. Their time now seems to be up however with the imminent arrival of new Class 331 emus.
Moves that day:
5862 & 5863 0518 Feltham-Vauxhall
3083 Vauxhall-Kings Cross
319382 & 319429 0631 Kings Cross Thameslink-Luton Airport Parkway
G-EZJA 0935 Luton-Glasgow International
334029 1113 Paisley Gilmour St-Glasgow Central
170417 1230 Glasgow Queen Street-Edinburgh Waverley
91127 & 82218 1400 Edinburgh Waverley-Newcastle
91021 & 82205 1626 Newcastle-Yok
373301 & 373302 1750 York-London Kings Cross
3186 Kings Cross-Euston
53713 Euston-Waterloo
5858 2042 London Waterloo-Feltham
A welcome sight with a 'proper' ST class - ST821 released from the LT Museum for the day . The bus was built in 1931 with a LGOC body and was used by LT Country services but is shown here in Central red which was applied after withdrawal in 1950. The Country green was later reinstated for display in the museum.
Photo by: Abdulhameed Shamandour
Location: Wadi Rum, Jordan
Wadi Rum (Arabic: وادي رم) also known as The Valley of the Moon (Arabic: وادي القمر) is a valley cut into the sandstone and granite rock in south Jordan at 60 km (37 mi) to the east of Aqaba. It is the largest wadi in Jordan. The name Rum most likely comes from an Aramaic root meaning 'high' or 'elevated'. To reflect its proper Arabic pronunciation, archaeologists transcribe it as Wadi Ramm. The highest elevation in Wadi Rum is Mount Um Dami at more than 1,800 m (5,900 ft) above sea level.
After missing a ‘proper shot’ of DB 60054 on Thursday as I misinterpreted the timetable, today the loco could be found on the oil circuit at Clay Mills, just into East Staffordshire (the border is the far bridge) on 12/01/19. This was my first visit to the footbridge here after a bit of homework was done on the location. The working was the 6M57 0717 Lindsey Oil Refinery to Kingsbury Oil Sidings tanks. A pillbox can be seen in the field behind the loco, with the redundant cooling towers of Willington Power Station on the horizon.
With it's 'cigar tube' shaped fuselage and huge contra-rotating props it can only be a Soviet Air Force Tupolev Tu-95! This beauty - number '20' and NATO code-named 'Bear' - is seen nose on in the static park at the 1993 Royal International Air Tattoo - held at RAF Fairford in July of that year.
Jaw dropping stuff when you consider that up until 1993, the only time these massive Russian beasts were seen around our shores were when they were intercepted by the QRA defence flights - Lightnings or Phantoms out of RAF Leuchars or Binbrook - launched at minutes notice to intercept and shepherd them away as they passed as close as possibly they could to us on their way down to Cuba or other friendly 'destinations' as they maintained long-range 'intel' gathering missions on what NATO could respond with!
An old 35mm transparency scanned with a Plustek 7600i Ai film and neg scanner, photo-shop and then Neat Image
There was presumably a bridge in this location already before the Dissolution, giving access to the Augustinian priory of Beddgelert from the northern side of the river. By 1623 the bridge was recorded as being in need of repair and was repaired and widened again in 1778. Much of the bridge appears to have been swept away in a flood of 1799 and was again repaired and doubled in width between 1802 and 1811. In the latter year a toll was established on the bridge for the turnpike road. Further repairs were carried out c1890 and in 1906.
Triple-arched rubble road bridge, doubled in width on the downstream side; set on a cobbled plinth-raft, projecting beyond the bridge proper on both up- and downstream sides. Rough-dressed voussoirs to segmental arches, with narrow stones forming projecting arch-rings. The central arch is the largest, with a slightly smaller N arch and a small flood-arch to the S. The carriageway is gently humped to the centre and on each side is a refuge contained within a triangular cutwater. Long slatestone capping stones to rubble parapets, splayed at the approaches. On the inner downstream splay at the N end are inset milestones of incised slate, probably late C19 or early C20. That on the L is inscribed: 'To Penygwryd 7; to Llanberis 13, to Capel Curig ..[indistinct]'. That to the R is inscribed: 'To Portmadoc Miles 7 1/2.
On the N side of the bridge the splayed parapets continue beyond the approaches as low rubble walls; these run parallel with the river on both sides with rough coping stones and extend for approximately 100m, with an average road-side height of 0.60m and a reveted river-side height of approximately 3m. In the angle with the bridge on the downstream side is a squinch. The downstream S side also adjoins a (rebuilt) rubble wall, which extends for a similar distance at an average height of 1m.
Afon Glaslyn (Welsh for 'River Glaslyn') is a river in Gwynedd, north-west Wales. While not of great significance in terms of its length (about 16 miles (26 km)), it is one of Gwynedd's primary rivers, and has greatly influenced the landscape in which it flows.
It has its source in Glaslyn, a cirque lake on the flanks of Snowdon. It is joined by Nant Traswnant which drains Pen-y-Pass and by Nant Cynnyd before entering the beautiful lake, Llyn Gwynant. The river then flows through Llyn Dinas before entering the village of Beddgelert. In the middle of the village it is joined by the substantial tributary, the River Colwyn which drains the south-western flank of Snowdon. The much enlarged river flows down past Gelert's grave before tumbling down into the Aberglaslyn Pass. This is a small rocky gorge close to the main road which provides easy public access to a most picturesque piece of Snowdonian scenery.
Passing through Pont Aberglaslyn, the river emerges from the gorge into the relatively flat agricultural land of Tremadog and Porthmadog. This wide flat valley – now called Traeth Mawr – was once the estuary of the Glaslyn before the Porthmadog Cob was created. This sealed off the mouth of the estuary, enabling the land to be reclaimed. Once the river has crossed under the railway line, it meanders in large pools and marshes before eventually passing through the tidal sluices on the Cob at the south-eastern end of the town of Porthmadog, and from there into Tremadog Bay. Further south, the River Dwyryd also drains into Tremadog Bay.
The first pair of breeding ospreys in Wales nest at Pont Croesor about 4 miles (6.4 km) upstream from Porthmadog where the RSPB have set up observation facilities. They first bred in 2005 and have returned every year since.
Fishing on the Glaslyn up to Beddgelert is controlled by the Glaslyn Angling Association.
Beddgelert is a village and community in the Snowdonia area of Gwynedd, Wales. The population of the community taken at the 2011 census was 455, and includes Nantmor and Nant Gwynant. It is reputed to be named after the legendary hound Gelert. The community is large and sparsely populated and covers 86 square kilometres.
The village stands in a valley at the confluence of the River Glaslyn and the River Colwyn. Just above the confluence of the rivers, in the centre of the village, is an old stone bridge with two arches. The River Gwynant also exists in the area, coinciding with the River Colwyn under what locals know as ‘Pont Bren’, creating the River Glaslyn. Many of the houses and hotels are built of local dark stone. To the west is Moel Hebog and its neighbours to the north and a series of hills rising to the top of Snowdon. A lane of the A4085 between Caernarfon (13 miles north) and Porthmadog (8 miles south) runs through the village.
The outdoor equipment company Gelert originated in Bryncir then moved to Beddgelert but later moved its headquarters to nearby Porthmadog.
The folk tale of the faithful hound "Gelert" is often associated with the village. A raised mound in the village is called "Gelert's Grave" and is a significant tourist attraction. But the grave was built by the late 18th-century landlord of the Goat Hotel, David Pritchard, who created it in order to encourage tourism. Similar legends can be found in other parts of Europe and Asia.
The village is probably named after an early Christian missionary and leader called Celert (or Cilert) who settled here early in the 8th century. The earliest record of the name Beddgelert appears on a document dated 1258, and the name recorded is "Bekelert". In a document of 1269 it is recorded as "Bedkelerd".
The Church of St. Mary stands at the end of Stryd yr Eglwys (Church Street). This was originally a part of an Augustinian Monastery (the chapel), but is all that remains since the rest of the monastery was burnt down during Edward I's war of conquest. Rebuilding was probably not completed at the time of the suppression of the monastery in about 1536. Parts of the building date from the 12th century and is still in active use today.
Beddgelert is a significant tourist attraction, its picturesque bridge crossing the River Colwyn just upstream of its confluence with the River Glaslyn. It is also the nearest village to the scenic Glaslyn gorge, an area of tumultuous river running between steep wooded hills. Much of the area is, however, becoming invaded by the alien plant, Rhododendron ponticum which provides a covering of pink blossom in May and June, but which is slowly blanketing out the native flora. Attempts have been made to control its spread by cutting and burning.
River levels on the River Glaslyn in Beddgelert are constantly monitored by the Natural Resources Wales, in order to give advance warning of flood conditions lower down the valley.
Beddgelert has a range of hotels with public bars, guesthouses, cafes, and restaurants. The car park in the village provides the easiest access route for climbing Moel Hebog, the mountain which directly overlooks the village.
Part of the restored Welsh Highland Railway runs through the village. In April 2009 the railway station was reopened to the public. The line links the village with Caernarfon to the north and Porthmadog to the south.
Other local attractions include the Sygun Copper Mine.
The village is also linked with the Rupert Bear stories, as Alfred Bestall wrote and illustrated some of the stories whilst he lived in the village, in a cottage at the foot of Mynydd Sygun.[8] There is even a small area known as ‘Rupert Garden’ in the village, dedicated to the Bear; a short walk from Alfred Bestall's old home.
Many films have made use of the scenery around Beddgelert; most notably The Inn of the Sixth Happiness, starring Ingrid Bergman. Other more modern films such as Tomb Raider 2: Lara Croft and the Cradle of Life have also been filmed here; starring Angelina Jolie.
Gwynedd is a county in the north-west of Wales. It borders Anglesey across the Menai Strait to the north, Conwy, Denbighshire, and Powys to the east, Ceredigion over the Dyfi estuary to the south, and the Irish Sea to the west. The city of Bangor is the largest settlement, and the administrative centre is Caernarfon. The preserved county of Gwynedd, which is used for ceremonial purposes, includes the Isle of Anglesey.
Gwynedd is the second largest county in Wales but sparsely populated, with an area of 979 square miles (2,540 km2) and a population of 117,400. After Bangor (18,322), the largest settlements are Caernarfon (9,852), Bethesda (4,735), and Pwllheli (4,076). The county has the highest percentage of Welsh speakers in Wales, at 64.4%, and is considered a heartland of the language.
The geography of Gwynedd is mountainous, with a long coastline to the west. Much of the county is covered by Snowdonia National Park (Eryri), which contains Wales's highest mountain, Snowdon (Yr Wyddfa; 3,560 feet, 1,090 m). To the west, the Llŷn Peninsula is flatter and renowned for its scenic coastline, part of which is protected by the Llŷn AONB. Gwynedd also contains several of Wales's largest lakes and reservoirs, including the largest, Bala Lake (Llyn Tegid).
The area which is now the county has played a prominent part in the history of Wales. It formed part of the core of the Kingdom of Gwynedd and the native Principality of Wales, which under the House of Aberffraw remained independent from the Kingdom of England until Edward I's conquest between 1277 and 1283. Edward built the castles at Caernarfon and Harlech, which form part of the Castles and Town Walls of King Edward in Gwynedd World Heritage Site. During the Industrial Revolution the slate industry rapidly developed; in the late nineteenth century the neighbouring Penrhyn and Dinorwic quarries were the largest in the world, and the Slate Landscape of Northwest Wales is now a World Heritage Site. Gwynedd covers the majority of the historic counties of Caernarfonshire and Merionethshire.
In the past, historians such as J. E. Lloyd assumed that the Celtic source of the word Gwynedd meant 'collection of tribes' – the same root as the Irish fine, meaning 'tribe'. Further, a connection is recognised between the name and the Irish Féni, an early ethnonym for the Irish themselves, related to fían, 'company of hunting and fighting men, company of warriors under a leader'. Perhaps *u̯en-, u̯enə ('strive, hope, wish') is the Indo-European stem. The Irish settled in NW Wales, and in Dyfed, at the end of the Roman era. Venedotia was the Latin form, and in Penmachno there is a memorial stone from c. AD 500 which reads: Cantiori Hic Iacit Venedotis ('Here lies Cantiorix, citizen of Gwynedd'). The name was retained by the Brythons when the kingdom of Gwynedd was formed in the 5th century, and it remained until the invasion of Edward I. This historical name was revived when the new county was formed in 1974.
Gwynedd was an independent kingdom from the end of the Roman period until the 13th century, when it was conquered by England. The modern Gwynedd was one of eight Welsh counties created on 1 April 1974 under the Local Government Act 1972. It covered the entirety of the historic counties of Anglesey and Caernarfonshire, and all of Merionethshire apart from Edeirnion Rural District (which went to Clwyd); and also a few parishes of Denbighshire: Llanrwst, Llansanffraid Glan Conwy, Eglwysbach, Llanddoged, Llanrwst and Tir Ifan.
The county was divided into five districts: Aberconwy, Arfon, Dwyfor, Meirionnydd and Anglesey.
The Local Government (Wales) Act 1994 abolished the 1974 county (and the five districts) on 1 April 1996, and its area was divided: the Isle of Anglesey became an independent unitary authority, and Aberconwy (which included the former Denbighshire parishes) passed to the new Conwy County Borough. The remainder of the county was constituted as a principal area, with the name Caernarfonshire and Merionethshire, as it covers most of the areas of those two historic counties. As one of its first actions, the Council renamed itself Gwynedd on 2 April 1996. The present Gwynedd local government area is governed by Gwynedd Council. As a unitary authority, the modern entity no longer has any districts, but Arfon, Dwyfor and Meirionnydd remain as area committees.
The pre-1996 boundaries were retained as a preserved county for a few purposes such as the Lieutenancy. In 2003, the boundary with Clwyd was adjusted to match the modern local government boundary, so that the preserved county now covers the two local government areas of Gwynedd and Anglesey. Conwy county borough is now entirely within Clwyd.
A Gwynedd Constabulary was formed in 1950 by the merger of the Anglesey, Caernarfonshire and Merionethshire forces. A further amalgamation took place in the 1960s when Gwynedd Constabulary was merged with the Flintshire and Denbighshire county forces, retaining the name Gwynedd. In one proposal for local government reform in Wales, Gwynedd had been proposed as a name for a local authority covering all of north Wales, but the scheme as enacted divided this area between Gwynedd and Clwyd. To prevent confusion, the Gwynedd Constabulary was therefore renamed the North Wales Police.
The Snowdonia National Park was formed in 1951. After the 1974 local authority reorganisation, the park fell entirely within the boundaries of Gwynedd, and was run as a department of Gwynedd County Council. After the 1996 local government reorganisation, part of the park fell under Conwy County Borough, and the park's administration separated from the Gwynedd council. Gwynedd Council still appoints nine of the eighteen members of the Snowdonia National Park Authority; Conwy County Borough Council appoints three; and the Welsh Government appoints the remaining six.
There has been considerable inwards migration to Gwynedd, particularly from England. According to the 2021 census, 66.6% of residents had been born in Wales whilst 27.1% were born in England.
The county has a mixed economy. An important part of the economy is based on tourism: many visitors are attracted by the many beaches and the mountains. A significant part of the county lies within the Snowdonia National Park, which extends from the north coast down to the district of Meirionnydd in the south. But tourism provides seasonal employment and thus there is a shortage of jobs in the winter.
Agriculture is less important than in the past, especially in terms of the number of people who earn their living on the land, but it remains an important element of the economy.
The most important of the traditional industries is the slate industry, but these days only a small percentage of workers earn their living in the slate quarries.
Industries which have developed more recently include TV and sound studios: the record company Sain has its HQ in the county.
The education sector is also very important for the local economy, including Bangor University and Further Education colleges, Coleg Meirion-Dwyfor and Coleg Menai, both now part of Grŵp Llandrillo Menai.
The proportion of respondents in the 2011 census who said they could speak Welsh.
Gwynedd has the highest proportion of people in Wales who can speak Welsh. According to the 2021 census, 64.4% of the population aged three and over stated that they could speak Welsh,[7] while 64.4% noted that they could speak Welsh in the 2011 census.
It is estimated that 83% of the county's Welsh-speakers are fluent, the highest percentage of all counties in Wales.[9] The age group with the highest proportion of Welsh speakers in Gwynedd were those between ages 5–15, of whom 92.3% stated that they could speak Welsh in 2011.
The proportion of Welsh speakers in Gwynedd declined between 1991 and 2001,[10] from 72.1% to 68.7%, even though the proportion of Welsh speakers in Wales as a whole increased during that decade to 20.5%.
The Annual Population Survey estimated that as of March 2023, 77.0% of those in Gwynedd aged three years and above could speak Welsh.
Notable people
Leslie Bonnet (1902–1985), RAF officer, writer; originated the Welsh Harlequin duck in Criccieth
Sir Dave Brailsford (born 1964), cycling coach; grew up in Deiniolen, near Caernarfon
Duffy (born 1984), singer, songwriter and actress; born in Bangor, Gwynedd
Edward II of England (1284–1327), born in Caernarfon Castle
Elin Fflur (born 1984), singer-songwriter, TV and radio presenter; went to Bangor University
Bryn Fôn (born 1954), actor and singer-songwriter; born in Llanllyfni, Caernarfonshire.
Wayne Hennessey (born 1987), football goalkeeper with 108 caps for Wales; born in Bangor, Gwynedd
John Jones (c. 1530 – 1598), a Franciscan friar, Roman Catholic priest and martyr; born at Clynnog
Sir Love Jones-Parry, 1st Baronet (1832–1891), landowner and politician, co-founder of the Y Wladfa settlement in Patagonia
T. E. Lawrence (1888–1935), archaeologist, army officer and inspiration for Lawrence of Arabia, born in Tremadog
David Lloyd George (1863–1945), statesman and Prime Minister; lived in Llanystumdwy from infancy
Sasha (born 1969), disc jockey, born in Bangor, Gwynedd
Sir Bryn Terfel (born 1965), bass-baritone opera and concert singer from Pant Glas
Sir Clough Williams-Ellis (1883–1978), architect of Portmeirion
Owain Fôn Williams, (born 1987), footballer with 443 club caps; born and raised in Penygroes, Gwynedd.
Hedd Wyn (1887–1917), poet from the village of Trawsfynydd; killed in WWI
Due to the scania blowing its turbo pipe this evening i had to ump into another coach and it was this one. Seen earlier during the day at LONG Stay 2 is Bakers 7092RU a Volvo B10M / Plaxton Premiere 320 C53F, I haven't driven a premier for 10 years it was nice to drive a proper coach again. Photo taken 19/03/14
I'm trying very hard to think of a personal benefit of the coronavirus pandemic. Finally I can think of one, I'm not increasing my stockpile of images nearly as quickly as before -- and I can go back to some old folders and post something taken some years ago.
Parts of Montreal is quite hilly. Coming down Peel Street (rue Peel), we came across this blue car that followed the old-school downhill parking rules, turn the steering wheel in such a way that if the braking mechanism somehow breaks, or if your parked car is hit by another car, that it (hopefully) would be stopped by the curb/ kerb and would not roll down the hill and cause more damage and injuries to others.
Near 3484, rue Peel St, Montreal
In spirit of Independence Day,I chose to post something Patriotic related.Honored by his Family as well as his Country,This is a shot from my GrandFathers Burial who was a Veteran...Joseph Caiola...
Happy Fourth of July and Enjoy your Freedom...
Kitty (bottom), Sable (left) n' Me (back) arsing around with photo props...
This is a trio you don't wanna mess with, we'll baffle you with silliness and stupidity ;)
Jasper Jean 82217
Higer KLQ6109ES
Guevarra Street Corner Aguinaldo Highway, Dasmarinas Cavite, Philippines.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
The Lockheed P-80 Shooting Star was the first jet fighter used operationally by the United States Army Air Forces (USAAF) during World War II. Designed and built by Lockheed in 1943 and delivered just 143 days from the start of design, production models were flying, and two pre-production models did see very limited service in Italy just before the end of World War II. The XP-80 had a conventional all-metal airframe, with a slim low wing and tricycle landing gear. Like most early jets designed during World War II—and before the Allies captured German research data that confirmed the speed advantages of swept-wings—the XP-80 had straight wings similar to previous propeller-driven fighters, but they were relatively thin to minimize drag at high speed.
The Shooting Star began to enter service in late 1944 with 12 pre-production YP-80As. Four were sent to Europe for operational testing (demonstration, familiarization, and possible interception roles), two to England and two to the 1st Fighter Group at Lesina Airfield, Italy. Because of delays in delivery of production aircraft, the Shooting Star saw no actual combat during the conflict. The initial production order was for 344 P-80As after USAAF acceptance in February 1945. A total of 83 P-80s had been delivered by the end of July 1945 and 45 assigned to the 412th Fighter Group (later redesignated the 1st Fighter Group) at Muroc Army Air Field. Production continued after the war, although wartime plans for 5,000 were quickly reduced to 2,000 at a little under $100,000 each. A total of 1,714 single-seat F-80A, F-80B, F-80C, and RF-80s were manufactured by the end of production in 1950, of which 927 were F-80Cs (including 129 operational F-80As upgraded to F-80C-11-LO standards). However, the two-seat TF-80C, first flown on 22 March 1948, became the basis for the T-33 trainer, of which 6,557 were produced.
Shooting Stars first saw combat service in the Korean War, and were among the first aircraft to be involved in jet-versus-jet combat. Despite initial claims of success, the speed of the straight-wing F-80s was inferior to the 668 mph (1075 km/h) swept-wing transonic MiG-15. The MiGs incorporated German research showing that swept wings delayed the onset of compressibility problems, and enabled speeds closer to the speed of sound. F-80s were soon replaced in the air superiority role by the North American F-86 Sabre, which had been delayed to also incorporate swept wings into an improved straight-winged naval FJ-1 Fury.
This prompted Lockheed to improve the F-80 to keep the design competitive, and the result became the F-80E, which was almost a completely different aircraft, despite similar outlines. Lockheed attempted to change as little of the original airframe as possible while the F-80E incorporated two major technical innovation of its time. The most obvious change was the introduction of swept wings for higher speed. After the engineers obtained German swept-wing research data, Lockheed gave the F-80E a 25° sweep, with automatically locking leading edge slots, interconnected with the flaps for lateral stability during take-off and landing, and the wings’ profile was totally new, too. The limited sweep was a compromise, because a 35° sweep had originally been intended, but the plan to retain the F-80’s fuselage and wing attachment points would have resulted in massive center of gravity and mechanical problems. However, wind tunnel tests quickly revealed that even this compromise would not be enough to ensure stable flight esp. at low speed, and that the modified aircraft would lack directional stability. The swept-wing aircraft’s design had to be modified further.
A convenient solution came in the form of the F-80’s trainer version fuselage, the T-33, which had been lengthened by slightly more than 3 feet (1 m) for a second seat, instrumentation, and flight controls, under a longer canopy. Thanks to the extended front fuselage, the T-33’s wing attachment points could accept the new 25° wings without much further modifications, and balance was restored to acceptable limits. For the fighter aircraft, the T-33’s second seat was omitted and replaced with an additional fuel cell. The pressurized front cockpit was retained, together with the F-80’s bubble canopy and out fitted with an ejection seat.
The other innovation was the introduction of reheat for the engine. The earlier F-80 fighters were powered by centrifugal compressor turbojets, the F-80C had already incorporated water injection to boost the rather anemic powerplant during the start phase and in combat. The F-80E introduced a modified engine with a very simple afterburner chamber, designated J33-A-39. It was a further advanced variant of the J33-A-33 for the contemporary F-94 interceptor with water-alcohol injection and afterburner. For the F-80E with less gross weight, the water-alcohol injection system was omitted so save weight and simplify the system, and the afterburner was optimized for quicker response. Outwardly, the different engine required a modified, wider tail section, which also slightly extended the F-80’s tail.
The F-80E’s armament was changed, too. Experience from the Korean War had shown that the American aircrafts’ traditional 0.5” machine guns were reliable, but they lacked firepower, esp. against bigger targets like bombers, and even fighter aircraft like the MiG-15 had literally to be drenched with rounds to cause significant damage. On the other side, a few 23 mmm rounds or just a single hit with an explosive 37 mm shell from a MiG could take a bomber down. Therefore, the F-80’s six machine guns in the nose were replaced with four belt-fed 20mm M24 cannon. This was a license-built variant of the gas-operated Hispano-Suiza HS.404 with the addition of electrical cocking, allowing the gun to re-cock over a lightly struck round. It offered a rate of fire of 700-750 rounds/min and a muzzle velocity of 840 m/s (2,800 ft/s).In the F-80E each weapon was provided with 190 rounds.
Despite the swept wings Lockheed retained the wingtip tanks, similar to Lockheed’s recently developed XF-90 penetration fighter prototype. They had a different, more streamlined shape now, to reduce drag and minimize the risk of torsion problems with the outer wing sections and held 225 US gal (187 imp gal; 850 l) each. Even though the F-80E was conceived as a daytime fighter, hardpoints under the wings allowed the carriage of up to 2.000 lb of external ordnance, so that the aircraft could, like the straight-wing F-80s before, carry out attack missions. A reinforced pair of plumbed main hardpoints, just outside of the landing gear wells, allowed to carry another pair of drop tanks for extra range or single bombs of up to 1.000 lb (454 kg) caliber. A smaller, optional pair of pylons was intended to carry pods with nineteen “Mighty Mouse” 2.75 inches (70 mm) unguided folding-fin air-to-air rockets, and further hardpoints under the outer wings allowed eight 5” HVAR unguided air-to-ground rockets to be carried, too. Total external payload (including the wing tip tanks) was 4,800 lb (roughly 2,200 kg) of payload
The first XP-80E prototype flew in December 1953 – too late to take part in the Korean War, but Lockheed kept the aircraft’s development running as the benefits of swept wings were clearly visible. The USAF, however, did not show much interest in the new aircraft since the proven F-86 Sabre was readily available and focus more and more shifted to radar-equipped all-weather interceptors armed with guided missiles. However, military support programs for the newly founded NATO, esp. in Europe, stoked the demand for jet fighters, so that the F-80E was earmarked for export to friendly countries with air forces that had still to develop their capabilities after WWII. One of these was Germany; after World War II, German aviation was severely curtailed, and military aviation was completely forbidden after the Luftwaffe of the Third Reich had been disbanded by August 1946 by the Allied Control Commission. This changed in 1955 when West Germany joined NATO, as the Western Allies believed that Germany was needed to counter the increasing military threat posed by the Soviet Union and its Warsaw Pact allies. On 9 January 1956, a new German Air Force called Luftwaffe was founded as a branch of the new Bundeswehr (Federal Defence Force). The first volunteers of the Luftwaffe arrived at the Nörvenich Air Base in January 1956, and the same year, the Luftwaffe was provided with its first jet aircraft, the US-made Republic F-84 Thunderstreak from surplus stock, complemented by newly built Lockheed F-80E day fighters and T-33 trainers.
A total of 43 F-80Es were delivered to Germany in the course of 1956 and early 1957 via freight ships as disassembled kits, initially allocated to WaSLw 10 (Waffenschule der Luftwaffe = Weapon Training School of the Luftwaffe) at Nörvenich, one of three such units which focused on fighter training. The unit was quickly re-located to Northern Germany to Oldenburg, an airfield formerly under British/RAF governance, where the F-80Es were joined by Canada-built F-86 Sabre Mk. 5s. Flight operations began there in November 1957. Initially supported by flight instructors from the Royal Canadian Air Force from Zweibrücken, the WaSLw 10’s job was to train future pilots for jet aircraft on the respective operational types. F-80Es of this unit were in the following years furthermore frequently deployed to Decimomannu AB on Sardinia (Italy), as part of multi-national NATO training programs.
The F-80Es’ service at Oldenburg with WaSLw 10 did not last long, though. In 1963, basic flight and weapon system training was relocated to the USA, and the so-called Europeanization was shifted to the nearby Jever air base, i. e. the training in the more crowded European airspace and under notoriously less pleasant European weather conditions. The remaining German F-80E fleet was subsequently allocated to the Jagdgeschwader 73 “Steinhoff” at Pferdsfeld Air Base in Rhineland-Palatinate, where the machines were – like the Luftwaffe F-86s – upgraded to carry AIM-9 Sidewinder AAMs, a major improvement of their interceptor capabilities. But just one year later, on October 1, 1964, JG 73 was reorganized and renamed Fighter-Bomber Squadron 42, and the unit converted to the new Fiat G.91 attack aircraft. In parallel, the Luftwaffe settled on the F-86 (with more Sabre Mk. 6s from Canada and new F-86K all-weather interceptors from Italian license production) as standard fighter, with the plan to convert to the supersonic new Lockheed F-104 as standard NATO fighter as soon as the type would become available.
For the Luftwaffe the F-80E had become obsolete, and to reduce the number of operational aircraft types, the remaining German aircraft, a total of 34, were in 1965 passed through to the Türk Hava Kuvvetleri (Turkish air force) as part of international NATO military support, where they remained in service until 1974 and were replaced by third generation F-4E Phantom II fighter jets.
General characteristics:
Crew: 1
Length: 36 ft 9 1/2 in (11.23 m)
Wingspan: 37 ft 6 in (11.44 m) over tip tanks
Height: 13 ft 5 1/4 in (4.10 m)
Wing area: 241.3 sq ft (22,52 m²)
Empty weight: 10,681 lb (4.845 kg)
Max. takeoff weight: 18,464 lb (8.375 kg)
Zero-lift drag coefficient: 0.0134
Frontal area: 32 sq ft (3.0 m²)
Powerplant:
1× Allison J33-A-39 centrifugal compressor turbojet with 4,600 lbf (20 kN) dry thrust
and 27.0 kN (6,070 lbf) thrust with afterburning
Performance:
Maximum speed: 1,060 km/h (660 mph, 570 kn)
Cruise speed: 439 mph (707 km/h, 381 kn)
Range: 825 mi (1,328 km, 717 nmi)
Ferry range: 1,380 mi (2,220 km, 1,200 nmi)
Service ceiling: 50,900 ft (15,500 m)
Rate of climb: 7,980 ft/min (40.5 m/s)
Time to altitude: 20,000 ft (6,100 m) in 4 minutes 50 seconds
Lift-to-drag: 17.7
Wing loading: 51.3 lb/sq ft (250 kg/m²)
Thrust/weight: 0.249 dry
0.328 with afterburner
Armament:
4× 0.79 in (20 mm) M24 cannon (190 rpg)
2x wing tip auxiliary tanks with 225 US gal (187 imp gal; 850 l) each
Underwing hardpoints for a total ordnance load of 4,800 lb (2.200 kg), including
2× 1,000 lb (454 kg) bombs, up to 4× pods with nineteen unguided Mighty Mouse FFARs each,
and/or up to 8× 5” (127 mm) HVAR unguided air-to-ground rockets
The kit and its assembly:
The idea of a swept-wing F-80 had been lingering on my idea list for a while, and I actually tried this stunt before in the form of a heavily modified F-94. The recent “Fifties” group build at whatifmodellers.com and a similar build by fellow forum member mat revived the interest in this topic – and inspired by mat’s creation, based on a T-33 fuselage, I decided to use the opportunity and add my personal interpretation of the idea.
Having suitable donor parts at hand was another decisive factor to start this build: I had a Heller T-33 in store, which had already been (ab)used as a donor bank for other projects, and which could now find a good use. I also had an F-80 canopy left over (from an Airfix kit), and my plan was to use Saab J29 wings (from a Matchbox kit) because of their limited sweep angle that would match the post-WWII era well.
Work started with the fuselage; it required a completely new cockpit interior because these parts had already gone elsewhere. I found a cockpit tub with its dashboard from an Italeri F4U, and with some trimming it could be mounted into the reduced cockpit opening, above the OOB front landing gear well. The T-33’s rear seat was faired of with styrene sheet and later PSRed away. The standard nose cone from the Heller T-33 was used, but I added gun ports for the new/different cannon armament.
For a different look with an afterburner engine I modified the tail section under the stabilizers, which was retained because of its characteristic shape. A generous section from the tail was cut away and replaced with the leftover jet pipe from an Italeri (R)F-84F, slightly longer and wider and decorated with innards from a Matchbox Mystère IV. This change is rather subtle but changes the F-80 profile and appears like a compromise between the F-80 and F-94 arrangements.
The T-33 wings were clipped down to the connection lower fuselage part. This ventral plate with integral main landing gear wells was mounted onto the T-33 hull and then the Saab 29 wings were dry-fitted to check their position along the fuselage and to define the main landing gear wells, which had to be cut into them to match their counterparts from the aircraft’s belly.
Their exact position was eventually fixed when the new swept stabilizers, taken from a Hobby Boss F-86, were mounted to the tail. They match well with the swept wings, and for an odd look I kept their dihedral.
The fin was eventually replaced, too – mat’s build retained the original F-80 fin, but with all other surfaces swept I found that the fin had to reflect this, too. So, I implanted a shortened Italeri (R)F-84F fin onto the original base, blended with some PSR into the rest of the tail.
With all aerodynamic surfaces in place it was time for fine-tuning, and to give the aircraft a simpler look I removed the dog teeth from the late Tunnan's outer wings, even though I retained the small LERXs. The wing tips were cut down a little and tip tanks (probably drop tanks from a Hobby Boss F-5E) added – without them the aircraft looked like a juvenile Saab 32!
The landing gear was mostly taken over from the Heller T-33, I just added small consoles for the main landing gear struts to ensure a proper stance, because the new wings and the respective attachment points were deeper. I also had to scratch some landing gear covers because the T-33 donor kit was missing them. The canopy was PSRed over the new opening and a new ejection seat tailored to fit into the F4U cockpit.
A final addition was a pair of pods with unguided FFARs. AFAIK the Luftwaffe did not use such weapons, but they’d make thematically sense on a Fifties anti-bomber interceptor - and I had a suitable pair left over from a Matchbox Mystère IV kit, complete with small pylons.
Painting and markings:
Since the time frame was defined by the Fifties, early Luftwaffe fighters had to carry a bare metal finish, with relatively few decorations. For the F-80E I gave the model an overall base coat with White Aluminum from a Dupli Color rattle can, a very nice and bright silver tone that comes IMHO close to NMF. Panels were post-shaded with Revell 99 (Aluminum) and 91 (Iron Metallic). An anti-glare panel in front of the windscreen was painted in the Luftwaffe tone RAL 6014, Gelboliv (Revell 42).
For some color highlights I gave the tip tanks bright red (Feuerrot, RAL 3000; Revell 330) outer halves, while the inner halves were painted black to avoid reflections that could distract the pilot (seen on a real Luftwaffe T-33 from the late Fifties). For an even more individual touch I added light blue (Tamiya X-14, Sky Blue) highlights on the nose and the fin, reflecting the squadron’s color code which is also carried within the unit emblem – the Tamiya paint came closest to the respective decal (see below).
The cockpit interior was painted with zinc chromate green primer (I used Humbrol 80, which is brighter than the tone should be, but it adds contrast to the black dials on the dashboard), the landing gear wells were painted with a mix of Humbrol 80 and 81, for a more yellowish hue. The landing gear struts became grey, dry-brushed with silver, while the inside of the ventral air brakes were painted in Feuerrot, too.
Then the model received an overall washing with black ink to emphasize the recessed panel lines, plus additional panel shading with Matt Aluminum Metallizer (Humbrol 27001), plus a light rubbing treatment with grinded graphite that emphasized the (few leftover) raised panel lines and also added a dark metallic shine to the silver base. Some of the lost panel lines were simulated with simple pencil strokes, too.
The decals/markings primarily came from an AirDoc aftermarket sheet for late Fifties Luftwaffe F-84Fs. The tactical code (“BB-xxx” was then assigned to the WaSLw 10 as unit code, but this soon changed to a similar but different format that told about the unit’s task as well as the specific unit and squadron within it; this was replaced once more by a simple xx+yy code that was only connected to a specific aircraft with no unit reference anymore, and this format is still in use today) was puzzled together from single letters/digits from the same decal set. Some additional markings like the red band on the fuselage had to be scratched, but most stencils came from an all-bare-metal Luftwaffe F-84F.
After some more detail painting the model was sealed with semi-gloss acrylic paint, just the anti-glare panel and the di-electric fairings on the nose and the fin tip became matt.
A thorough kitbashing build, but the result looks quite plausible, if not elegant? The slightly swept wings suit the F-80 with its organic fuselage shape well, even though they reveal the designs rather baroque shape. There’s a sense of obsolescence about the F-80E, despite its modern features? The Luftwaffe markings work well on the aircraft, too, and with the red and blue highlights the machine looks more attractive despite its simple NMF livery than expected.
March 5, 2011
Oakland, CA
Hosted by Team Proper
Photo by Stormline (Ervic Aquino). All rights reserved. This photo may not be reproduced for commercial use without the consent of the photographer. Reproduction for personal use is permitted.
Thought I might like to see her in lashes, blue lashes that is. I always feel like my girls need eye lashes to flutter. What do you think?
March 5, 2011
Oakland, CA
Hosted by Team Proper
Photo by Stormline (Ervic Aquino). All rights reserved. This photo may not be reproduced for commercial use without the consent of the photographer. Reproduction for personal use is permitted.
Heading west on the Canadian, we have come up to the park car, and brought along some more than appropriate reading materials. The Canadian turned 60 last year, and I hope I can last another 60 years down the road.
10/2024 - Connersville, IN
I spent almost the entirety of this day on the Whitewater Valley RR. This is a railroad I visited briefly back in 2006 just to see East Broad Top 0-6-0 #6 on my way to Colorado to visit the western narrow gauges for the first time. I've been wanting to get back to the WWVR for years for a proper visit.
Since my 2006 visit, another building and two pieces of rolling stock have shown up to keep Dearborn tower company.
JobWorthDoing.com- and what a great job someone has done of writing off this 2016 Vauxhall Vivaro van.
If this is a proper TT conversion, this could be one of the rarest Sierras about! Just looking through some show pictures from this year and this is a rather large amount still not uploaded...
in the wilds of Salt Water there is no one better to guard me than my loyal Dire Wolf
No Hoomans were hurt during this photo op (WINKS)
X The Rose is called Eglantyne apart from being rather lovely it has a great fragrance ( you will have to imagine that bit). Thought it was time you had a proper sight of the gardener so my partner Mary took this shot. I am rather less photogenic than the rose Both the Rose and I are completely SOOC
THANKS FOR YOUR VISIT HAVE A GREAT DAY
Just in case anyone wondered where the hell Allegra vanished (cause her latest pics were May (flickr)/June (LJ)) - she was kinda wigless (due to alternately her wigcap or the entire wig getting hijacked) and only today I got a wig (meant for Phyllis) in as a substitute (which my Mom promptly forced me to comb the curls in a more "natural" way xD).
Also wuhu for a proper pic of how you can combine my collars :B
A 101 DMU waits to depart from Keighley. SC51803 was once part of 101676 and M51189 once part of 101660 both latterly operated in the Manchester area. Having riden down on this perhaps the Secretary of State for Transport should sit on these well spring seats instead of specifing the very hard seats on the Thameslink & Crossrail EMU's.
An outtake from my McPherson photo. (This one had lots of intrigue, but lacked the needed violence.)
360PSX[rsz800maxdim
'Sell Crooked and Low Value Trees for Ties, Posts and Fuel'
U.S.Department of Agriculture - Forest Service
a poster by Earle Bartrum Winslow.