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Spitfire JG891 waits to take off for its part in the flying display at the 2025 "Battle of Britain" air show.
Aircraft: Royal Air Force Supermarine Spitfire Mk.Vc JG891 (G-LFVC) T-B.
Location: The Imperial War Museum's Duxford Airfield, Cambridgeshire.
Here are some photos of the work that's been going on behind the scenes.
The Southsea Coastal Scheme is the UK's largest local authority-led coastal defences project, worth more than £160M. It will stretch for 4.5km from Old Portsmouth to Eastney, and help to reduce the risk of flooding to more than 10,000 homes and 700 businesses. Approximately 4,000 of these properties are at risk of direct threshold inundation.
The current defences are coming to the end of their lifespan, which increases the risk of flooding. We are creating new defences to embrace everything we all love about the seafront. The work will improve the seafront for future generations, while protecting the community and preserving the area's unique heritage.
History has shown that our seafront has seen its fair share of extreme weather in the past. In March 1818 a storm hit Southsea, bringing a five foot storm surge with it which lasted for over three hours. Buildings near the Round Tower and the platform at Sally Port were destroyed. Land around Lumps Fort was also swept away.
In 1821, a severe storm caused the sea to overtop the beach between Southsea Castle and Lumps Fort. The water reached as far as Marmion Road, which is nearly half a mile inland!
Here’s a new special scheme from AirAsia.
9M-AHY is currently decked out in the “Big Duty Free” colour scheme. It was hit and miss with the sun that day, but luckily it popped back out in time for this arrival.
This curious chain of plastic people lines the ground-floor lobby walls at the new Wilshire Grand Hotel in downtown Los Angeles. From a short distance away it's not immediately apparent that the pattern consists of people arranged hand-to-foot. It was only visible up close.
Green Bus Service 22 (DUH 78V) was photographed in Wolverhampton on June 29th 1996. New to Rhymney Valley this East Lancs bodied Leyland Leopard PSU3E/2R was acquired from Stevenson, in 1993.
#project365 [day 50] Cloudy night in North Greenwich
At the end of a grey dull day walking around London, the view of the North Greenwich peninsula all lit up made for an interesting picture. The O2 Arena has a special lighting scheme during the World Rugby Championship taking place around England. Using blue and white spotlights that move around, instead of the usual white flood lights, these add some interesting color reflections on the Thames.
#nikcollection #nikcollectionbygoogle
#uk #london #england #nightphotography #thames #greenwich #longexposures
#p3top #WhatISawInLondon
find out more at www.apn-photographia.com/blog/2015/10-20/project365-day-50
Christina Papandrea was kind enough to come out and work with me for a few hours. I shot this with the Sony A7 III and the Zeiss Batis 135mm which I'm starting to fall in love with all over again. As to lighting there was a single Godox AD300 to camera right using a 34"/85cm softbox.
Another classic D&H lashup of 4 Alco's and an EMD, each in a different paint scheme, lead a Northbound out of Oneonta on August 9, 1980. This view was brand new at the time since I88 had just been opened and this is where the expressway crossed over the D&H near Colliersville, NY.
Possible fabric pull for my mini quilt. I need to fill in the lighter aqua and lighter purple with some solids. Trying to decide between white or a nice charcoal background.
China Airlines' flagship aircraft, carrying the SkyTeam logo scheme, is seen taxiing out for a runway 25L departure as flight DYNASTY 642 to Taipei/TPE.
The Jumbo was delivered to the Taiwan based carrier in 1998, and painted into this striking colour scheme in September 2011.
Currently the airline does operate 11 Boeing 744 passenger aircraft which will be gradually replaced by the Boeing 777-300/ERs.
Aircraft: Boeing 737-823 (N915NN)
Airlines: American Airlines
Airport: McCarran International Airport
Website: One Mile High Photography
Facebook: www.facebook.com/OneMileHighPhotography
In a scheme celebrating the 75th anniversary of the 175th FS South Dakota Air National Guard.
Returning to NAS JRB Fort Worth after a flyover of the FCS College Football Championship, with North Dakota State playing South Dakota State.
F-16D 85-1513 457 FS in the background.
Cathay Pacific is still in the process of repainting their entire wide-body fleet, the vast majority now carry the colour scheme compared to the slow progress when first introduced back in 2015.
In April 2017, Cathay Pacific also confirmed that they will begin the process of retrofitting a large majority of their Boeing 777s in a 10-abreast layout in Economy, which is now becoming the industry norm on a majority of Boeing 777s around the world.
The densification sees no change in Business and Premium Economy seating, but an increase in Economy seats from 268 to 296. The vast majority of Boeing 777-300s and the 4-class configured Boeing 777-300ERs have too been reconfigured with a higher density seating arrangement in Economy. 3 leased Boeing 777-300ERs which are due to retire later this year will not see reconfiguration into Cathay's new layout.
Currently, Cathay Pacific operates 67 Boeing 777s, which includes 16 Boeing 777-300s and 51 Boeing 777-300ERs. Cathay Pacific have one more second-hand Boeing 777-300 on-order from Emirates as well as 21 Boeing 777-9s on-order from Boeing.
Bravo Quebec Echo is one of 51 Boeing 777-300ERs in service with Cathay Pacific, delivered new to the flag-carrier on lease from BBAM on 19th March 2013 and she is powered by 2 General Electric GE90-115B engines.
Boeing 777-367/ER B-KQE on final approach into Runway 27R at London Heathrow (LHR) on CX239 from Hong Kong-Chek Lap Kok (HKG).
Interplanetary Rover Mod to fit Blacktron Squad color scheme. Almost better than the original. What do you think?
USAF Aggressor F-16C AF 85-418/WA comes in to land at Nellis Air Force Base, Nevada during Red Flag 20-1.
Csx Selkirk NY to Philidelphia Pa daily manifest freight M403 is negotiating the S curve just south of CP52 in Cornwall-On-Hudson NY on Monday 03-20-2023. With the recent approved takeover of Kansas City Southern by Canadian Pacific many wonder if the elegant "Southern Belle" paint scheme will slowly be devoured by CP red. M403 was 117 cars long with 480 axles led by AC44CW 4587 and SD70ACe 4163 being the mid train distributed power unit. The building in the background is the old Epiphany College which is now Heritage Middle School located in New Windsor NY. Had the opportunity many years ago to get up into the cupola of the building during a fire training exercise and the view of the Hudson River and surrounding mountains was beautiful. Howard Kent Jr. with Donald Conklin.
A set of 7 Delaware Lackawanna ALCOs pull a cut of cars from Ardent Mills in Pocono Summit, PA as a light rain falls at Summit Ave.
In 1998 DM&E had some SD40-2s running around in experimental paint schemes. I never caught this one in the lead but burned some film on it as it was parked in consist at MC Jct. The yellow cab and stripes looked decent on this one but I was less impressed by the brush script lettering on the long hood. July 12, 1998.
I liked the colour of the leaves, all different shades of brown, monochromatic ???
I have one more place I would like to try and take a photo of her.
Don't use this image on websites, blogs or other media without my explicit permission !!!
© all rights reserved Lily aenee
Finally got a new scheme Cebu Pacific A320. This frame was delivered to the carrier in September 2011.
Airliners.net link: www.airliners.net/user/photo-corner/photo/4234909
Jetphotos.net link: www.jetphotos.com/photo/8524916
This Spitfire MKIX has quite a history so, i thought it best to use the words of the BBMF website to do it justice. Spitfire AB910's colour scheme is based on Spitfire Mk Vb BM327, ‘SH-F’, named “PeterJohn1”, the personal aircraft of Flight Lieutenant Tony Cooper, one of the flight commanders on 64 Squadron in 1944.
Tony Cooper’s desire to become a pilot began when he had a ‘joyride’ in an aircraft of Alan Cobham’s Flying Circus, sitting on his sister’s lap at the age of five. His dreams were almost shattered when his applications to join the RAF were refused twice, because the medicals showed that he had a badly damaged ear drum. Then in late 1937, aged 21, Cooper was accepted for pilot training with the RAF Volunteer Reserve at Luton. It seemed that the RAFVR was less particular and, as he says, “There was a war coming”.
Instructor
After completing his flying training on Miles Magisters and Hawker Harts, Cooper was sent to the Central Flying School (CFS) at Upavon in July 1940 on a flying instructor’s course. There he flew the Avro Tutor biplane and the North American Harvard – the first aircraft he had experienced with a retractable undercarriage – and within the month he had qualified as a flying instructor.
Cooper spent some time instructing at No 7 Service Flying Training School (SFTS), Peterborough, on the Fairey Battle. Then, in November 1940, he was posted to No 31 FTS at Kingston, Ontario, Canada, instructing on the Fairey Battle, the North American BT-9 Yale training aircraft and, from July 1941, on the Harvard. By June 1942 he had over 1,300 hours total flying and was assessed as an above average flying instruct
Back to UK & to the Spitfire
Whilst at Kingston, Cooper met and married a Canadian girl, but this did not stop him from continually pestering the authorities to be allowed to return to the UK on ‘ops’. Eventually, his wish was granted and he returned to England with his wife, who was moving from a land of plenty to a strange war-torn country with all its restrictions, shortages and dangers, where she knew no-one. Cooper’s parents took her in whilst he attended a Spitfire conversion course at No 61 Operational Training Unit (OTU) at Rednal (and its ‘satellite’ airfield of Montford Bridge) in Shropshire, initially flying the Harvard, with which he was by now very familiar, and then Mk 1 and Mk II Spitfires. He completed the OTU course at the end of June 1943 and, although he had less than 60 hours on the Spitfire, he was assessed as an above average Spitfire pilot.
64 Squadron Spitfires
PeterJohn1 In July 1943, Tony Cooper joined No 64 Squadron, which was temporarily based at Ayr in Scotland with its Mk Vb Spitfires, undergoing a period of rest and training. He was to serve with the squadron for the next 16 months. He had yet to acquire any operational experience, but he was now a very experienced pilot with some 2,000 hours of flying under his belt as he entered the fray.
His exposure to operational flying began when 64 Squadron moved from Ayr to Friston in August 1943 and, a few days later, on to Gravesend in Kent. Many of the operations conducted by the Squadron were over occupied Europe. The pilots flew on fighter sweeps and escort missions to daylight bombing raids carried out by medium bombers, such as Martin Marauders or Lockheed Venturas. They also escorted Coastal Command Bristol Beaufighters on anti-shipping strikes off the coast of Holland.
On these sorties enemy anti-aircraft fire, ‘flak’, was, if anything, more dangerous than encounters with Luftwaffe fighters and, in his comments in his logbook, Cooper frequently wrote, “Heavy flak”. The escorting Spitfires were often hit by enemy ground fire and on many occasions Cooper witnessed one or more of the bombers they were escorting being shot down. Sometimes Cooper led a section of Spitfires down low over the Continent to strafe targets such as barges.
Deanland (“Tentland”)
At the end of April 1944, in preparation for the impending invasion of France, 64 Squadron moved to the Advanced Landing Ground at Deanland, near Lewes in Sussex, where conditions were somewhat Spartan. There was no permanent accommodation for personnel, everyone was expected to live under canvas and only four blister hangars were provided for aircraft maintenance work. For many of the Squadron, Deanland (or “Tentland” as it was sometimes known) took some getting used to. Tony Cooper recalls: “Deanland was a bit of a come-down; luckily it was summer time when we suddenly found ourselves on this hump in the middle of the Downs. We were in tents and I found myself using the same equipment my father had used in the First World War: a truckle bed made of wood and canvas and the same materials for a bath and wash stand. Food and drink did arrive fairly regularly, but where from I’m not absolutely sure. At night it was very cold, but when D-Day came along we didn’t get much sleep as we were doing up to four shows a day and were kept very busy.”
An entry in Cooper’s logbook against 5th May 1944 – a day when he flew a dawn patrol for 1 hour and 55 minutes – proudly notes the birth of his son, Peter John. On 22nd May, he records that he took over a new personal aircraft, Spitfire Mk Vb BM327, coded ‘SH-F’, which was named “PeterJohn 1” after his newly-born son, who he was not able to see until the baby’s christening some weeks later.
D-Day
On D-Day, 6th June 1944, Cooper’s logbook shows that he flew twice. No 64 Squadron was tasked with providing ‘Low Beach Cover’ over the American assault. The Squadron ORB records that Cooper was allocated his personal Spitfire BM327, ‘SH-F’, for both sorties. He took off at 0430 hours (before dawn) for his first sortie of the day, as part of a 13-aircraft formation, providing “Fighter Cover for Utah Beach” and landed back after a total of 2 hours and 40 minutes airborne (the first hour recorded as night flying). The naval barrage was so intense that it was not safe to be over the coast and the Wing Leader withdrew the formation to a safer distance. Cooper’s remarks in his logbook give an interesting picture of the confusion that reigned and suggest that the invasion stripes, so painstakingly painted on by the ground crew, were not entirely effective: “Navy shelling coast defences – first landing [by the invading troops - Ed] made at 0620 hours. Nearly shot down by a Thunderbolt – Spitfire in front actually was – Another Spit hit by naval shell and blew up – General Brock’s benefit!”
D-Day from Tony Cooper cockpit Remarkably, Tony Cooper carried his camera with him in the cockpit and took a photograph over the invasion-striped wing of his Spitfire just after dawn broke on D-Day, looking towards another of the Squadron’s Spitfires in tactical formation. The thousands of Allied ships in the Channel are not really visible in the photograph, but they were to the pilots.
On the evening of 6th June Cooper flew his aircraft on another sortie over the invasion beaches, taking off at 2200 hours, this time tasked with, “Fighter Cover for Omaha Beach”. His comments in his logbook against this sortie read, “Hun bombers attacked invasion fleet – tremendous return fire from ships – one bomber destroyed.” He landed back at ten minutes past midnight – almost 18 hours after his first take-off that day – logging two hours and five minutes of night flying. When asked about night landings in the Spitfire on the short, temporary runways at Deanland, which were lit only by ‘goose-neck’ flares, Tony says, “I remember them well, with reasonably controlled terror, especially when it was raining!”
D-Day+1
On 7th June (D-Day +1) Tony Cooper flew three fighter cover patrols over Utah and Omaha beaches; two of them in his personal aircraft “PeterJohn 1”. In all, Cooper was airborne for a total of 7 hours 25 minutes that day. The Spitfires’ freedom of movement was severely restricted by the low cloud base and the many anti-aircraft balloons being flown from the Allied ships involved in supporting the landings; this led to a much increased risk of collision. The last operation of the day took place in the late evening, with Cooper leading a section of 4 Spitfires flying in formation on him in the dark, with no lights showing. This sortie provided ample evidence that it was possible to be nearly as frightened by your own side as by the enemy, as Cooper recorded in his logbook: “Very bad visibility – no attacks – sent forty miles out to sea on return owing to reciprocal homing vectors – very shaky experience – brought in eventually by rockets”. By the time Cooper’s section landed, it was completely dark and his No 4 ran out of fuel as he was taxying back to dispersal. Cooper recorded 2 hours and 35 minutes of night flying in his logbook for the sortie.
June 1944
The intense flying rate continued: on 10th June, Cooper flew three times, then once on 11th, twice on 12th and three times on 13th. As was typical of many other units, June 1944 was the busiest month of the war for No 64 Squadron; its total flying hours amounted to a staggering 1150 hours – the bulk of which were flown in the two-week period after D-Day. Everyone was stretched to the limit, especially the ground crews who had to work long hours to keep the Squadron’s Spitfires in the air. Meanwhile, the pilots had to endure the strain of continuous operations. Cooper’s experience was typical and his personal flying total for the month was 75 hours of which 71 were operational and 25 were flown in the dark.
Spitfire Mk IXs
Tony Cooper In late June 1944, No 64 Squadron was moved to Harrowbeer, in Devon, to become part of the Harrowbeer Spitfire Wing with No 129 Squadron, with Wing Commander ‘Birdie’ Bird-Wilson as the Wing Leader. No 129 Squadron was commanded by Cooper’s good friend, Squadron Leader Johnny Plagis, who was godfather to Cooper’s son Peter John. BBMF Spitfire Mk IX MK356 is now painted as Plagis’ aircraft at that time. His story features on page 28 of this magazine.
A few days later 64 Squadron was re-equipped with Mk IXB Spitfires with which it flew fighter sweeps over France. It continued to take losses. Sometimes pilots were able to bring a flak-damaged aircraft safely home to base, sometimes they force-landed, sometimes they had to bale out and all too frequently a pilot was killed. Many sorties now involved strafe attacks against ground targets such as locomotives, vehicles and barges; inevitably there was enemy flak to contend with and on almost every sortie at least one of the Spitfires was hit. It was, therefore, an event worthy of note when Cooper wrote in his logbook against one bomber escort sortie, “No aircraft hit! All returned”.
On 5th August, after escorting 15 Lancasters of 617 Squadron, which dropped 12,000lb ‘Tallboy’ bombs on the U-boat pens at Brest, Cooper led his section of four Spitfires in a strafe attack on flak positions. He says that as they dived on their target, “It was the worst flak I’ve ever seen in my life”. The No 3 in Cooper’s section was killed during the attack; his No 4 was also hit and forced to bale out only 2 miles off the enemy coastline. The pilot climbed into his dinghy and was picked up by an Air-Sea-Rescue Walrus seaplane, in a courageous rescue, and he was back at base within three hours
September 1944
In September 1944, 64 Squadron and Tony Cooper flew sorties in support of Operation ‘MARKET GARDEN’, the Arnhem Para-landings. Then, on 27th September, during an escort mission for 130 Halifax bombers on a daylight raid against the synthetic oil plants at Bottrop, in Germany, the engine of Tony’s Spitfire Mk IX failed when he was almost halfway across the sea between Belgium and England, having apparently been hit by flak over the target. With the Belgian coast being the nearest, he turned around and glided through 12,000 feet of cloud, breaking out at only 1,000 feet, to crash-land, wheels-up, near Moerbek, Belgium, an area that, as it turned out, was just 4 miles inside the Allied lines and which had been in enemy hands only 36 hours earlier! Tony managed to ‘hitch a lift’ in an aircraft back to Thruxton the next morning and he was flying again that afternoon. His comment in his logbook simply reads: “Engine failed – crash landed – PITY!”
Off ‘Ops’
In November 1944 Tony Cooper was posted off ‘ops’ and back to instructing. In his 16 months with 64 Squadron he had flown some 600 hours, the vast majority of it operational flying and had twice been ‘mentioned in despatches’. He had seen much action, including being involved in the D-Day operations; he had made a significant contribution and was very lucky to be alive. Many of his fellow pilots on the Squadron – his friends and colleagues – had not been so fortunate.
Instructor at 53 OTU
During his time as an instructor at No 53 Spitfire Operational Training Unit (OTU) at Kirton Lindsey and Hibaldstow, Tony Cooper once flew Spitfire Mk Vb AB910 (on 19th November 1944), which is now, of course, part of the BBMF fleet of Spitfires. Remarkably, he also witnessed the infamous ‘girl on the tail’ incident with AB910 at Hibaldstow on 14th February 1945, when Flt Lt Neill Cox DFC* inadvertently took off with WAAF Margaret Horton on the tail of the Spitfire. Tony Cooper’s last sortie in the RAF was flown on 18th June 1945. He now had over 3,200 hours total flying; he had flown some 160 operational sorties and had survived 5 forced landings, two of them at night, two on fire and one as a result of being hit by enemy fire.
I wasn’t around when this scheme existed so it’s cool to be able to see this. Another Amtrak heritage to add to the list.
While I am not a modeler, I do have an appreciation for older cars featuring “fallen flag” schemes and logos. With each passing year these cars get ever more rare as they are repainted or simply age out and are retired. While most are battered, faded, and covered in graffiti they are still a treat to see harkening back to an earlier era when the railroad scene was far less homogenous and much more diverse and interesting.
CNW 520062 is a 55 ft 10 in long Plate F boxcar built by the venerable but now closed Trenton Works in Nova Scotia in 1995. Part of a 100 unit order primarily for paper service they were among the very last freight cars delivered new to the Chicago and Northwestern Railway in 1995 only months before the erstwhile granger was absorbed by the expanding Union Pacific. But a quarter century later a few live on, still proudly dressed in the corporate colors and adorned with the famous ball and bar logo.
The big green and yellow car is entrained on CSXT M427 (Rigby Yard to Selkirk manifest) hustling west on CSXT's Boston Sub mainline, the former Boston and Albany Railroad, approaching the water plant crossing at about MP QB89.8.
Wilbraham, Massachusetts
Friday October 11, 2024
Yeah, technically she doesn't exist in the DCU right now I don't think, which is such a crime, but it sounds like a lot of businessy mumbo jumbo. I'm keeping her in the same album, though, just for ease of use.
I tried to keep her color scheme and core outfit pieces in tact as best I could, but I'm not tremendously sure how I feel about it. Definitely one to be improved as new parts come.
Excerpt from Wikipedia: An articulated bus (either a motor bus or trolleybus) is an articulated vehicle used in public transportation. It is usually a single-deck design, and comprises two rigid sections linked by a pivoting joint (articulation) enclosed by protective folding bellows on the in- and outside of the vehicle (usually of gray or black colour) and a cover plate on the inside of the vehicle. This arrangement allows a longer legal overall length than single-decker rigid-bodied buses, and hence a higher passenger capacity, while still allowing the bus to maneuver adequately on the roads of its service route.
Around the English-speaking world, articulated buses have acquired several different synonyms that allude to their articulated design, such as bendy buses, bending buses, tandem buses, stretch buses, double buses, banana buses, slinky buses, wiggle buses, caterpillar buses, accordion buses or vestibule buses. Due to their high passenger capacity, articulated buses are often used as part of bus rapid transit schemes, and can include mechanical guidance.
Used almost exclusively on public transport bus services, articulated buses are approximately 18 metres (59 ft) in length; standard rigid-construction buses are usually 11 to 14 metres (36 to 46 ft). The common arrangement of an articulated bus is to have a forward section with two axles leading a rear section with a single axle, with the driving axle mounted on either the front or the rear section. Some articulated bus models have a steering arrangement on the rearmost axle which turns slightly in opposition to the front steering axle, allowing the vehicle to negotiate turns in a crab-like fashion, similar to hook-and-ladder fire trucks operating in city environments. A less common variant of the articulated bus is the bi-articulated bus, where the vehicle has two trailer sections rather than one. Their capacity is around 200 people, and their length about 25 metres (82 ft).
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Excerpt from www.ttc.ca: The Articulated Low-Floor Diesel Buses manufactured by NovaBus, a Division of Volvo Group-Canada, in Ste. Eustache Quebec, are now on Toronto streets.
In keeping with TTC’s commitment to improved customer service, the new “Artics” are 60 feet long and will replace aging existing buses that are scheduled for retirement due to high mileage and general deterioration.
As part of the TTC’s modernization plan the accessible low-floor bus fleet will increase capacity on our busiest routes. Each bus has a capacity of 46 seated passengers and approximately 31 standing passengers. Features include LED interior and exterior lighting, automatic central air conditioning and heating, and ergonomic seating for passenger comfort.
Buses are designed to accommodate two standard wheelchairs and nine priority passenger seats, identified by bright blue upholstery. To minimize engine exhaust emissions, clean diesel engines are furnished with the latest electronic engine controls and diesel exhaust after treatment systems.
TTC’s new fleet of Articulated Low-Floor Clean Diesel Buses is being solely funded by the City of Toronto to improve customer service and replace some of TTC’s aging 40 foot buses.
Panavia Tornado GR.4 ZA456 of the RAF's IX(B) Squadron arrives at RAF Fairford for the 2015 Royal International Air Tattoo displaying its special scheme celebrating the 100th Anniversary of the formation of the Squadron.
AC4400s wear the Southern Belle scheme very well in my opinion, and this one on the point of a Shreveport-bound manifest looks pretty good. They're threading their way through Vicksburg on the way down to the bridge over the Mississippi River.
With a seven engine consist including a CP ES44AC, Q606-07 is in the Chattahoochee yard for a crew change. SD40-3 4384 was part of the 2016 Santa Train still with it's Clinchfield decals in place.
EC-BQQ - Convair CV-990-30A-5 Coronado - Spantax
at Duesseldorf International Airport (DUS) in April 1983
in the original Spantax colour scheme
c/n 34 - built in 1962 for American Airlines -
operated by Spantax from 04/1969 -
wfu 09/1986 at Palma de Mallorca (PMI), b/u 10/1994, fuselage at Girona Airport (GRO) still in 2004
scanned from Kodachrome-slide
Turkish Airlines Airbus A330-343 TC JNM in recently applied UEFA Champions League colours, departing Manchester.
Here's what a Northern Pacific BNSF heritage SD70ACe might look like (Photoshopped) in the passenger two-tone scheme. I'd give up a kidney to see something like this on the former NP somewhere (how about the MRL?).
Here's the side view: