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Josh, Luke and I pikeyed the Self Service, Help & Advice, and the Counter service signs from Halifax... They were gonna be thrown out... We hope :P
I was lucky enough after passing my LG.V. to have a day`s course on the Greater Manchester fire service Skid master fire engine.
The rear wheels were controlled by the instructor to simulate a skid which could end in a spin, it was simply a frightening experience for me as the driver.
I did get used to it but, it was totally unpredictable what was the instructor going to do with the controls !!
Locomotive service 86101 seen crossing over the Merseyrail Electrified lines at Liverpool South Parkway on 0Z87 Liverpool Lime Street to Crewe HS
Our New Mercedes-Benz Arocs 1832K Skip Lorry, (BA63 GBN) which is Fitted with a Bigger Engine to Pull the New Trailer Belonging to Uxbridge Skips aka GBN Services.
In today’s world, a lot of people depend on the Internet and various software programs to help them troubleshoot and fix their computers. Although it is always good to be able to do the work yourself, there are some things for which we need expert to fix them and for that we need to hire an efficient computer repar service provider firm. Even though you might not realize it, companies that offer Computer Repair Services offer countless helpful services for those who need assistance. For More Information Please Visit Us At :- xmoddz.com/.
One of our Mercedes-Benz Citan Maintenance Van's, (KB13 GBN) which journey's to all five GBN Branches undertaking Welding and and other repairs to GBN Equipment.
Pennine Motor Services CWT474H. Photograph taken at Skipton Bus Station.A waiting duty on a local staff contract.
All rights reserved © Copyright niagarekoja 1970
+++ 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 Yokosuka J1Y was a land-based interceptor for the Imperial Japanese Navy Air Service (IJN/大日本帝國海軍航空隊, Dai-Nippon Teikoku Kaigun Kōkū-tai) that was based upon a research aircraft and introduced into service during the final months of WWII. Work on the J1Y commenced at the Yokosuka Naval Air Technical Arsenal (海軍航空技術廠, Kaigun Kōkū Gijutsu-shō) during 1942 and 1943, in the midst of the Second World War. The J1Y was initially intended to test the benefits of different aircraft layouts in order to exploit the available engines’ potential further, albeit the aircraft had been designed from the start in a fashion that was suitable for combat and easily adaptable into a light fighter aircraft. It would eventually be developed into Yokusuka’s only fighter project.
The J1Y was an unorthodox twin-boom pusher configuration fighter aircraft. It featured a mid-mounted wing, a tricycle landing gear arrangement, and was furnished with heavy forward-firing armament. The fuselage was primarily composed of plywood for the forward section and aluminum throughout the aft section, in order to save critical war material. The advantages of the pusher design were of an unobstructed forward view for the pilot, while the armament could also be concentrated in the nose, so that most of the aircraft’s heavy elements were concentrated around the mutual center of gravity. However, a major drawback was difficulty in escaping from the aircraft in an emergency, as the pilot could get drawn into the propeller blades, and the tail surfaces posed an imminent danger, too.
The J1Y1 test aircraft was powered by a 700 kW (940 hp) Nakajima Sakae 12 engine. A pair of intakes in the wings’ roots ducted cooling air to the engine, which was mounted at the egg-shaped fuselage’s tail, as well as to a pair of oil coolers that were buried in the thickened wing roots. Despite the aircraft’s tubby shape, it was a very clean design with an excellent weight distribution.
During the ensuing tests and flight trials in late 1943, the J1Y1 proved to be superior to the comparable Mitsubishi A6M2 “Zero” in many respects, so that the Imperial Japanese Navy Aviation Bureau (海軍航空本部, Kaigun Kōkū Hombu) became interested enough to eventually order a fully capable combat aircraft variant in early 1944: the J1Y2.
Development of the J1Y2 lasted until mid-1944. Outwardly, the aircraft differed only slightly from the J1Y1 test aircraft, of which four had been built. The internal structure was strengthened, esp. around the engine mount, because the fighter version was to be powered by the Mitsubishi Kinsei Model 48 radial engine which delivered 1,080 hp (810 kW). Since this engine had a slightly bigger diameter, the tight cowling had to be modified and now featured small bulges for its fourteen-cylinder heads, creating a characteristic ring of small bumps around the rear fuselage. The dorsal carburetor air scoop had to be enlarged, too.
The J1Y1’s four-blade propeller was replaced by a six-blade propeller – a measure that was necessary to convert the engine’s raised power output into sufficient propulsion, while exploiting the limited possible propeller disc diameter between the tail booms and keeping sufficient ground clearance.
Armor plates were added to the nose section and behind the pilot’s seat, but protection remained relatively light. In order to extend the J1Y1’s limited range of only 750 km (470 mi, 400 nmi), two additional 150l fuel tanks were added to the inner wings behind the landing gear wells, partly extending into the tail booms, even though they were not self-sealing like the main fuel tank behind the cockpit. Tilting air brakes were installed on the wings, enabling the J1Y1 to manoeuvre into a stable firing position behind slower aircraft. Armament consisted of a pair of 20 mm Type 99-2 cannon, flanking the front wheel well, supplemented by a pair of 7.7 mm (.303 in) Type 97 machine guns, which were rather intended as spotting rifles: they fired tracer rounds with the same trajectory as the 20 mm rounds, and gave off a flash and puff of white smoke on impact, so that 20 mm ammunition could be saved. Upon IJN introduction in August 1944, the J1Y was christened “Akaei” (アカエイ, “Stingray”). The Allied reporting name was "Ron"
However, teething development problems stemming from the Kasei engine cooling system and the main undercarriage members led to a slowdown in production. And when the Boeing B-29 Superfortress appeared, the J1Y2’s performance, esp. at height, was not sufficient anymore. Being not suited for high-altitude operations, and lacking internal space to accommodate a turbocharger, the IJN’s interest in the aircraft waned and resources were rather allocated to more promising types like the Mitsubishi J2M, despite its development problems, too. However, the J1Y2’s heavy gun armament supplied effective firepower and the use of dive and zoom tactics allowed it to score occasionally. It was also a very agile aircraft, esp. at medium altitude, so that production switched in January 1945, after 75 J1Y2s had been built, to the J1Y3.
The ultimate variant of the “Akaei” featured a new, even more powerful Mitsubishi Kinsei 62 engine with 1,163 kW (1,560 hp). Outwardly, this variant differed from its predecessor by a different exhaust arrangement: instead of the J1Y2’s two exhaust pipes, the J1Y3 featured individual exhaust, hidden under seven aerodynamic fairings, in order to exploit residual thrust and therefore further improve performance – resulting in even more bumps and fairing around the engine cowling. For the more powerful engine, and also because of cooling problems, the carburetor scoop was enlarged even more, so that an auxiliary cooling intake could be integrated.
Even though the armament nominally remained unchanged, supply shortages and field modifications in order to lighten the aircraft saw many J1Y3s with only two Type 99 cannons installed and the empty machine gun ports faired over. Some J1Y3s also carried gun 13.2 mm (.51 in) Type 3 heavy machine guns instead of the cannons, becoming designated J1Y3a. Due to ammunition shortages, some machines were converted in field workshops to this standard, too.
The J1Y3 arrived at IJN units in March 1945, but only a few were operational until the end of hostilities in the PTO, probably only around 40 aircraft were eventually delivered.
General characteristics:
Crew: 1
Length: 30 ft 9 in (9.37 m)
Wingspan: 38 ft (12 m)
Height: 8 ft 10 in (2.69 m)
Wing area: 262 ft² (24.3 m²)
Empty weight: 2,839 kg (6,259 lb)
Gross weight: 3,211 kg (7,079 lb)
Powerplant:
1× Mitsubishi Kinsei 62 14 cylinder radial engine with 1,163 kW (1,560 hp)
Performance:
Maximum speed: 640 km/h (397 mph, 346 kn) at at 6,096 m (20,000 ft)
560 km/h (348 mph, 303 kn) at sea level
Cruising speed: 495 km/h (308 mph, 267 kn)
Range: 1,078 km (670 mi, 582 nmi) at 272 km/h (169 mph; 147 kn) at 457 m (1,500 ft)
Ferry range: 1,190 km (740 mi, 640 nmi)
Service ceiling: 10,200 m (33,500 ft)
Rate of climb: 15 m/s (3,000 ft/min)
Armament:
2× 20 mm belt-fed Type 99-2 Mark 4 cannon with 125 RPG and
2× 7.7 mm (.303 in) Type 97 machine guns with 250 RPG in the lower fuselage
2× hardpoints under the outer wings for 60 kg (132 lb.) bombs
or 200 l (53 US gal; 44 imp gal) drop tanks
The kit and its assembly:
This build followed a spontaneous inspiration, and it became another contribution to the “in the navy” group build at whatifmodlers.com in early 2020. I actually had the Vampire kit already stashed away for a while, and the plan to convert it into a propeller-driven aircraft with a radial engine and a pusher configuration à la Saab 21 had been there – but I lacked an idea for an operator, so that I could build the background story around it. With the “in the navy” theme, it suddenly clicked – why not the IJN? The Vampire is a rather compact and slender aircraft, so there’s IMHO some Japanese “style” in the design, and after the torturous build of HMS Cerberus I wanted some kind of relief.
The Vampire kit is the vintage Heller mold from 1979, but actually in a mid-Nineties Revell re-boxing. Like many other Heller kits, it comes with raised panels, but detail is sufficient (nice dashboard, landing gear is O.K., and the kit comes with separate air brakes) – the molds seem to be a bit worn, though, I guess a “true” old Heller kit is more crisp and would be the better choice.
At the core of the conversion plan was the implantation of a radial engine in place of the jet exhaust. I found a donor part from a Hobby Boss MC.200 Saetta – a bit vintage, but it had the right diameter and I actually liked the ring of bulges on the cowling. Internally, a styrene tube adapter was added for a freely spinning propeller.
While adding a prop to a jet seems to be an easy task, the real challenge behind such a conversion are the many other changes that have to be made to the airframe. This includes a (considerably) longer landing gear and the respective wells, but also the tail surfaces. There’s also the question how the new radial engine actually breathes, where exhausts can be located, and a cooling system is necessary, too.
Work started with the search for new landing gear struts, and I also used different wheels – for instance, the main wheels come from a Hasegawa F9F Panther, while the front wheel comes from a Frog He 162 and is probably 35 years old(!). In order to make the longer struts fit into the airframe, I elongated the wells in the wings towards the fuselage, so that the track width was reduced – but with the Vampire’s small airframe and original wide stance, this was no serious problem. From the inside, they were faired with styrene profile material, and the extended covers were scratched – esp. the parts for the wings, with their bulges for the tail boom tips, were fiddly.
In order to move the overall look a bit further away from the Vampire, I completely changed the fin arrangement. The original, rounded and rather small fins and the bullet-shaped fairings that hold the stabilizer outside of the original exhaust blast were deleted. Once the wings and the tail booms were added to the fuselage, the stabilizer was mounted between the booms, in a slightly lower position. For the new fins I wanted a layout that would, beyond a more squarish shape that would better match the wings, protect the propeller. Therefore, I used stabilizers from a KP Yak-23; each was cut into two pieces, tailored further to match the rest of the aircraft, and glued in positions above and underneath the booms. Looks quite weird, as if the aircraft had been designed upside down, but it’s a rather pragmatic solution that has already been used on some pusher designs in the past.
The six-blade propeller was scratched from a spinner, carved from a thick piece of sprue, plus a metal axis and six single blades that were taken from the rather wacky one-piece propellers of Airfix’s Ki-46 kit.
Hollow steel needles were used as barrels for the Type 99 cannons in the lower fuselage.
Painting and markings:
Once more, a rather conservative approach – and the IJN was not creative when it came to liveries. Almost every aircraft carried a typical dark green over light grey scheme, with minimal individual markings or tactical codes. I wanted to stay true to this concept but decided to simplify the scheme even more since this would be a late-war aircraft, pressed into service under rather dire supply circumstances. This resulted in a NMF livery (basis is Tamiya XF-60, which turned out soemwaht grainy, plus some Polished Aluminum Metallizer from Humbrol on top), with only the upper surfaces camouflaged with IJN Green (ModelMaster) without primer underneath, resulting in a somewhat flaky and worn look. Since they are rather slender, the tail booms were completely painted in IJN green, too.
The yellow ID markings on the wings’ leading edges were created with decal material (TL Modellbau), the cockpit interior as well as the landing gear wells were painted with a mix of silver and blue, mimicking the typical “aodake iro” protective clear lacquer of Japanese IJN aircraft. The struts were painted black, according to A6M museum exhibits. The propeller blades ware painted in a red-brown primer, a mix of Humbrol 160 and 180.
Markings were taken from a PrintScale Yokosuka N1K2 decal sheet and mixed from two aircraft. Placing the fuselage hinomaru was tricky – the natural choice would have been the tail booms, but they’d be very small, so I rather put them on the fuselage under the cockpit. With the individual aircraft number added to the meatball, it looks now like a racing aircraft, though...
Finally, the kit received some soot stains and dry-brushing with aluminum, and everything was sealed with semi-gloss acrylic varnish from Italeri - even though the result is a little too glossy for my taste, but I left it that way.
A rather quick build, but structurally not much from the Vampire was changed. The new engine was relatievly easy to integrate - the other small bits like the fins, the propeller and esp. the landing gear took more time. The result looks quite odd - the whole thing has also a certain German touch? Could have worked well with a BMW 801 engine, too!
woow
this is best service:
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040 60506611. Thank You for reaching us
I noticed that the two shots of the service featured the same tree in much the same location, so I thought about joining the two shots. First shot taken covers the area on the left, second shot covered the area on the right. Unfortunately, the photographer moved up and back to get the second shot, evidently trying to get more people in. This means that the size of the people from shot to shot changes quite a bit, so they don't really join very well. And the raise in elevation between shots, and the downward rake of the lens in the second (to try and cover foreground to background evenly) means that the cloudline in the rear of the shot is wildly out of kilter. Still, it gives a vivid impression of the crowd on the day. The reverse angle features a big white cross, so yes, this is an explicitly Christian occasion, but it also has an honour guard of some kind, so also a specifically military occasion. Here is the original of the left-hand shot ; and here is the reverse angle, showing the dias, cross, etc.
Computer Repair Services include hardware and software repairs, system security solutions, wireless and wired networking services, virus and spyware prevention and removal, data backup and recoverysolutions and just about any other type of computer. For More Information Please Visit Us At :- xmoddz.com/
Winner: Mainroad Mid-Island Contracting LP
Project: Orange Bridge Project
Category: Community Service
The B.C. Transportation Contractor of the Year Awards of Excellence recognizes excellence in the delivery of transportation infrastructure projects. Transportation contractors make seismic upgrades to keep our roads safe, build relationships with local communities to minimize traffic flow disruption during construction, respond to emergency situations and work within short construction windows and sometimes adverse conditions to ensure our roads and bridges are safe and reliable.
The Contractor of the Year Awards recognizes the outstanding achievement and commitment to the development and promotion of a culture of excellence in the road building industry. The awards for 2021 and 2022 will be presented at the Contractor of the Year Awards ceremony in December 2022.
This livery, with italicised block fleetname, was suggested to me some time ago for the Bristol RELH. This Bristol MW is based on a preserved Eastern Counties example. The cream and maroon coach livery seems to have been quite common amongst Tilling Group companies, and was adopted briefly by United Automobile Services in the early post-war years.
When United took the newly formed Durham District Services under its wing, it repainted a few acquired half-cab coaches in the same scheme but did not extend it later additions - perhaps because they weren't really coaches. This fictional image, therefore, serves as a record of what might have been (11-Jan-11).
STRICTLY COPYRIGHT: You may download a copy of any image for your personal use, but it would be an offence to remove the copyright information or to post it elsewhere without the express permission of the copyright owner.
Owned by: AW Allied Waste Industries
Chassis: HME
Body: unknown
Type of truck: Roll-Off'
Unit number: 3075
Additional notes: N/A
Location of photo: Asset Auctions/Asset Nations
Former Trathens MAN SR280 NFJ 375W was a longstanding member of the RDH Services fleet, based in Barcombe, East Sussex, where it carried local registration OUF 373W. On 2nd July, 1994, it was seen in Parliament Square.
caught in Charlton Street Wellington, near the garage is parked 5485 6485HA BMMO S17, with bodywork finished by Willowbrook, new in February 64, 5485 would at first be allocated to Leamington, arriving at Wellington in August 73, being withdrawn from here in January 75.
Image kindly provided by Paul Swarbrick and Gillian Lawson of the Preston Historical Society. www.prestonhistoricalsociety.org.uk/
Naval Service Image from folder reference MA_015 which is available in the reading room of the Military Archives.
Can you help describe the image?
Thanks to Paul Murphy who provided the following information
"No 3 Coy Slua Muiri Waterford, To Include Lt Cdr. (ASM) Billy Tubritt, Lt (ASM ) Michael McGrath. the politician being Brian O Shea TD who was a junior minister in Labour at the time".
Troops on St Patricks Day receive shamrock.
Blackpool Transport Services Limited 644, a Blackpool Borough Council ‘Centenary’ tram with Blackpool Borough Council 5’ 6” wheel base equal bogies, two The English Electric Company Limited 305 57 horsepower motors and Brush Traction Limited chopper control with an East Lancashire B53D+16 body built 1986 runs along the reserved track on the Promenade in Blackpool at Talbot Square tram station with the 12:08 Fleetwood Ferry to Starr Gate service passing Blackpool Transport Services Limited 600 DUCHESS OF CORNWALL, a The English Electric Company Limited ‘Open Boat’ tram with The English Electric Company Limited 4’ wheel base equal wheel bogies, two The English Electric Company Limited 327A 40 horsepower motors and The English Electric Company Limited DB1 K53C controllers with a The English Electric Company Limited OB56CD body built 1934 waiting to follow with an additional Talbot Square to Pleasure Beach service. Sunday 31st May 2009
Note, 600 was originally operated by Blackpool Corporation as number 225, entering service in May 1934. The original refurbished The English Electric Company Limited DB1 K44E controllers (refurbished by The English Electric Company Limited) were replaced in 1951 with controllers removed from a The English Electric Company Limited sun saloon and at some time the original two refurbished The English Electric Company Limited DK34 37 horsepower motors (refurbished by The English Electric Company Limited) were replaced. 225 was renumbered 600 in early 1968 and Blackpool Corporation became Blackpool Borough Council on 1st April 1974 due to local government reorganisation. 600 was loaned to the Heaton Park Tramway in Manchester (where it carried its original fleet number 225) between 1985 and 1997 during which time, on 26th October 1986, Blackpool Borough Council Transport became Blackpool Transport Services Limited due to bus deregulation. 600 was withdrawn from service along with the remaining ‘Open Boat’ trams in November 2004, was reinstated to service in 2005 and was named DUCHESS OF CORNWALL on 27th June 2008
644 was ordered by Blackpool Borough Council but delivered new to Blackpool Transport Services Limited as number 644. Blackpool Borough Council Transport’s operations passed to Blackpool Transport Services Limited on 26th October 1986 due to bus deregulation. 644’s seating was increased from B52D+16, possibly circa 1999 during its mid-life refurbishment
Ref no Canon EOS50D 1st series - IMG_0105
Sometimes life can seem out of control, why not try something new? Consult Durga Devi Astrology Centre; we offer a wide range of astrological services to offer potential solutions to your problems. www.astrologersurya.com/
The water heater is certainly a device that comes in handy during the colder months, or when you have just recovered from a fever and aren’t yet ready to take the plunge-literally or figuratively to a full cold water bath. It’s also a device that requires some level of maintenance. And owing to ...
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