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LDH WDM-3A 18530 arrives Rajpura Jn with 54551 Ambala Cantt - Bathinda Passenger while JHS WAG-7 waiting for the clearence in Mainline
Advertising & Fashion Photographer Surinder Singh (+91-9811425367) Rohini, New Delhi, India.
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NH22is a important road in the national highway grid connecting Ambala in Punjab to Khab in Himachal Pradesh via Chandigarh, Shimla, Narkanda, Rampur and beyond Khab to the Indo-Tibet border via Shipki La pass. In Himachal Pradesh it is a poorly maintained mountainous road with sections cut through rocky wall of Sutlej valley.Hairpin bends, broken fences, narrow dimensions and frequent landslides make for dangerous driving conditions.No wonder it has been named as one of the Deadliest roads in the world by the History Channel. It is 460 km long.
Abu Road WDM3A oldie No. 18797R at Ambala Cantt. with train 19718 13h00 Chandigarh to Jaipur InterCity on 16th April 2019. All of this train’s route is either being electrified or has been energised already. More diesel workings down the pan!
Advertising & Fashion Photographer Surinder Singh (+91-9971008151) New Delhi, India.
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Presenting the exclusive beauty from UNESCO World Heritage Railway ! The one & only Kalka-Shimla Railway, Indian Railways. Seen here Kalka (KLK) ZDM 3 #708 led by 52456 Shimla-Kalka Himalayan Queen Express waits for the departure from Kandaghat (KDZ) Railway Station ! One can see the loco pilot & his assistant strolling around the loco for technical cheque up & also relax from their hectic job in the small cab of a NG loco !
Some headlines about this route : The Kalka-Shimla Railway is a 2 ft 6 in (762 mm) narrow gauge railway in North-West India travelling along a mostly mountainous route from Kalka to Shimla. It is known for dramatic views of the hills and surrounding villages. The 1,676 mm (5 ft 6 in) broad gauge Delhi-Kalka line opened in 1891. The Kalka–Shimla Railway was build on 2 ft (610 mm) narrow gauge tracks by the Delhi-Ambala-Kalka Railway Company beginning in 1898. Because of the high capital and maintenance costs and peculiar working conditions, the Kalka-Shimla Railway was allowed to charge higher fares than on other lines. On 8 July 2008, the Kalka-Shimla Railway became part of the World Heritage Site Mountain Railways of India. Alongside Darjeeling Himalayan Railway, Nilgiri Mountain Railway, and Chhatrapati Shivaji Terminus.
Location : Kandaghat (Elevation : 1680 metre from sea level), Himachal Pradesh, India.
Date : 22 nd February, 2016.
GZB WAP-5 30028 arrives Ambala Cantt leading 12231 Lucknow NR - Chandigarh Express and LDH WDM-3A 14103 waits for the starter hauling 14732 Fazilka - Delhi Intercity Express.
TKD WDP1 No. 15050 departs Dhuri Junction with train 54757 06h25 Ambala Cantt - Sri Ganga Nagar Passenger on 21st September 2018.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
The Hawker Cyclone was an evolutionary successor to the successful Hawker Typhoon and Tempest fighters and fighter-bombers of the Second World War. The Cyclone's design process was initiated in September 1942 by Sydney Camm, one of Hawker's foremost aircraft designers, to meet the Royal Air Force’s requirement for a lightweight Tempest Mk.II and V replacement.
The project, tentatively designated Tempest Mk. VIII, was formalised in January 1943 when the Air Ministry issued Specification F.2/42 around the "Tempest Light Fighter".This was followed up by Specification F.2/43, issued in May 1943, which required a high rate of climb of not less than 4,500 ft/min (23 m/s) from ground level to 20,000 feet (6,096 m), good fighting manoeu rability and a maximum speed of at least 450 mph (724 km/h) at 22,000 feet (6,705 m). The armament was to be four 20mm Hispano V cannon with a total capacity of 600 rounds, plus the capability of carrying two bombs each up to 1,000 pounds (454 kg). In April 1943, Hawker had also received Specification N.7/43 from the Admiralty, who sought a navalized version of the developing aircraft, what eventually led to the Hawker Sea Fury, which was a completely new aircraft, which only shared the general outlines of the Tempest.
The Royal Air Force was looking for a quicker solution, and Camm started working on a new laminar flow wing, which would further improve the Tempest’s speed. Further refinements were done to other aerodynamic components, too, like the radiator, since the Tempest V’s liquid-cooled Napier Sabre engine was to be used. After some experiments with new arrangements, an annular radiator directly behind the propeller was chosen – certainly inspired by fast German aircraft like the Fw 190D and developed by Napier.
A total of three prototypes were ordered; the first one was powered by a Napier Sabre IIA liquid-cooled H-24 sleeve-valve engine, generating 2,180 hp (1,625 kW), but the second and any following aircraft carried the more powerful Sabre V with 2,340 hp, driving a Rotol four-blade propeller. Later aircraft were even to carry the Napier Sabre VII, which was capable of developing 3,400–4,000 hp (2,535–2,983 kW) and pushing the top speed to 485 mph (780 km/h) and more. The third airframe was just a static test structure. However, since the differences between the Tempest and the new aircraft had become almost as big as to its predecessor, the Typhoon, the new type received its own name Cyclone.
The first Cyclone Mk. I to fly, on 30 August 1944, was NV950, and it became clear soon that the modifications would improve the Cyclone’s top speed vs. the Tempest by almost 30 mph (50 km/h), but the new components would also require a longer testing period than expected. The annular radiator frequently failed and overheated, and the new, slender wings caused directional stability problems so that the complete tail section had to be re-designed. This troubling phase took more than 6 months, so that eventual service aircraft would only be ready in mid-1945 – too late for any serious impact in the conflict.
However, since the Hawker Fury, the land-based variant of the Sea Fury, which had been developed from the Tempest for the Royal Navy in parallel, had been cancelled, the Royal Air Force still ordered 150 Cyclone fighters (F Mk. I), of which one third would also carry cameras and other reconnaissance equipment (as Cyclone FR Mk.II). Due to the end of hostilities in late 1945, this order immediately lost priority. Consequently, the first production Cyclone fighters were delivered in summer 1946 – and in the meantime, jet fighters had rendered the piston-powered fighters obsolete, at least in RAF service. As a consequence, all Cyclones were handed over to friendly Commonwealth nations and their nascent air forces, e. g. India, Thailand or Burma. India received its first Cyclones in late 1947, just when the Kashmir conflict with Pakistan entered a hot phase. The machines became quickly involved in this conflict from early 1948 onwards.
Cyclones played an important role in the strikes against hostiles at Pir Badesar and the dominating Pir Kalewa. The taking of Ramgarh fort and Pt. 6944 on the west flank of Bhimbar Gali was to be a classic close support action with Indian forces carrying out a final bayonet charge against the enemy trenches whilst RIAF Cyclones and Tempests strafed and rocketed the trenches at close quarters. On a chance reconnaissance, enemy airfields were located at Gilgit and 40 NMs south, at Chilas. Cyclones flew several strikes against the landing strips in Oct and Nov 48, cratering & damaging both and destroying several hangars, barracks and radio installations. This attack destroyed Pakistani plans to build an offensive air capability in the North. Already, with Tempests and Cyclones prowling the valleys, Pakistani re-supply by Dakotas had been limited to hazardous night flying through the valleys.
After the end of hostilities in late 1948 and the ensuing independence, the Cyclone squadrons settled into their peace time stations. However, constant engine troubles (particularly the radiator) continued to claim aircraft and lives and the skill required to land the Cyclone because of its high approach speed continued to cause several write offs. The arrival of the jet-engined Vampire were the first signs of the Cyclone’s demise. As the IAF began a rapid expansion to an all jet force, several Tempest and Cyclone squadrons began converting to Vampires, 7 Squadron being the first in Dec 49. By this time it had already been decided that the piston-engine fighters would be relegated to the fighter lead-in role to train pilots for the new jet fighters. A conversion training flight was set up at Ambala in Sep 49 with Spitfire T Mk IXs, XVIIIs and Tempests to provide 16 hrs/six weeks of supervised Tempest training. This unit eventually moved to Hakimpet two years later and operated till the end of 1952. Some Cyclone FR Mk. IIs remained in front line service until 1954, though.
General characteristics:
Crew: One
Length: 35 ft 5 3/4 in (10.83 m)
Wingspan: 42 ft 5 1/2 in (12.96 m)
Height (tail down): 15 ft 6 3/4 in (4.75 m)
Wing area: 302 ft² (28 m²)
Empty weight: 9,250 lb (4,195 kg)
Loaded weight: 11,400 lb (5,176 kg)
Max. takeoff weight: 13,640 lb (6,190 kg)
Powerplant:
1× Napier Sabre V liquid-cooled H-24 sleeve-valve engine with 2,340 hp (1,683 kW)
Performance:
Maximum speed: 460 mph (740 km/h) 18,400 ft (5,608 m),
Range: 740 mi (1,190 km)
1,530 mi (2,462 km) with two 90 gal (409 l) drop tanks
Service ceiling: 36,500 ft (11,125 m)
Rate of climb: 4,700 ft/min (23.9 m/s)
Wing loading: 37.75 lb/ft² (184.86 kg/m²)
Power/mass: 0.21 hp/lb (0.31 kW/kg)
Armament:
4× 20 mm (.79 in) Mark V Hispano cannons, 200 RPG
2× underwing hardpoints for 500 lb (227 kg) or 1,000 lb (454 kg) bombs
or 2 × 45 gal (205 l) or 2 × 90 gal (409 l) drop tanks
plus 6× 3” (76.2 mm) RP-3 rockets
The kit and its assembly:
Another episode in the series “Things to make and do with Supermarine Attacker wings”. And what started as a simple switch of wings eventually turned into a major kitbashing, since the model evolved from a modded Tempest into something more complex and conclusive.
The initial spark was the idea of a Hawker alternative to Supermarine’s Spiteful and Seafang developments – especially with their slender laminar flow wings. Wouldn’t a Hawker alternative make sense?
Said and done, I dug out a NOVO Attacker kit and a Matchbox Tempest, and started measuring – and the wing transplantation appeared feasible! I made the cut on the Tempest wing just outside of the oil cooler, and the Attacker wings were then attached to these stubs – after some gaps for the landing gear wells had been cut into the massive lower wing halves. The stunt went more smoothly than expected, the only cosmetic flaw is that the guns went pretty far outboard, but that’s negligible.
But the different wings were not enough. I had recently seen in a book a picture of a Tempest (NV 768) with an experimental annular radiator for the Sabre engine (looking like a streamlined Tempest II), and wondered if this arrangement would have been the aerodynamically more efficient solution than the bulbous chin radiator of the Tempest V and VI? I decided to integrate this feature into my build, too, even though not as a copy of the real-world arrangement. The whole nose section, even though based on the OOB Mk. V nose, was scratched and re-sculpted with lots of putty. The radiator intake comes from a FROG He 219, with the front end opened and a fan from a Matchbox Fw 190 placed inside, as well as a styrene tube for the new propeller. The latter was scratched, too, from a Matchbox He 70 spinner and single blades from an Italeri F4U, plus a metal axis. The exhaust stubs were taken OOB, but their attachment slits had to be re-engraved into the new and almost massive nose section.
Once the wings and the nose became more concrete, I found that the Tempest’s original rounded tail surfaces would not match with the new, square wings. Therefore I replaced the stabilizers with donations from a Heller F-84G and modified the fin with a new, square tip (from an Intech Fw 190D) and got rid of the fin fillet – both just small modifications, but they change the Tempest’s profile thoroughly.
In order to underline the aircraft’s new, sleek lines, I left away any ordnance – but instead I added some camera fairings: one under the rear fuselage or a pair of vertical/oblique cameras, and another camera window portside for a horizontal camera. The openings were drilled, and, after painting, the kit the camera windows were created with Humbrol Clearfix.
Painting and markings:
Somehow I thought that this aircraft had to carry Indian markings – and I had a set of standard Chakra Wheels from the late Forties period in my stash. The camouflage is, typical for early IAF machines of British origin, RAF standard, with Dark Green and Ocean Grey from above and Medium Sea Grey from below. I just used the more brownish pst-war RAF Dark Green tone (Humbrol 163), coupled with the rather light Ocean Grey from Modelmaster (2057). The underside became Humbrol 165. All interior surfaces were painted with RAF Interior Green, nothing fancy. The only colorful addition is the saffron-colored spinner, in an attempt to match the fin flash’s tone.
As a standard measure, the kit received a black ink wash and some panel post-shading with lighter tones – only subtly, since the machine was not to look too weathered and beaten, just used from its Kashmir involvements.
The national markings come from a Printscale Airspeed Oxford sheet, the tactical code with alternating white and black letters, depending on the underground (the sky fuselage band comes from a Matchbox Brewster Buffalo), was puzzled together from single letters from TL Modellbau – both seen on different contemporary RIAF aircraft.
As another, small individual detail I gave the machine a tactical code letter on the fuselage, and the small tiger emblems under the cockpit were home-printed from the official IAF No. 1 Squadron badge.
Despite the massive modifications this one is a relatively subtle result, all the changes become only visible at a second glance. A sleek aircraft, and from certain angley the Cyclone looks like an A-1 Skyraider on a diet?
Mega Offlink from Western Railway!!
Ratlam (RTM) WDM-3A 18678 arrives Shambhu (SMU), the gateway of Punjab hauling 20min late 54551 Ambala Cantt - Bathinda Passenger
on a plinth at Ambala Cantonment. Metre gauge, 4-6-2 wheelplan, said to have been built by Tata Engineering & Locomotive in 1967.
St Paul’s Church in Ambala Cantonment is one of the oldest churches in the region. St Paul’s church, which was consecrated on January 4, 1857, was bombed during the 1965 Indo-Pak war. The bombing by a Pakistani aircraft considerably destroyed the beautiful church building and today only the church tower remains. The St Paul’s church sustained extensive damage due to the bombing. Since then, a portion of the parsonage is being consecrated and used as church. Previously, the church compound was spread over 21 acres of land and now a large area has been acquired by the Air Force authorities for a school and other purposes.
The church was bombed in September, 1965. It is believed that the aircraft which bombed the church missed nearby airfield and hit the church. The bombed church is now within the Air Force school complex.
The work on the St Paul Cathedral began in 1855. The building work was carried out by the British Army who first built a wooden model of the church. During the first war of Independence in 1857, Britishers took refuge in the church.
Shining GZB WAP-5 #30013 "NAVKIRTI" accelerating towards MOHRI taking charge of 18 mins late running 12058 UHL-NDLS Jan Shatabdi Express.
Gonda WDM-3A#16727R gets starter at Dhuri Jn with BTPN Consists towards Ambala. Now this loco is scrapped.
Taken in 2019 during last semaphore days of Dhuri Jn.
This new loco of the Indian Railway has that Indian look at its long hood end.The loco was attached to the Howrah Mail , being pushed by a WDM-3A , at Ambala Cantt.
At last, Tuglakahbad Depot in Delhi has found someone that can paint straight! Some of their efforts over the years appeared to have been painted by a blind man suffering from Parkinson’s disease using a sweeping brush.
This unusual effort appears to have benefitted from masking tape and a bit of pre-planning before cracking the tins of paint open. Tuglakahabad based WDM3A 14136 stands at Abohar Jn with train 14736 06h40 Ambala Cantt - Sri Ganga Nagar Passenger on 18th March 2024.
A “Pushpak” sandwich at Abohar Jn on 8th December 2024. 15506 is working train 04552 13h15 Fazilka to Bathinda Passenger - a virtually empty train, whilst classmate 15531 is working train 14526 13h35 Sri Ganga Nagar to Ambala Cantt InterCity - fairly packed. I thought WDP3s had finished for good until my visit in January 2023, where they were still active and here we are at the end of Alco use in India and these old wrecks are still putting in the miles. *** STOP PRESS*** :- The electrification on the line to Sri Ganga Nagar was energised at the weekend, so that’ll be the end of these Alco adventures soon.
TKD WDP-4B 20103 arrives Ambala Cantt (UMB) 25 min late with 11058 Amritsar - Mumbai CST Express!!
This loco will hand over the charge to Electric Loco for rest of the journey!!
Double hibiscus of a rare type from my garden in Chandigarh. It has the appearance of a flower emerging / hanging out of a flower.
The short hood end of the brand new WDG-5 , nicknamed 'Bheem'.A very long loco this one , has 20 cylinders in V , arrangement and has just been built in Feb 2012.
LDH WDM-3A 14103 arrives Ambala Cantt (UMB) with 14732 Fazilka Delhi Intercity bang on time!
On the left its LKO - CDG Sadbhawna Exp
this transfer was lifted from an old glass slide I recently came across. It was taken in 1917 and is titled "Lovers". The sepia effect is not photo shopped, I soaked it in some filtered coffee. As I watched the coffee swirl around the faces I couldn't help wonder what sort of lifes these two children had and how long they lived
Manali is a hill station nestled in the mountains of the Indian state of Himachal Pradesh near the northern end of the Kullu Valley, at an altitude of 2,050 m in the Beas River Valley. It is located in the Kullu district, about 270 km north of the state capital, Shimla. The small town, with a population of 8,096, is the beginning of an ancient trade route to Ladakh and from there over the Karakoram Pass on to Yarkand and Khotan in the Tarim Basin. It is a popular tourist destination and serves as the roadway to other northern hill stations.
GEOGRAPHY
Manali is located at 32.2396 N, 77.1887 E, about 40 km north of Kullu town. The town ranges in elevation from 1,800 m to 2,000 m in the uppermost Old Manali section.
DEMOGRAPHICS
Manali is a small town; as of the 2011 census of India, its population was 8,096. In 2001, Manali had an official population of 6,265. Males constituted 64% of the population and females 36%. Manali had an average literacy rate of 74%, higher than the national average of 59.5%; male literacy was 80%, and female literacy was 63%. 9% of the population was under six years of age.
CLIMATE
The climate in Manali is predominantly cold during winters, and moderately cool during summers. The temperatures range from 4 °C to 20 °C over the year. The average temperature during summer is between 04 °C and 15 °C, and between −15 °C and 05 °C in the winter. Monthly precipitation varies between 31 mm in November to 217 mm in July. In average, some 45 mm of precipitation is received during winter and spring months, increasing to some 115 mm in summer as the monsoon approaches. The average total annual precipitation is 1,363 mm. Snowfall often takes place between November end to early February. The weather in Manali is not stable.
HISTORY
Manali is named after the lawgiver Manu. The word Manali is regarded as the changed name of "Manu-Alaya" which literally means "the abode of Manu". Legend has it that sage Manu stepped off his ark in Manali to recreate human life after a great flood had deluged the world. Manali is also often referred to as the "Valley of the Gods". The Old Manali village has an ancient temple dedicated to sage Manu.
The British introduced apple trees and trout. The first apple orchard was set up by the British near Patlikuhl, which were earlier not native to Manali. It is said that when apple trees were first planted, the fruits were so plentiful that often branches, unable to bear the weight, would collapse. To this day, apple - along with plum and pear - remain the best source of income for the majority of inhabitants.
Tourism in Manali received a boost after the rise of militancy in Kashmir in the late 1980s. This once quiet village was transformed into a bustling town with many hotels and restaurants.
TRANSPORT
AIR
The nearest airport Bhuntar Airport (IATA code KUU) is at Bhuntar town, situated on NH21 about 50 km south of Manali and 10 km south of Kullu town. The airport is also known as Kullu-Manali airport and has more than a kilometre long runway. Air India and some private airlines have regular flights to the airport. Recently Himalayan Bulls in collaboration with Deccan Charters have started flights on Kullu-Chandigarh-Kullu sector thrice a day. Daily flight service (except Tuesday) has been started by 15May 2013 at Bhunter airport by Air India from Delhi to Bhunter and vice versa. Chandigarh Airport is the nearest international airport.
ROAD
Manali can be reached from Delhi by national highway NH 1 up to Ambala and from there NH 22 to Chandigarh and from there by national highway NH21 that passes through Bilaspur, Sundernagar, Mandi and Kullu towns. The road distance from Chandigarh to Manali is 316 km, and the total distance from Delhi to Manali is 566 km. Buses (including Volvo and Mercedes Benz) on this route are available from all major bus terminals.
RAIL
Manali is not easily approachable by rail. The nearest broad gauge railheads are at Chandigarh (275 km), Pathankot (325 km) and Kalka (310 km). The nearest narrow gauge railhead is at Joginder Nagar (135 kilometres).
See Bilaspur-Mandi-Leh Railway for the proposed railway line through this area.
WIKIPEDIA
LDH WAP4#22656 along with Dead CNB WAG7 ready to depart Ambala Cantt with Ambala-Nangaldam Passenger.
Mt. LDH erupts!!!
LDH WDM-3A 16304(ex LKO) furiously accelerating after departed Patiala(PTA) with Ambala Cantt-Dhuri Passenger!!
With Bathinda Ambala Passenger, at Kauli, facing towards Rajpura.
One of the last clear views, before OHE installations.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
The HAL Ajeet II (Sanskrit: अजित, for Invincible or Unconquerable) was a development of the British Folland Gnat fighter that was built under license in India by Hindustan Aeronautics Limited.
The Indian Air Force (IAF) operated the Folland Gnat light jet fighter from 1958, with over 200 aircraft being license built by Hindustan Aeronautics Limited (HAL). The aircraft proved successful in combat in both the 1965 and the 1971 War with Pakistan, both in the low-level air superiority role and for short range ground attack missions, while being cheap to build and operate. It had unreliable systems, though, particularly the control system, and was difficult to maintain.
The Indian Air Force therefore issued a requirement for an improved Gnat in 1972. Although the original requirement called for an interceptor, it was later modified to include a secondary ground-attack role.
The aircraft was given the name "Ajeet" and the changes from the original Gnat were considerable.
They included:
- Improvements to the hydraulics and control systems (these had been a source of difficulties in the Gnat).
- Fitting of improved Martin-Baker GF4 ejection seats.
- Upgraded avionics.
- The addition of slab tail control surfaces.
- Improvements to the landing gear.
- Additional internal fuel capacity with "wet wings" to free the original pair of underwing pylons for weapons.
- Installation of two more underwing hardpoints.
Hindustan Aeronautics Limited modified the final two Gnats on the production line as prototypes for the Ajeet, with the first one flying on 6 March 1975, with the second following on 5 November. Testing proved successful of the Ajeet, and it became the first production aircraft flew on 30 September 1976. Visually, the Ajeet appeared similar to the Gnat, with the presence of two extra hardpoints being the only obvious distinguishing features from the older aircraft.
The Ajeet entered service with the IAF in 1977, but this was not the end of the Gnat/Ajeet's development potential. A HAL project for a trainer based on the Ajeet was begun, leading to the initial flight of a prototype in 1982. Unfortunately this aircraft was lost in a crash later that year. A second prototype flew the following year, followed by a third. But a lack of government interest and the imminent phase-out of the aircraft meant no more examples were produced.
Another, more radical Gnat derivate was more successful, the supersonic Ajeet II. The development of this aircraft started in 1978, and while the Ajeet II outwardly looked very much like its 1st generation kin, it was an almost completely different aircraft.
Basic idea had been to get the Ajeet up to the performance of the Northrop F-5A Freedom Fighter - with major focus on speed and overall better performance. It was soon clear that the original, the single HAL/Bristol Siddeley Orpheus 701-01 turbojet with 20.0 kN (4,500 lbf) of thrust would not suffice. Consequently, HAL engineers worked on the internal structure of the Gnat/Ajeet to cramp two smaller Rolls Royce Viper engines with indigenous afterburners into the fuselage.
At full power the small aircraft was now powered with almost twice as much power, but modifications were considerable, including new air intakes with shock cones and new ducts, which necessitated a lower location of the Aden cannons under the intakes instead of their flanks.
The rear fuselage had to be widened and lengthened accordingly, and the wings were also completely new, with a thinner profile, less depth and a higher sweep at quarter chord. The wing area was ~30% bigger than before and also offered an increased internal space for fuel.
The elongated forward fuselage was used for an additional fuel tank as well as more sophisticated avionics - including a RP-21 radar that was also installed in the license-built Indian MiG-21. The new systems allowed the use of R-3S 'Atoll') AAMs (of Soviet or Chinese origin) or French Matra Magic AAMs, four of which could be carried under the wings.
The development of the engines was protracted, though, especially the afterburner went through a lot of teething troubles, so that development aircraft had to get by without th extra performance punch. The first Ajeet II prototype flew in 1984 and the type was ready for service in 1986 and adopted by two fighter squadrons which started to retire the 1st generation Gnats and also some Hunters. Anyway, upon commissioning it was already clear that the Ajeet II would not have a bright future, as the classic gun fighter had become more and more obsolete.
Nevertheless, the Ajeet II was built in 36 specimen (plus two prototypes and two static airframes) and proved to be a formidable air combat opponent at low to medium altitude. It could easily outmaneuver more powerful aircraft like the MiG-21, and the afterburner improved acceleration as well as rate of climb considerably. Its guided missile armament also meant that it could engage at longer ranges and did not have to rely on its cannons alone. The Ajeet II's ground attack capabilities were improved through a higher ordnance payload (3.000 lb vs. 2.000 lb of the Ajeet I)
But the light fighter concept was soon outdated. The Ajeet I was retired in 1991 and, unlike the IAF Gnats, never saw combat. The Ajeet II was kept in service only a little longer, and its retirement started in 1994. The remaining machines were concentrated in one single squadron, but this, too, was disbanded soon and switched to the MiG-29. The last Ajeet II flew in late 1997.
General characteristics:
Crew: 1
Length: 10,54 m (34 ft 6 2/3 in)
Wingspan: 8,57 m (28 ft 1 in)
Height: 2.80 m (9 ft 3 in)
Wing area: 16.4 m² (177 ft²)
Aspect ratio: 3.56
Empty weight: 3,100 kg (6,830 lb)
Loaded weight: 5,440 kg (11,990 lb)
Max. takeoff weight: 5,500 kg (12,100 lb)
Powerplant:
2× Rolls-Royce Viper 601-22 turbojets, rated at 3,750 lbf (16.7 kN) dry
and 4,500 lbf (20.0 kN) with afterburner
Performance:
Maximum speed: 1,152 km/h (622 knots, 716 mph) at sea level
Range: 1,150 km (621 nmi, 715 mi)
Service ceiling: 45,000 ft (13,720 m)
Wing loading: 331 kg/m² (67.8 lb/ft²)
Rate of clim: 12,150 ft/min (61.7 m/s)
Armament:
2× 30 mm ADEN cannons with 90 rounds each
Up to 3.000 lb (1.360 kg) of external stores on four underwing hardpoints
The kit and its assembly:
Well, this whiffy Gnat/Ajeet was actually born through an incomplete Matchbox kit that I bought in a lot a while ago. It lacked decals, but also the canopy... Vacu replacements are available, but I rather put the kit on the conversion list, potentially into a single seater.
Since I'd have to improvise and modify the fuselage anyway, I decided to take the idea further ans create a "supersonic Gnat". Folland actually had such designs on the drawing board, but I do not think that the company considered a twin jet layout? That idea struck me when I held a PM Model F-5A in my hands and looked at the small J85 engine nozzles. Could that...?
From there things evolved, a bit like what Fiat did with the G.91 that was turned into the G.91Y. I wanted the Gnat to become bigger, also in order to justify the two engines and the wider tail. Therefore I cut the fuselage in front of the air intakes and behind the wings and inserted plugs, each ~6mm. Not much, but it helps. I also found new wings and stabilizers in the scrap box: from a Revell Fiat G.91. More slender, more sweep, and a slightly bigger span so that the overall proportions were kept. A good addition to the sleek Gnat/Ajeet. The fin was left OOB.
Another personal addition is the radar nose - I found the Gnat trainer's nose to be rather pointed and long, and the radome (IIRC from an F-4E!) was more Ajeet-style, even though of different shape and suggesting a radar dish underneath.
The new canopy is a donation from a Mastercraft (ex KP/Kopro) LWS Iskra trainer. Even though the Ajeet II is a single seater I used the Iskra’s two-seater option in order to fill the gap above the Gnat's second seat. I just cut the Iskra canopy in two parts and used the rear half as a fuselage/spine plug – fit was pretty good.
The fuselage extension and the new tail section necessitated massive putty work, but the result is surprisingly organic and retains the Ajeet's profile - the whif factor is rather subtle. ^^
The landing gear was taken OOB, the cockpit interior was improvised after the fuselage was more or less finished with parts from the original kit, plus an extra dashboard.
Painting and markings:
Surely this was to become an Indian Air Force aircraft, and for the paint scheme I took inspiration from the manifold IAF MiG-21s and the garish combat training markings of Indian aircraft.
The scheme is inspired by MiG-21MF "C2776" of IAF 26 Sqn "Warriors“ and “C2283” of 3 Sqn “Cobras”: a basically all-grey aircraft, with added camouflage on the upper side, plus bright fin colors.
The camouflage consists of Humbrol 127 (FS 36375) for the lower surfaces and in some areas where it would show through the added paint: a basic coat of Humbrol 108 (a murky, dark olive drab) with large mottles in a mix of Humbrol 62 and a bit of 80 (Sand and Grass Green). Rather odd, but when you look at the pics (esp. in flight) this seems to be very effective!
The fin decoration actually comes from an ESCI Harrier GR.3 (RAF 4 Sqn flash), roundels and other markings were puzzled together, among others, from the Iskra donation kit.
The cockpit interior was kept in a very dark grey while the landing gear and the air intakes are Aluminum.
A small project, literally, and a subtle one. While this aircraft looks a lot like a simple IAF Ajeet, there's actually hardly anything left from the original aircraft! And the paint scheme is spectacular - India has a lot to offer! :)
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
The HAL Ajeet II (Sanskrit: अजित, for Invincible or Unconquerable) was a development of the British Folland Gnat fighter that was built under license in India by Hindustan Aeronautics Limited.
The Indian Air Force (IAF) operated the Folland Gnat light jet fighter from 1958, with over 200 aircraft being license built by Hindustan Aeronautics Limited (HAL). The aircraft proved successful in combat in both the 1965 and the 1971 War with Pakistan, both in the low-level air superiority role and for short range ground attack missions, while being cheap to build and operate. It had unreliable systems, though, particularly the control system, and was difficult to maintain.
The Indian Air Force therefore issued a requirement for an improved Gnat in 1972. Although the original requirement called for an interceptor, it was later modified to include a secondary ground-attack role.
The aircraft was given the name "Ajeet" and the changes from the original Gnat were considerable.
They included:
- Improvements to the hydraulics and control systems (these had been a source of difficulties in the Gnat).
- Fitting of improved Martin-Baker GF4 ejection seats.
- Upgraded avionics.
- The addition of slab tail control surfaces.
- Improvements to the landing gear.
- Additional internal fuel capacity with "wet wings" to free the original pair of underwing pylons for weapons.
- Installation of two more underwing hardpoints.
Hindustan Aeronautics Limited modified the final two Gnats on the production line as prototypes for the Ajeet, with the first one flying on 6 March 1975, with the second following on 5 November. Testing proved successful of the Ajeet, and it became the first production aircraft flew on 30 September 1976. Visually, the Ajeet appeared similar to the Gnat, with the presence of two extra hardpoints being the only obvious distinguishing features from the older aircraft.
The Ajeet entered service with the IAF in 1977, but this was not the end of the Gnat/Ajeet's development potential. A HAL project for a trainer based on the Ajeet was begun, leading to the initial flight of a prototype in 1982. Unfortunately this aircraft was lost in a crash later that year. A second prototype flew the following year, followed by a third. But a lack of government interest and the imminent phase-out of the aircraft meant no more examples were produced.
Another, more radical Gnat derivate was more successful, the supersonic Ajeet II. The development of this aircraft started in 1978, and while the Ajeet II outwardly looked very much like its 1st generation kin, it was an almost completely different aircraft.
Basic idea had been to get the Ajeet up to the performance of the Northrop F-5A Freedom Fighter - with major focus on speed and overall better performance. It was soon clear that the original, the single HAL/Bristol Siddeley Orpheus 701-01 turbojet with 20.0 kN (4,500 lbf) of thrust would not suffice. Consequently, HAL engineers worked on the internal structure of the Gnat/Ajeet to cramp two smaller Rolls Royce Viper engines with indigenous afterburners into the fuselage.
At full power the small aircraft was now powered with almost twice as much power, but modifications were considerable, including new air intakes with shock cones and new ducts, which necessitated a lower location of the Aden cannons under the intakes instead of their flanks.
The rear fuselage had to be widened and lengthened accordingly, and the wings were also completely new, with a thinner profile, less depth and a higher sweep at quarter chord. The wing area was ~30% bigger than before and also offered an increased internal space for fuel.
The elongated forward fuselage was used for an additional fuel tank as well as more sophisticated avionics - including a RP-21 radar that was also installed in the license-built Indian MiG-21. The new systems allowed the use of R-3S 'Atoll') AAMs (of Soviet or Chinese origin) or French Matra Magic AAMs, four of which could be carried under the wings.
The development of the engines was protracted, though, especially the afterburner went through a lot of teething troubles, so that development aircraft had to get by without th extra performance punch. The first Ajeet II prototype flew in 1984 and the type was ready for service in 1986 and adopted by two fighter squadrons which started to retire the 1st generation Gnats and also some Hunters. Anyway, upon commissioning it was already clear that the Ajeet II would not have a bright future, as the classic gun fighter had become more and more obsolete.
Nevertheless, the Ajeet II was built in 36 specimen (plus two prototypes and two static airframes) and proved to be a formidable air combat opponent at low to medium altitude. It could easily outmaneuver more powerful aircraft like the MiG-21, and the afterburner improved acceleration as well as rate of climb considerably. Its guided missile armament also meant that it could engage at longer ranges and did not have to rely on its cannons alone. The Ajeet II's ground attack capabilities were improved through a higher ordnance payload (3.000 lb vs. 2.000 lb of the Ajeet I)
But the light fighter concept was soon outdated. The Ajeet I was retired in 1991 and, unlike the IAF Gnats, never saw combat. The Ajeet II was kept in service only a little longer, and its retirement started in 1994. The remaining machines were concentrated in one single squadron, but this, too, was disbanded soon and switched to the MiG-29. The last Ajeet II flew in late 1997.
General characteristics:
Crew: 1
Length: 10,54 m (34 ft 6 2/3 in)
Wingspan: 8,57 m (28 ft 1 in)
Height: 2.80 m (9 ft 3 in)
Wing area: 16.4 m² (177 ft²)
Aspect ratio: 3.56
Empty weight: 3,100 kg (6,830 lb)
Loaded weight: 5,440 kg (11,990 lb)
Max. takeoff weight: 5,500 kg (12,100 lb)
Powerplant:
2× Rolls-Royce Viper 601-22 turbojets, rated at 3,750 lbf (16.7 kN) dry
and 4,500 lbf (20.0 kN) with afterburner
Performance:
Maximum speed: 1,152 km/h (622 knots, 716 mph) at sea level
Range: 1,150 km (621 nmi, 715 mi)
Service ceiling: 45,000 ft (13,720 m)
Wing loading: 331 kg/m² (67.8 lb/ft²)
Rate of clim: 12,150 ft/min (61.7 m/s)
Armament:
2× 30 mm ADEN cannons with 90 rounds each
Up to 3.000 lb (1.360 kg) of external stores on four underwing hardpoints
The kit and its assembly:
Well, this whiffy Gnat/Ajeet was actually born through an incomplete Matchbox kit that I bought in a lot a while ago. It lacked decals, but also the canopy... Vacu replacements are available, but I rather put the kit on the conversion list, potentially into a single seater.
Since I'd have to improvise and modify the fuselage anyway, I decided to take the idea further ans create a "supersonic Gnat". Folland actually had such designs on the drawing board, but I do not think that the company considered a twin jet layout? That idea struck me when I held a PM Model F-5A in my hands and looked at the small J85 engine nozzles. Could that...?
From there things evolved, a bit like what Fiat did with the G.91 that was turned into the G.91Y. I wanted the Gnat to become bigger, also in order to justify the two engines and the wider tail. Therefore I cut the fuselage in front of the air intakes and behind the wings and inserted plugs, each ~6mm. Not much, but it helps. I also found new wings and stabilizers in the scrap box: from a Revell Fiat G.91. More slender, more sweep, and a slightly bigger span so that the overall proportions were kept. A good addition to the sleek Gnat/Ajeet. The fin was left OOB.
Another personal addition is the radar nose - I found the Gnat trainer's nose to be rather pointed and long, and the radome (IIRC from an F-4E!) was more Ajeet-style, even though of different shape and suggesting a radar dish underneath.
The new canopy is a donation from a Mastercraft (ex KP/Kopro) LWS Iskra trainer. Even though the Ajeet II is a single seater I used the Iskra’s two-seater option in order to fill the gap above the Gnat's second seat. I just cut the Iskra canopy in two parts and used the rear half as a fuselage/spine plug – fit was pretty good.
The fuselage extension and the new tail section necessitated massive putty work, but the result is surprisingly organic and retains the Ajeet's profile - the whif factor is rather subtle. ^^
The landing gear was taken OOB, the cockpit interior was improvised after the fuselage was more or less finished with parts from the original kit, plus an extra dashboard.
Painting and markings:
Surely this was to become an Indian Air Force aircraft, and for the paint scheme I took inspiration from the manifold IAF MiG-21s and the garish combat training markings of Indian aircraft.
The scheme is inspired by MiG-21MF "C2776" of IAF 26 Sqn "Warriors“ and “C2283” of 3 Sqn “Cobras”: a basically all-grey aircraft, with added camouflage on the upper side, plus bright fin colors.
The camouflage consists of Humbrol 127 (FS 36375) for the lower surfaces and in some areas where it would show through the added paint: a basic coat of Humbrol 108 (a murky, dark olive drab) with large mottles in a mix of Humbrol 62 and a bit of 80 (Sand and Grass Green). Rather odd, but when you look at the pics (esp. in flight) this seems to be very effective!
The fin decoration actually comes from an ESCI Harrier GR.3 (RAF 4 Sqn flash), roundels and other markings were puzzled together, among others, from the Iskra donation kit.
The cockpit interior was kept in a very dark grey while the landing gear and the air intakes are Aluminum.
A small project, literally, and a subtle one. While this aircraft looks a lot like a simple IAF Ajeet, there's actually hardly anything left from the original aircraft! And the paint scheme is spectacular - India has a lot to offer! :)
Storm clouds are gathering as TKD WDP1 No. 15041R stands at Dhablan with train 54553 15h55 Ambala Cantt Jn to Dhuri Passenger on 16th April 2019.
International Rescue! Following the failure of TKD WDP3A 15506 with train 14525 05h05 Ambala Cantt to Sri Ganga Nagar, a 12,000 hp WAG12 was acquired from an adjacent coal train and hauled the train through to Bathinda! None of us have ever seen or heard of a WAG12 hauling a passenger train. 14th March 2025.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
The Hawker Cyclone was an evolutionary successor to the successful Hawker Typhoon and Tempest fighters and fighter-bombers of the Second World War. The Cyclone's design process was initiated in September 1942 by Sydney Camm, one of Hawker's foremost aircraft designers, to meet the Royal Air Force’s requirement for a lightweight Tempest Mk.II and V replacement.
The project, tentatively designated Tempest Mk. VIII, was formalised in January 1943 when the Air Ministry issued Specification F.2/42 around the "Tempest Light Fighter".This was followed up by Specification F.2/43, issued in May 1943, which required a high rate of climb of not less than 4,500 ft/min (23 m/s) from ground level to 20,000 feet (6,096 m), good fighting manoeu rability and a maximum speed of at least 450 mph (724 km/h) at 22,000 feet (6,705 m). The armament was to be four 20mm Hispano V cannon with a total capacity of 600 rounds, plus the capability of carrying two bombs each up to 1,000 pounds (454 kg). In April 1943, Hawker had also received Specification N.7/43 from the Admiralty, who sought a navalized version of the developing aircraft, what eventually led to the Hawker Sea Fury, which was a completely new aircraft, which only shared the general outlines of the Tempest.
The Royal Air Force was looking for a quicker solution, and Camm started working on a new laminar flow wing, which would further improve the Tempest’s speed. Further refinements were done to other aerodynamic components, too, like the radiator, since the Tempest V’s liquid-cooled Napier Sabre engine was to be used. After some experiments with new arrangements, an annular radiator directly behind the propeller was chosen – certainly inspired by fast German aircraft like the Fw 190D and developed by Napier.
A total of three prototypes were ordered; the first one was powered by a Napier Sabre IIA liquid-cooled H-24 sleeve-valve engine, generating 2,180 hp (1,625 kW), but the second and any following aircraft carried the more powerful Sabre V with 2,340 hp, driving a Rotol four-blade propeller. Later aircraft were even to carry the Napier Sabre VII, which was capable of developing 3,400–4,000 hp (2,535–2,983 kW) and pushing the top speed to 485 mph (780 km/h) and more. The third airframe was just a static test structure. However, since the differences between the Tempest and the new aircraft had become almost as big as to its predecessor, the Typhoon, the new type received its own name Cyclone.
The first Cyclone Mk. I to fly, on 30 August 1944, was NV950, and it became clear soon that the modifications would improve the Cyclone’s top speed vs. the Tempest by almost 30 mph (50 km/h), but the new components would also require a longer testing period than expected. The annular radiator frequently failed and overheated, and the new, slender wings caused directional stability problems so that the complete tail section had to be re-designed. This troubling phase took more than 6 months, so that eventual service aircraft would only be ready in mid-1945 – too late for any serious impact in the conflict.
However, since the Hawker Fury, the land-based variant of the Sea Fury, which had been developed from the Tempest for the Royal Navy in parallel, had been cancelled, the Royal Air Force still ordered 150 Cyclone fighters (F Mk. I), of which one third would also carry cameras and other reconnaissance equipment (as Cyclone FR Mk.II). Due to the end of hostilities in late 1945, this order immediately lost priority. Consequently, the first production Cyclone fighters were delivered in summer 1946 – and in the meantime, jet fighters had rendered the piston-powered fighters obsolete, at least in RAF service. As a consequence, all Cyclones were handed over to friendly Commonwealth nations and their nascent air forces, e. g. India, Thailand or Burma. India received its first Cyclones in late 1947, just when the Kashmir conflict with Pakistan entered a hot phase. The machines became quickly involved in this conflict from early 1948 onwards.
Cyclones played an important role in the strikes against hostiles at Pir Badesar and the dominating Pir Kalewa. The taking of Ramgarh fort and Pt. 6944 on the west flank of Bhimbar Gali was to be a classic close support action with Indian forces carrying out a final bayonet charge against the enemy trenches whilst RIAF Cyclones and Tempests strafed and rocketed the trenches at close quarters. On a chance reconnaissance, enemy airfields were located at Gilgit and 40 NMs south, at Chilas. Cyclones flew several strikes against the landing strips in Oct and Nov 48, cratering & damaging both and destroying several hangars, barracks and radio installations. This attack destroyed Pakistani plans to build an offensive air capability in the North. Already, with Tempests and Cyclones prowling the valleys, Pakistani re-supply by Dakotas had been limited to hazardous night flying through the valleys.
After the end of hostilities in late 1948 and the ensuing independence, the Cyclone squadrons settled into their peace time stations. However, constant engine troubles (particularly the radiator) continued to claim aircraft and lives and the skill required to land the Cyclone because of its high approach speed continued to cause several write offs. The arrival of the jet-engined Vampire were the first signs of the Cyclone’s demise. As the IAF began a rapid expansion to an all jet force, several Tempest and Cyclone squadrons began converting to Vampires, 7 Squadron being the first in Dec 49. By this time it had already been decided that the piston-engine fighters would be relegated to the fighter lead-in role to train pilots for the new jet fighters. A conversion training flight was set up at Ambala in Sep 49 with Spitfire T Mk IXs, XVIIIs and Tempests to provide 16 hrs/six weeks of supervised Tempest training. This unit eventually moved to Hakimpet two years later and operated till the end of 1952. Some Cyclone FR Mk. IIs remained in front line service until 1954, though.
General characteristics:
Crew: One
Length: 35 ft 5 3/4 in (10.83 m)
Wingspan: 42 ft 5 1/2 in (12.96 m)
Height (tail down): 15 ft 6 3/4 in (4.75 m)
Wing area: 302 ft² (28 m²)
Empty weight: 9,250 lb (4,195 kg)
Loaded weight: 11,400 lb (5,176 kg)
Max. takeoff weight: 13,640 lb (6,190 kg)
Powerplant:
1× Napier Sabre V liquid-cooled H-24 sleeve-valve engine with 2,340 hp (1,683 kW)
Performance:
Maximum speed: 460 mph (740 km/h) 18,400 ft (5,608 m),
Range: 740 mi (1,190 km)
1,530 mi (2,462 km) with two 90 gal (409 l) drop tanks
Service ceiling: 36,500 ft (11,125 m)
Rate of climb: 4,700 ft/min (23.9 m/s)
Wing loading: 37.75 lb/ft² (184.86 kg/m²)
Power/mass: 0.21 hp/lb (0.31 kW/kg)
Armament:
4× 20 mm (.79 in) Mark V Hispano cannons, 200 RPG
2× underwing hardpoints for 500 lb (227 kg) or 1,000 lb (454 kg) bombs
or 2 × 45 gal (205 l) or 2 × 90 gal (409 l) drop tanks
plus 6× 3” (76.2 mm) RP-3 rockets
The kit and its assembly:
Another episode in the series “Things to make and do with Supermarine Attacker wings”. And what started as a simple switch of wings eventually turned into a major kitbashing, since the model evolved from a modded Tempest into something more complex and conclusive.
The initial spark was the idea of a Hawker alternative to Supermarine’s Spiteful and Seafang developments – especially with their slender laminar flow wings. Wouldn’t a Hawker alternative make sense?
Said and done, I dug out a NOVO Attacker kit and a Matchbox Tempest, and started measuring – and the wing transplantation appeared feasible! I made the cut on the Tempest wing just outside of the oil cooler, and the Attacker wings were then attached to these stubs – after some gaps for the landing gear wells had been cut into the massive lower wing halves. The stunt went more smoothly than expected, the only cosmetic flaw is that the guns went pretty far outboard, but that’s negligible.
But the different wings were not enough. I had recently seen in a book a picture of a Tempest (NV 768) with an experimental annular radiator for the Sabre engine (looking like a streamlined Tempest II), and wondered if this arrangement would have been the aerodynamically more efficient solution than the bulbous chin radiator of the Tempest V and VI? I decided to integrate this feature into my build, too, even though not as a copy of the real-world arrangement. The whole nose section, even though based on the OOB Mk. V nose, was scratched and re-sculpted with lots of putty. The radiator intake comes from a FROG He 219, with the front end opened and a fan from a Matchbox Fw 190 placed inside, as well as a styrene tube for the new propeller. The latter was scratched, too, from a Matchbox He 70 spinner and single blades from an Italeri F4U, plus a metal axis. The exhaust stubs were taken OOB, but their attachment slits had to be re-engraved into the new and almost massive nose section.
Once the wings and the nose became more concrete, I found that the Tempest’s original rounded tail surfaces would not match with the new, square wings. Therefore I replaced the stabilizers with donations from a Heller F-84G and modified the fin with a new, square tip (from an Intech Fw 190D) and got rid of the fin fillet – both just small modifications, but they change the Tempest’s profile thoroughly.
In order to underline the aircraft’s new, sleek lines, I left away any ordnance – but instead I added some camera fairings: one under the rear fuselage or a pair of vertical/oblique cameras, and another camera window portside for a horizontal camera. The openings were drilled, and, after painting, the kit the camera windows were created with Humbrol Clearfix.
Painting and markings:
Somehow I thought that this aircraft had to carry Indian markings – and I had a set of standard Chakra Wheels from the late Forties period in my stash. The camouflage is, typical for early IAF machines of British origin, RAF standard, with Dark Green and Ocean Grey from above and Medium Sea Grey from below. I just used the more brownish pst-war RAF Dark Green tone (Humbrol 163), coupled with the rather light Ocean Grey from Modelmaster (2057). The underside became Humbrol 165. All interior surfaces were painted with RAF Interior Green, nothing fancy. The only colorful addition is the saffron-colored spinner, in an attempt to match the fin flash’s tone.
As a standard measure, the kit received a black ink wash and some panel post-shading with lighter tones – only subtly, since the machine was not to look too weathered and beaten, just used from its Kashmir involvements.
The national markings come from a Printscale Airspeed Oxford sheet, the tactical code with alternating white and black letters, depending on the underground (the sky fuselage band comes from a Matchbox Brewster Buffalo), was puzzled together from single letters from TL Modellbau – both seen on different contemporary RIAF aircraft.
As another, small individual detail I gave the machine a tactical code letter on the fuselage, and the small tiger emblems under the cockpit were home-printed from the official IAF No. 1 Squadron badge.
Despite the massive modifications this one is a relatively subtle result, all the changes become only visible at a second glance. A sleek aircraft, and from certain angley the Cyclone looks like an A-1 Skyraider on a diet?
Manali is a hill station nestled in the mountains of the Indian state of Himachal Pradesh near the northern end of the Kullu Valley, at an altitude of 2,050 m in the Beas River Valley. It is located in the Kullu district, about 270 km north of the state capital, Shimla. The small town, with a population of 8,096, is the beginning of an ancient trade route to Ladakh and from there over the Karakoram Pass on to Yarkand and Khotan in the Tarim Basin. It is a popular tourist destination and serves as the roadway to other northern hill stations.
GEOGRAPHY
Manali is located at 32.2396 N, 77.1887 E, about 40 km north of Kullu town. The town ranges in elevation from 1,800 m to 2,000 m in the uppermost Old Manali section.
DEMOGRAPHICS
Manali is a small town; as of the 2011 census of India, its population was 8,096. In 2001, Manali had an official population of 6,265. Males constituted 64% of the population and females 36%. Manali had an average literacy rate of 74%, higher than the national average of 59.5%; male literacy was 80%, and female literacy was 63%. 9% of the population was under six years of age.
CLIMATE
The climate in Manali is predominantly cold during winters, and moderately cool during summers. The temperatures range from 4 °C to 20 °C over the year. The average temperature during summer is between 04 °C and 15 °C, and between −15 °C and 05 °C in the winter. Monthly precipitation varies between 31 mm in November to 217 mm in July. In average, some 45 mm of precipitation is received during winter and spring months, increasing to some 115 mm in summer as the monsoon approaches. The average total annual precipitation is 1,363 mm. Snowfall often takes place between November end to early February. The weather in Manali is not stable.
HISTORY
Manali is named after the lawgiver Manu. The word Manali is regarded as the changed name of "Manu-Alaya" which literally means "the abode of Manu". Legend has it that sage Manu stepped off his ark in Manali to recreate human life after a great flood had deluged the world. Manali is also often referred to as the "Valley of the Gods". The Old Manali village has an ancient temple dedicated to sage Manu.
The British introduced apple trees and trout. The first apple orchard was set up by the British near Patlikuhl, which were earlier not native to Manali. It is said that when apple trees were first planted, the fruits were so plentiful that often branches, unable to bear the weight, would collapse. To this day, apple - along with plum and pear - remain the best source of income for the majority of inhabitants.
Tourism in Manali received a boost after the rise of militancy in Kashmir in the late 1980s. This once quiet village was transformed into a bustling town with many hotels and restaurants.
TRANSPORT
AIR
The nearest airport Bhuntar Airport (IATA code KUU) is at Bhuntar town, situated on NH21 about 50 km south of Manali and 10 km south of Kullu town. The airport is also known as Kullu-Manali airport and has more than a kilometre long runway. Air India and some private airlines have regular flights to the airport. Recently Himalayan Bulls in collaboration with Deccan Charters have started flights on Kullu-Chandigarh-Kullu sector thrice a day. Daily flight service (except Tuesday) has been started by 15May 2013 at Bhunter airport by Air India from Delhi to Bhunter and vice versa. Chandigarh Airport is the nearest international airport.
ROAD
Manali can be reached from Delhi by national highway NH 1 up to Ambala and from there NH 22 to Chandigarh and from there by national highway NH21 that passes through Bilaspur, Sundernagar, Mandi and Kullu towns. The road distance from Chandigarh to Manali is 316 km, and the total distance from Delhi to Manali is 566 km. Buses (including Volvo and Mercedes Benz) on this route are available from all major bus terminals.
RAIL
Manali is not easily approachable by rail. The nearest broad gauge railheads are at Chandigarh (275 km), Pathankot (325 km) and Kalka (310 km). The nearest narrow gauge railhead is at Joginder Nagar (135 kilometres).
See Bilaspur-Mandi-Leh Railway for the proposed railway line through this area.
WIKIPEDIA