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57 London Road was originally in civilian occupation and named ‘Fairlawns’. The property was requisitioned in 1939 as a new headquarters for No.1 Group of the Royal Observer Corps, who had previously been stationed in rooms above Maidstone Post Office. An operations room was built in the house using the ground floor and basement. Fairlawns was in use throughout the war until stand down. In the 1950s Fairlawns was relegated to being a training centre for the group control at Beckenham (19 Group). In 1961 a new semi-sunk control was built to the rear of Fairlawns with administration located in the house. Beckenham was then relegated to being training centre for 1 Group at Maidstone. The former 19 Group HQ at Dura Den, Park Place, Beckenham was absorbed into No. 1 Group in 1953 but was retained for as a secondary training centre until 1968 In 1976 Fairlawns was renamed Ashmore House in memory of the Corps' founder Major Ashmore. On closure Ashmore House and the bunker behind was sold to a local solicitors.
Maidstone is similar in construction to other semi-sunken group controls, consisting of three levels. The upper level is a surface concrete blockhouse often referred to as an ‘Aztec Temple’. The middle level is partly below ground, mounded over with soil and grassed, the bottom level is completely below grown. Externally the bunker is in excellent condition and well maintained. The grass on top of the mound is regularly mown and the surface blockhouse is painted white. The telescopic aerial mast is still in place alongside the entrance steps and unusually the aerial is also still there on top of the mast. Two other UHF aerials are also still in place on top of an adjacent pole. On top of the mound the FSM and BPI pipes are in the middle and close to them is a metal cover over what might be part of the AWDREY (Atomic Weapon Detection Recognition and Estimation of Yield) equipment consisting of a white metal box mounted at an angle on a square concrete plinth. Several pipes protrude from the mound alongside. At the east end of the mound is the original emergency exit consisting of an ROC post hatch on a raised concrete plinth with a rail around it. The later emergency exit door is at the back of the mound.
The surface blockhouse still has its external ladder giving access to the roof. Here the GZI mounting is to be found on top of one of the ventilation stacks.
At the top of the entrance stairs is a steel blast door giving access to the upper level corridor. There are two rooms on the left, the decontamination room and dressing room; both still contain sinks and water tanks. There are two rooms on the right, the first has a gas tight door and houses a small fan for cooling the plant in the room below, the adjacent room contains a bank of filters. Beyond these rooms is another gas tight wooden door which, together with the entrance door, forms an air lock. Beyond this door stairs to the left lead down to the middle floor and ahead was the winch room. The winch has been removed as has the floor. There are railings just inside the entrance door to stop anyone falling. A hole has been cut into the right hand side wall of the winch room to give access to a large water tank.
At the bottom of the stairs is a dog leg into the main east - west spine corridor. The first room on the right is the ventilation and filtration plant room which is in immaculate condition with all the brass still polished and gleaming. All the plant remains in place including two chiller pumps, the main ventilation fan, two smaller fans, two compressors and the floor standing electrical control cabinet. There is a filing cabinet full of wiring diagrams, instruction books, maintenance logs etc. Although unused for ten years the plant is almost certainly fully operational with the chiller system still charged.
In one corner of the plant room is a separate filter room with it’s own gas tight door. The bank of filters are still in place. At the back of the room two wooden door open into the generator room which is noticeably narrower then the same room in other semi-sunken group controls. The generator and its control equipment is also in excellent condition with 1518 hours on the clock.
The next room on the right is the canteen, accessed along a short corridor. On the right hand side of the corridor is the kitchen which is largely intact with a Creda industrial cooker, Creda grill, hot food heater, stainless steel sink and draining board and stainless steel covered units. There is a sliding glass hatch for serving food. The canteen is now used for storage of old files and retains nothing original apart from wall cabinets at the back with electrical switchgear.
Next door to the canteen is the BT equipment room, again this is now used for the storage of old files but there are two BT wall cabinets on the end wall and the remains of two racks with some wiring looms. Beyond the BT room is an empty store room and stairs down to the lower level. The final two doors on the right lead onto the balcony looking down onto the control room. Nothing is left in the room at all although in the triangulation alcove it still says ‘Triangulation’ on the wall and there is a small shelf with a slot for an FSM and in the ceiling the bottom of the FSM pipe.
There is a gas tight door in the corridor between the two doors onto the balcony with another gas tight door beyond giving access to the emergency exit. These two doors form a second airlock. There is a ladder on the wall up to a short landing and then a second ladder up to the emergency escape hatch. This was replaced in the 1970’s by a stairway with a door on the south side of the mound.
Back in the spine corridor the first door on the left is the sewage ejection room with two compressors and a compressed air receiver just inside the door and two pumps in the sump underneath a metal grille. This plant also looks immaculate. The next two rooms are the male and female toilets which are complete although no longer connected to the mains water supply. The female toilet has a hot water tank, two hand basins, two WC cubicles and a shower. The male toilet is similar with one of the WC cubicles replaced by a urinal. The next two rooms are the male and female dormitories, these are used for the storage of confidential client files and we had no access. The final room on the left is the small officers room which is empty apart from a Tanoy loudspeaker on the wall.
On the bottom level the control room at the bottom of the stairs to the left has been fitted out with Dexion racking and is the main storage area for old files. Nothing from ROC days remains apart from one floor standing display board. The adjacent communications centre is empty. The walls are covered with acoustic tiles and the original tables and chairs are still in place. There are three windows looking into the control room one with a small message hatch beneath one.
The radio room was to the right of the stairs, this has been divided into two rooms, both of which are empty. There is a small store room under the stairs which is also empty.
During the 1990’s numerous ROC items including maps and signs were sold to the Kelvedon Hatch cold war museum. The only remaining signs are fire prevention notices which are screwed to the wall in various rooms.
The owners have no plans to remove any of the remaining equipment and will continue to use the bunker for the storage of redundant files. It is clean and dry throughout and the lighting works in all the rooms.
+++ 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 Gudkov Gu-1 was a Soviet fighter aircraft produced shortly after World War II in small numbers at the start of the jet age, but work on the Gudkov Gu-1 already started in 1944. Towards the end of World War II the Soviet Union saw the need for a strategic bombing capability similar to that of the United States Army Air Forces. The Soviet VVS air arm had the locally designed Petlyakov Pe-8 four-engined heavy bomber in service at the start of the war, but only 93 had been built by the end of the war and the type had become obsolete. By that time the U.S. regularly conducted bombing raids on Japan from distant Pacific forward bases using B-29 Superfortresses, and the Soviet Air Force lacked this capability.
Joseph Stalin ordered the development of a comparable bomber, and the U.S. twice refused to supply the Soviet Union with B-29s under Lend Lease. However, on four occasions during 1944, individual B-29s made emergency landings in Soviet territory and one crashed after the crew bailed out. In accordance with the Soviet–Japanese Neutrality Pact, the Soviets were neutral in the Pacific War and the bombers were therefore interned and kept by the Soviets. Despite Soviet neutrality, America demanded the return of the bombers, but the Soviets refused. Three repairable B-29s were flown to Moscow and delivered to the Tupolev OKB. One B-29 was dismantled, the second was used for flight tests and training, and the third one was left as a standard for cross-reference.
Stalin told Tupolev to clone the Superfortress in as short a time as possible. The reverse-engineering effort involved 900 factories and research institutes, who finished the design work during the first year. 105,000 drawings were made, and the American technology had to be adapted to local material and manufacturing standards – and ended in a thorough re-design of the B-29 “under the hood”. By the end of the second year, the Soviet industry was to produce 20 copies of the aircraft ready for State acceptance trials.
While work on what would become the Tupolev Tu-4 was on the way, the need for a long range escort fighter arose, too. Soviet officials were keen on the P-51 Mustang, but, again, the USA denied deliveries, so that an indigenous solution had to be developed. With the rising tension of international relationships, this became eventually the preferred solution, too.
While the design bureau Lavochkin had already started with work on the La-9 fighter (which entered service after WWII) and the jet age was about to begin, the task of designing a long range escort fighter for the Tu-4 was relegated to Mikhail I. Gudkov who had been designing early WWII fighters like the LaGG-1 and -3 together with Lavochkin. Internally, the new fighter received the project handle "DIS" (Dalnij Istrebitel' Soprovozhdenya ="long-range escort fighter").
In order to offer an appropriate range and performance that could engage enemy interceptors in the bombers’ target area it was soon clear that neither a pure jet nor a pure piston-engine fighter was a viable solution – a dilemma the USAAF was trying to solve towards 1945, too. The jet engine alone did not offer sufficient power, and fuel consumption was high, so that the necessary range could never be achieved with an agile fighter. Late war radials had sufficient power and offered good range, but the Soviet designers were certain that the piston engine fighter had no future – especially when fast jet fighters had to be expected over enemy territory.
Another problem arose through the fact that the Soviet Union did not have an indigenous jet engine at hand at all in late 1945. War booty from Germany in the form of Junkers Jumo 004 axial jet engines and blueprints of the more powerful HeS 011 were still under evaluation, and these powerplants alone did neither promise enough range nor power for a long range fighter aircraft. Even for short range fighters their performance was rather limited – even though fighters like the Yak-15 and the MiG-9 were designed around them.
After many layout experiments and calculation, Gudkov eventually came up with a mixed powerplant solution for the DIS project. But unlike the contemporary, relatively light I-250 (also known as MiG-13) interceptor, which added a mechanical compressor with a primitive afterburner (called VRDK) to a Klimov VK-107R inline piston engine, the DIS fighter was equipped with a powerful radial engine and carried a jet booster – similar to the US Navy’s Ryan FR-1 “Fireball”. Unlike the FR-1, though, the DIS kept a conservative tail-sitter layout and was a much bigger aircraft.
The choice for the main powerplant fell on the Shvetsov ASh-82TKF engine, driving a large four blade propeller. This was a boosted version of the same 18 cylinder twin row radial that powered the Tu-4, the ASh-73. The ASh-82TKF for the escort fighter project had a rating of 2,720 hp (2,030 kW) while the Tu-4's ASh-73TK had "only" a temporary 2,400 hp (1,800 kW) output during take-off. The airframe was designed around this massive and powerful engine, and the aircraft’s sheer size was also a result of the large fuel capacity which was necessary to meet the range target of at least 3.000 km (1.860 mi, 1.612 nmi).
The ASh-82TKF alone offered enough power for a decent performance, but in order to take on enemy jet fighters and lighter, more agile propeller-driven fighters, a single RD-20 axial-flow turbojet with 7.8 kN (1,754 lbf) thrust was added in the rear-fuselage. It was to add power for take-off and in combat situations only. Its fixed air intakes were placed on the fuselage flanks, right behind the cockpit, and the jet pipe was placed under the fin and the stabilizers.
Outwardly, Gudkov’s DIS resembled the late American P-47D or the A-1 Skyraider a lot, and the beefy aircraft was comparable in size and weight, too. But the Soviet all-metal aircraft was a completely new construction and featured relatively small and slender laminar flow wings. The wide-track landing gear retracted inwards into the inner wings while the tail wheel retracted fully into a shallow compartment under the jet pipe.
The pilot sat in a spacious cockpit under a frameless bubble canopy with very good all-round visibility and enjoyed amenities for long flights such as increased padding in the seat, armrests, and even a urinal. In addition, a full radio navigation suite was installed for the expected long range duties over long stretches of featureless landscape like the open sea.
Armament consisted of four 23 mm Nudelman-Suranov NS-23 cannons with 100 RPG in the wings, outside of the propeller arc. The guns were good for a weight of fire of 6kg (13.2 lb)/sec, a very good value. Five wet hardpoints under the fuselage, the wings outside of the landing gear well and under the wing tips could primarily carry auxiliary drop tanks or an external ordnance of up to 1.500 kg (3.300 lb).
Alternatively, iron bombs of up to 500 kg (1.100 lb) caliber could be carried on the centerline pylon, and a pair of 250 kg (550 lb) bombs under the wings, but a fighter bomber role was never seriously considered for the highly specialized and complex aircraft.
The first DIS prototype, still without the jet booster, flew in May 1947. The second prototype, with both engines installed, had its fuel capacity increased by an additional 275 l (73 US gal) in an additional fuel tank behind the cockpit. The aircraft was also fitted with larger tires to accommodate the increased all-up weight, esp. with all five 300 l drop tanks fitted for maximum range and endurance.
Flight testing continued until 1948 and the DIS concept proved to be satisfactory, even though the complicated ASh-82TKF hampered the DIS’ reliability - to the point that fitting the ASh-73TK from the Tu-4 was considered for serial production, even if this would have meant a significant reduction in performance. The RD-20 caused lots of trouble, too. Engine reliability was generally poor, and re-starting the engine in flight did not work satisfactorily – a problem that, despite several changes to the starter and ignition system, could never be fully cured. The jet engine’s placement in the tail, together with the small tail wheel, also caused problems because the pilots had to take care that the tail would not aggressively hit the ground upon landings, because the RD-20 and its attachments were easily damaged.
Nevertheless, the DIS basically fulfilled the requested performance specifications and was, despite many shortcomings, eventually cleared for production in mid 1948. It received the official designation Gudkov Gu-1, honoring the engineer behind the aircraft, even though the aircraft was produced by Lavochkin.
The first machines were delivered to VVS units in early 1949 - just in time for the Tu-4's service introduction after the Russians had toiled endlessly on solving several technical problems. In the meantime, jet fighter development had quickly progressed, even though a purely jet-powered escort fighter for the Tu-4 was still out of question. Since the Gu-1 was capricious, complex and expensive to produce, only a limited number left the factories and emphasis was put on the much simpler and more economical Lavochkin La-11 escort fighter, a lightweight evolution of the proven La-9. Both types were regarded as an interim solution until a pure jet escort fighter would be ready for service.
Operationally the Gu-1s remained closely allocated to the VVS’ bomber squadrons and became an integral part of them. Anyway, since the Tu-4 bomber never faced a serious combat situation, so did the Gu-1, which was to guard it on its missions. For instance, both types were not directly involved in the Korean War, and the Gu-1 was primarily concentrated at the NATO borders to Western Europe, since bomber attacks in this theatre would certainly need the heavy fighter’s protection.
The advent of the MiG-15 - especially the improved MiG-15bis with additional fuel capacities and drop tanks, quickly sounded the death knell for the Gu-1 and any other post-WWII piston-engine fighter in Soviet Service. As Tu-4 production ended in the Soviet Union in 1952, so did the Gu-1’s production after only about 150 aircraft. The Tu-4s and their escort fighters were withdrawn in the 1960s, being replaced by more advanced aircraft including the Tupolev Tu-16 jet bomber (starting in 1954) and the Tupolev Tu-95 turboprop bomber (starting in 1956).
The Gudkov Gu-1, receiving the NATO ASCC code “Flout”, remained a pure fighter. Even though it was not a success, some proposals for updates were made - but never carried out. These included pods with unguided S-5 air-to-air-rockets, to be carried on the wing hardpoints, bigger, non-droppable wing tip tanks for even more range or, alternatively, the addition of two pulsejet boosters on the wing tips.
There even was a highly modified mixed powerplant version on the drawing boards in 1952, the Gu-1M. Its standard radial powerplant for cruise flight was enhanced with a new, non-afterburning Mikulin AM-5 axial flow jet engine with 2.270 kgf/5,000 lbf/23 kN additional thrust in the rear fuselage. With this temporary booster, a top speed of up to 850 km/h was expected. But to no avail - the pure jet fighter promised a far better performance and effectiveness, and the Gu-1 remained the only aircraft to exclusively carry the Gudkov name.
General characteristics:
Crew: 1
Length: 12 m (39 ft 4 in)
Wingspan: 14 m (45 ft 11 in)
Height: 4.65 m (15 ft 3 in)
Wing area: 28 m² (301.388 ft²)
Airfoil:
Empty weight: 4,637 kg (10,337 lb)
Loaded weight: 6.450 kg (14.220 lb)
Maximum take-off weight: 7,938 kg (17,500 lb)
Powerplant:
1× Shvetsov ASh-82TKF 18-cylinder air-cooled radial engine, rated at 2,720 hp (2,030 kW)
1x RD-20 axial-flow turbojet with 7.8 kN (1,754 lbf) thrust as temporary booster
Performance
Maximum speed: 676 km/h (420 mph) at 29,000 ft (8,839 m) with the radial only,
800 km/h (497 mph/432 kn,) with additional jet booster
Cruise speed: 440 km/h (237 kn, 273 mph)
Combat radius: 820 nmi (945 mi, 1,520 km)
Maximum range: 3.000 km (1.860 mi, 1.612 nmi) with drop tanks
Service ceiling: 14,680 m (48,170 ft)
Wing loading: 230.4 kg/m² (47.2 lb/ft²)
Power/mass: 0.28 kW/kg (0.17 hp/lb)
Climb to 5,000 m (16,400 ft): 5 min 9 sec;
Climb to 10,000 m (32,800 ft): 17 min 38 sec;
Climb to 13,000 m (42,640 ft): 21 min 03 sec
Armament
4× 23 mm Nudelman-Suranov NS-23 cannons with 100 RPG in the outer wings
Five hardpoints for an external ordnance of 1.500 kg (3.300 lb)
The kit and its assembly:
This whif is the incarnation of a very effective kitbashing combo that already spawned my fictional Japanese Ki-104 fighter, and it is another submission to the 2018 “Cold War” group build at whatifmodelers.com. This purely fictional Soviet escort fighter makes use of my experiences from the first build of this kind, yet with some differences.
The kit is a bashing of various parts and pieces:
· Fuselage, wing roots, landing gear and propeller from an Academy P-47D
· Wings from an Ark Model Supermarine Attacker (ex Novo)
· Tail fin comes from a Heller F-84G
· The stabilizers were taken from an Airfix Ki-46
· Cowling from a Matchbox F6F, mounted and blended onto the P-47 front
· Jet exhaust is the intake of a Matchbox Me 262 engine pod
My choice fell onto the Academy Thunderbolt because it has engraved panel lines, offers the bubble canopy as well as good fit, detail and solid material. The belly duct had simply been sliced off, and the opening later faired over with styrene sheet and putty, so that the P-47’s deep belly would not disappear.
The F6F cowling was chosen because it looks a lot like the ASh-73TK from the Tu-4. But this came at a price: the P-47 cowling is higher, tighter and has a totally different shape. It took serious body sculpting with putty to blend the parts into each other. Inside of the engine, a styrene tube was added for a metal axis that holds the uncuffed OOB P-47 four blade propeller. The P-47’s OOB cockpit tub was retained, too, just the seat received scratched armrests for a more luxurious look.
The Attacker wings were chosen because of their "modern" laminar profile. The Novo kit itself is horrible and primitive, but acceptable for donations. OOB, the Attacker wings had too little span for the big P-47, so I decided to mount the Thunderbolt's OOB wings and cut them at a suitable point: maybe 0.5", just outside of the large main wheel wells. The intersection with the Attacker wings is almost perfect in depth and width, relatively little putty work was necessary in order to blend the parts into each other. I just had to cut out new landing gear wells from the lower halves of the Attacker wings, and with new attachment points the P-47’s complete OOB landing gear could be used.
With the new wing shape, the tail surfaces had to be changed accordingly. The trapezoid stabilizers come from an Airfix Mitsubishi Ki-46, and their shape is a good match. The P-47 fin had to go, since I wanted something bigger and a different silhouette. The fuselage below was modified with a jet exhaust, too. I actually found a leftover F-84G (Heller) tail, complete with the jet pipe and the benefit that it has plausible attachment points for the stabilizers far above the jet engine in the Gu-1’s tail.
However, the F-84 jet pipe’s diameter turned out to be too large, so I went for a smaller but practical alternative, a Junkers Jumo 004 nacelle from a Me 262 (the ancestor of the Soviet RD-20!). Its intake section was cut off, flipped upside down, the fin was glued on top of it and then the new tail was glued to the P-47 fuselage. Some (more serious) body sculpting was necessary to create a more or less harmonious transition between the parts, but it worked.
The plausible placement of the air intakes and their shape was a bit of a challenge. I wanted them to be obvious, but still keep an aerodynamic look. An initial idea had been to keep the P-47’s deep belly and widen the central oil cooler intake under the nose, but I found the idea wacky and a bit pointless, since such a long air duct would not make much sense since it would waste internal space and the long duct’s additional weight would not offer any benefit?
Another idea were air intakes in the wing roots, but these were also turned down since the landing gear wells would be in the way, and placing the ducts above or below the wings would also make no sense. A single ventral scoop (looking like a P-51 radiator bath) or two smaller, dorsal intakes (XP-81 style) behind the cockpit were other serious candidates – but these were both rejected because I wanted to keep a clean side profile.
I eventually settled for very simple, fixed side intakes, level with the jet exhaust, somewhat inspired by the Lavochkin La-200B heavy fighter prototype. The air scoops are simply parts from an Italeri Saab 39 Gripen centerline drop tank (which has a flat, oval diameter), and their shape is IMHO a perfect match.
Painting and markings:
While the model itself is a wild mix of parts with lots of improvisation involved, I wanted to keep the livery rather simple. The most plausible choice would have been an NMF finish, but I rather wanted some paint – so I used Soviet La-9 and -11 as a benchmark and settled for a simple two-tone livery: uniform light grey upper and light blue lower surfaces.
I used RAF Medium Sea Grey (Humbrol 165) and Soviet Underside Blue (Humbrol 114) as basic tones, and, after a black ink wash, these were lightened up through dry-brushed post-shading. The yellow spinner and fin tip are based on typical (subtle) squadron markings of the late 40ies era.
The cockpit as well the engine and landing gear interior became blue-grey (Revell 57), similar to the typical La-9/11’s colors. The green wheel discs and the deep blue propeller blades are not 100% in the aircraft's time frame, but I added these details in order to enhance the Soviet touch and some color accents.
Tactical markings were kept simple, too. The "38" and the Red Stars come form a Mastercraft MiG-15, the Guards badge from a Begemoth MiG-25 sheet and most of the stencils were taken from a Yak-38 sheet, also from Begemoth.
Finally, the kit was sealed with matt acrylic varnish (Italeri) and it received some mild soot stains and chipped paint around the cockpit and on the leading edges. Some oil stains were added around the engine (with Tamiya Smoke), too.
A massive aircraft, and this new use of the P-47/Attacker combo results again in a plausible solution. The added jet engine might appear a bit exotic, but the mixed powerplant concept was en vogue after WWII, but only a few aircraft made it beyond the prototype stage.
While painting the model I also wondered if an all dark blue livery and some USN markings could also have made this creation the Grumman JetCat? With the tall fin, the Gu-1 could also be an F8F Bearcat on steroids? Hmmm...
Railway preservation isn't just about trains. This little gem is on display at Wirksworth, Ecclesbourne Valley Railway. 13th August 2026.
Struck by a run-away tire, Mr. Compressor lies in wait of assistance.
I found this while out for a walk, quite unexpectedly. And, by sheer coincidence, We're Here looking for unexpected objects in unexpected places. I think it was unexpected by Mr. Compressor also!
Compressor rotors and inlet guide vane (IGV) housings from Westinghouse J34 turbojet engines.
These parts were probably removed from J34s that were once installed on Lockheed P2V / P-2 Neptune maritime patrol aircraft. Minden Air used to operate P2V / P-2 fire-fighting air tankers, such as Tanker 55:
Westinghouse J34 (Wikipedia):
en.wikipedia.org/wiki/Westinghouse_J34
Photographed at Minden-Tahoe Airport (MEV / KMEV)
Dinorwic had 5 air-compressors in the quarry, the most well-known being the Compressor House on the Braich side of the quarry at Australia level. This example is lower down on the Garret side at Penrhydd Level, next to the Smithy and the start of the Foxes Path.
From the looks of this photo, there appeared to be no other merchandise around this lone compressor, but actually still a good bit of stuff on the shelves behind me.
____________________________________
Sears, 1965-66 built (closed January 2019), Elvis Presley Blvd. at Shelby Dr., Memphis
Upgraded air compressor in action with the landing gear of the ship that's now been in development for what feels like forever.
Once upon a time, pharmacists made up their own medicines and bottled them. Then they had to get a cork into the bottle. This is a cork compressor; the fresh cork is placed in the slot and the handle forced shut to compress it. The cork is quickly put in the bottle neck where it expands to seal the bottle. Not high tech, but it worked!
a photo of an air compressor fitted to the Berliet 120x 140 engine showing the drive being taken from the timing gears. This was a common way of doing things by Berliet
#QualityImpersonatedHashtagDuplicated
Castle Beach Fire Department has updated Truck 5, which was the first of five rigs to be purchased in 2019 courtesy of the LEMA grant! Truck 5 is special in the fleet as it is one of two truck companies not tethered to the 2-car (with the other being Truck 10). The latest version of Truck 5 features new innovations and techniques resulting in a much more stable rig! Although Truck 5 comes in at 61 ft in length, the apparatus can maneuver much easier than a rear-mount or mid-mount aerial thanks to the steering 5th wheel. As the second busiest truck company in the city, Truck 5 sees action in mostly in downtown Castle Beach.
Truck 5 Technical Specs:
2019 Seagrave Marauder II 100’ heavy-duty tractor-drawn aerial
500-hp Cummins x12 engine
Whelen lighting
NightScan PowerLite
B&M Super Chief siren
Motorola Spectra siren
Grover air horns
276 ft of ground ladders
Holmatro Extraction Equipment
Onan 20 kW on-board generator
Vanair Pro 185-cfm air compressor
Inspired by:
Carmel, IN Truck 41
Seattle Fire Department Truck 10
Los Angeles Fire Department Truck 11
Credit:
David H for the compartments
Abeed M for the decals
#OftenImitatedNeverDuplicated
Photographed at the Battery Hill Mine Museum. Tennant Creek has a rich history as a gold mining centre. Here was found one of the richest gold bearing seams ever mined in the world. Very remotely located in central Australian desert country, life was harsh for the people who lived here.
To the left of this photo, hidden by the dense undergrowth and years of fly-tipping, is a site of immense importance in the history of Cornish mining. It was here, at New Sump Shaft, that the first true Cornish Beam Engine, designed by Richard Trevithick, was put to work in August 1816. It worked continuously until 1912.