Pascual Liner Inc,

Shell Oil Company

With her nose retracted in full supersonic configuration, 'British' Airways Concorde G-BOAA slides by at the SBAC show Farnborough in September 1980.

Since the merger of BOAC and BEA (British Overseas Airways Corporation and British European Airways) to form British Airways, the company has tried various 'marketing' gimmicks - this one was to paint just the word British on their aeroplanes. In some ways it worked but it was short lived as they reverted to the more formal British Airways before too long.

The operational Concordes in BA service all had registrations allocated alphabetically between G-BOAA to G-BOAG reflecting the BOAC lineage.

This one being their first c/n 206 G-BOAA, providing BA's London-New York supersonic service.

Her last flight was on the 12th August 2000, eventually making her way by barge down the River Thames, then up the East Coast where she was then off-loaded and roaded inland, eventually being towed across the fields to take up residence at the Museum of Flight at East Fortune airfield in Scotland where she can now be seen.

www.google.co.uk/imgres?start=105&biw=1920&bih=88...

Scanned 35mm transparency

Goodmorning Universe

First North Luzon Transit / Bataan Transit

Company/Owner: HM Transport, Inc.

Fleet/Bus Number: A-8058

Classification: Air-conditioned Provincial Bus

Coachbuilder: Autodelta Coach Builders, Inc.

Body Model: Volvo/Autodelta B7R Coach (GL6127HKC2) (in Volvo 9800 front fascia)

Engine Model: Volvo D7E-290 (D7E11)

Chassis Model: Volvo B7R (YV3R6R62*GA)

Transmission: 6-speed Automatic Transmission

Suspension: Air Suspension

Seating Configuration: 2×2

Seating Capacity: 49

Franchise route: Santa Cruz (Laguna)–Cubao (Quezon City) via Los Baños

Route: Santa Cruz, Laguna–Cubao, Quezon City via N66 (Calamba–Pagsanjan Road) / E2 (SLEX-Turbina–SLEX-Magallanes)

Municipalities/cities passing: Pila/Victoria/Calauan/Bay/Los Baños/Calamba City–Magallanes (Makati City)

Type of Operation: Provincial Operation Public Utility Bus (Regular Class)

Area of Operation: CALABARZON (Region IV-A)

Shot Location: EDSA-Boni, Mandaluyong City

Date Taken: May 14, 2018

Notices:

* Please DON'T GRAB A PHOTO WITHOUT A PERMISSION. If you're going to GRAB IT, please give A CREDIT TO THE OWNER. Also, don't PRINT SCREEN my photos.

** If I have mistakes on the specifications, please comment in a good manner so that I can edit it immediately.

*** The specifications and routes (for provincial, inter-provincial, and city operation) mentioned above are subjected for verification and may be changed without prior notice.

**** The vehicle's registration plate(s), conduction sticker(s), and/or persons (if applicable) were pixelated/blurred to prevent any conflict with the photographer, the bus company and/or to the car owner for their security and/or privacy purposes. So, don't use their plate number, conduction sticker, and vehicle tag as an evidence for any incident. And, I have taken this photo for bus fanatics, bus enthusiasts, and bus lovers purposes.

Santrans

Dominion Bus Lines

D.V. Lindo

Model: Yutong HD /

Fare: Airconditioned

Seating Configuration: 2x2

Seat Type: Fabric

Susspenssion: Air Susspenssion

Transmition: 6 speed Manual

Route: Dagupan - Avenida via: Dau, Tarlac.

Shot Location: Urdaneta 168 Urdaneta Pangasinan

Jets Flammable Tanker

A key piece of hardware for NASA's SLS (Space Launch System) rocket and the agency's Artemis III mission is on its way to the Space Coast. The journey for the ICPS (interim cryogenic propulsion stage) began in Decatur, Alabama, where crews with United Launch Alliance first boxed it for shipment July 29 then loaded it onto ULA's "RocketShip" barge July 31. The barge will ferry the SLS flight hardware down the Mississippi River, into the Gulf of Mexico, then around the Florida peninsula to Cape Canaveral. Once it arrives at ULA's facility in Florida near NASA's Kennedy Space Center, the ICPS will undergo final testing and checkouts ahead of the crewed Artemis III mission. The ICPS is the in-space propulsion stage of the SLS rocket, giving NASA's Orion spacecraft and Artemis astronauts inside it the big push they need to journey all the way to the Moon for a lunar landing. The ICPS for Artemis III is the last of its kind as missions beginning with Artemis IV will use the SLS B1B configuration that includes the more powerful Exploration Upper Stage.

Watch this video to learn more about the preparations for its waterway journey!

Image credit: NASA/Brandon Hancock

#NASA #NASAMarshall #sls #spacelaunchsystem #nasasls #exploration #rocket #artemis #ArtemisIII #ICPS #astronauts #RocketScience #ICPS #Moon

More about Artemis

More about SLS

NASA Media Usage Guidelines

Victory Liner Inc.

Bus No: 7135

Model: 2016 SR Modulo MAN AC RE Series

Engine: MAN D2066LOH

Chassis: MAN R39 18-350HOCL

Body: Santarosa Motor Works Inc.

Suspension: ECAS (Electronically Controlled Air Suspension)

Seating Configuration: 2x2

Seat Type: Fabric (Vega Seats)

Seating Capacity: 49

Operator: Victory Liner Inc.

Transmission: M/T

Fare: Airconditioned

Route: Sampaloc Manila - Baguio City Benguet via: Manila/NLEX/Dau Mabalacat Pampanga/SCTEX/Luisita Exit SCTEX San Miguel Tarlac, San Miguel, Tarlac City, Gerona, Paniqui, Moncada, San Manuel Tarlac/Rosales, Villasis, Urdaneta City, Binalonan, Pozorrubio, Sison Pangasinan/Rosario, Pugo La Union/Marcos Hwy/Tuba Benguet.

The Supermarine Spitfire is a British single-seat fighter aircraft that was used by the Royal Air Force and many other Allied countries during and after the Second World War. The Spitfire was built in many variants, using several wing configurations, and was produced in greater numbers than any other British aircraft. It was also the only British fighter to be in continuous production throughout the war. The Spitfire continues to be a popular aircraft, with approximately 55 Spitfires being airworthy, while many more are static exhibits in aviation museums all over the world.

The Spitfire was designed as a short-range, high-performance interceptor aircraft by R. J. Mitchell, chief designer at Supermarine Aviation Works (which operated as a subsidiary of Vickers-Armstrong from 1928). In accordance with its role as an interceptor, Mitchell designed the Spitfire's distinctive elliptical wing to have the thinnest possible cross-section; this thin wing enabled the Spitfire to have a higher top speed than several contemporary fighters, including the Hawker Hurricane. Mitchell continued to refine the design until his death from cancer in 1937, whereupon his colleague Joseph Smith took over as chief designer, overseeing the development of the Spitfire through its multitude of variants.

During the Battle of Britain (July–October 1940), the Spitfire was perceived by the public to be the RAF fighter, though the more numerous Hawker Hurricane shouldered a greater proportion of the burden against the Luftwaffe. However, because of its higher performance, Spitfire units had a lower attrition rate and a higher victory-to-loss ratio than those flying Hurricanes.

After the Battle of Britain, the Spitfire superseded the Hurricane to become the backbone of RAF Fighter Command, and saw action in the European, Mediterranean, Pacific and the South-East Asian theatres. Much loved by its pilots, the Spitfire served in several roles, including interceptor, photo-reconnaissance, fighter-bomber and trainer, and it continued to serve in these roles until the 1950s. The Seafire was a carrier-based adaptation of the Spitfire which served in the Fleet Air Arm from 1942 through to the mid-1950s. Although the original airframe was designed to be powered by a Rolls-Royce Merlin engine producing 1,030 hp (768 kW), it was strong enough and adaptable enough to use increasingly powerful Merlin and, in later marks, Rolls-Royce Griffon engines producing up to 2,340 hp (1,745 kW); as a consequence of this the Spitfire's performance and capabilities improved, sometimes dramatically, over the course of its life.

Mk V (Types 331, 349 & 352)

Spitfire LF.Mk VB, BL479, flown by Group Captain M.W.S Robinson, station commander of RAF Northolt, August 1943. This Spitfire has the wide bladed Rotol propeller, the internal armoured windscreen and "clipped" wings.

Late in 1940, the RAF predicted that the advent of the pressurised Junkers Ju 86P bomber series over Britain would be the start of a new sustained high altitude bombing offensive by the Luftwaffe, in which case development was put in hand for a pressurised version of the Spitfire, with a new version of the Merlin (the Mk VI). It would take some time to develop the new fighter and an emergency stop-gap measure was needed as soon as possible: this was the Mk V.

The basic Mk V was a Mk I with the Merlin 45 series engine. This engine delivered 1,440 hp (1,074 kW) at take-off, and incorporated a new single-speed single-stage supercharger design. Improvements to the carburettor also allowed the Spitfire to use zero gravity manoeuvres without any problems with fuel flow. Several Mk I and Mk II airframes were converted to Mk V standard by Supermarine and started equipping fighter units from early 1941. The majority of the Mk Vs were built at Castle Bromwich.

The VB became the main production version of the Mark Vs. Along with the new Merlin 45 series the B wing was fitted as standard. As production progressed changes were incorporated, some of which became standard on all later Spitfires. Production started with several Mk IBs which were converted to Mk VBs by Supermarine. Starting in early 1941 the round section exhaust stacks were changed to a "fishtail" type, marginally increasing exhaust thrust. Some late production VBs and VCs were fitted with six shorter exhaust stacks per side, similar to those of Spitfire IXs and Seafire IIIs; this was originally stipulated as applying specifically to VB(trop)s. After some initial problems with the original Mk I size oil coolers, a bigger oil cooler was fitted under the port wing; this could be recognised by a deeper housing with a circular entry. From mid-1941 alloy covered ailerons became a universal fitting.

Spitfire VC(trop), fitted with Vokes filters and "disc" wheels, of 417 Squadron RCAF in Tunisia in 1943.

A constant flow of modifications were made as production progressed. A "blown" cockpit hood, manufactured by Malcolm, was introduced in an effort to further increase the pilot's head-room and visibility. Many mid to late production VBs - and all VCs - used the modified, improved windscreen assembly with the integral bullet resistant centre panel and flat side screens introduced with the Mk III. Because the rear frame of this windscreen was taller than that of the earlier model the cockpit hoods were not interchangeable and could be distinguished by the wider rear framing on the hood used with the late-style windscreen.

Different propeller types were fitted, according to where the Spitfire V was built: Supermarine and Westland manufactured VBs and VCs used 10 ft 9 in (3.28 m) diameter, 3 bladed de Havilland constant speed units, with narrow metal blades, while Castle Bromwich manufactured VBs and VCs were fitted with a wide bladed Rotol constant speed propeller of either 10 ft 9 in (3.28 m) diameter, with metal blades, or (on late production Spitfires) 10 ft 3 in (3.12 m) diameter, with broader, "Jablo" (compressed wood) blades. The Rotol spinners were longer and more pointed than the de Havilland leading to a 3.5 in (8.9 cm) increase in overall length. The Rotol propellers allowed a modest speed increase over 20,000 ft (6,100 m) and an increase in the service ceiling. A large number of Spitfire VBs were fitted with "gun heater intensifier" systems on the exhaust stacks. These piped additional heated air into the gun bays. There was a short tubular intake on the front of the first stack and a narrow pipe led into the engine cowling from the rear exhaust.

The VB series were the first Spitfires able to carry a range of specially designed "slipper" drop tanks which were fitted underneath the wing centre-section. Small hooks were fitted, just forward of the inboard flaps: when the tank was released these hooks caught the trailing edge of the tank, swinging it clear of the fuselage.

With the advent of the superb Focke Wulf Fw 190 in August 1941 the Spitfire was for the first time truly outclassed, hastening the development of the "interim" Mk IX. In an effort to counter this threat, especially at lower altitudes, the VB was the first production version of the Spitfire to use "clipped" wingtips as an option, reducing the wingspan to 32 ft 2 in (9.8 m).The clipped wings increased the roll rate and airspeed at lower altitudes. Several different versions of the Merlin 45/50 family were used, including the Merlin 45M which had a smaller "cropped" supercharger impeller and boost increased to +18 lb. This engine produced 1,585 hp (1,182 kW) at 2,750 ft (838 m), increasing the L.F VB's maximum rate of climb to 4720 ft/min (21.6 m/s) at 2,000 ft (610 m).

VB Trop of 40 Squadron SAAF fitted with the "streamlined" version of the Aboukir filter, a broad-bladed, 10 ft 3 in (3.12 m) diameter Rotol propeller, and clipped wings.

The Mk VB(trop) (or type 352) could be identified by the large Vokes air filter fitted under the nose; the reduced speed of the air to the supercharger had a detrimental effect on the performance of the aircraft, reducing the top speed by 8 mph (13 km/h) and the climb rate by 600 ft/min (3.04 m/s), but the decreased performance was considered acceptable. This variant was also fitted with a larger oil tank and desert survival gear behind the pilot's seat. A new "desert" camouflage scheme was applied. Many VB(trop)s were modified by 103 MU (Maintenance Unit-RAF depots in which factory fresh aircraft were brought up to service standards before being delivered to squadrons) at Aboukir, Egypt by replacing the Vokes filter with locally manufactured "Aboukir" filters, which were lighter and more streamlined. Two designs of these filters can be identified in photos: one had a bulky, squared off filter housing while the other was more streamlined. These aircraft were usually fitted with the wide blade Rotol propeller and clipped wings.

Triumph Spitfire Mk I Roadster

The Triumph Spitfire is a small English two-seat sports car, introduced at the London Motor Show in 1962.[3] The vehicle was based on a design produced for Standard-Triumph in 1957 by Italian designer Giovanni Michelotti. The platform for the car was largely based upon the chassis, engine, and running gear of the Triumph Herald saloon, and was manufactured at the Standard-Triumph works at Canley, in Coventry. As was typical for cars of this era, the bodywork was fitted onto a separate structural chassis, but for the Spitfire, which was designed as an open top or convertible sports car from the outset, the ladder chassis was reinforced for additional rigidity by the use of structural components within the bodywork. The Spitfire was provided with a manual hood for weather protection, the design improving to a folding hood for later models. Factory-manufactured hard-tops were also available.

The Triumph Spitfire was originally devised by Standard-Triumph to compete in the small sports car market that had opened up with the introduction of the Austin-Healey Sprite. The Sprite had used the basic drive train of the Austin A30/35 in a light body to make up a budget sports car; Triumph's idea was to use the mechanicals from their small saloon, the Herald, to underpin the new project. Triumph had one advantage, however; where the Austin A30 range was of unitary construction, the Herald featured a separate chassis. It was Triumph's intention to cut that chassis down and clothe it in a sports body, saving the costs of developing a completely new chassis / body unit.

Italian designer Michelotti—who had already penned the Herald—was commissioned for the new project, and came up with a traditional, swooping body. Wind-up windows were provided (in contrast to the Sprite/Midget, which still featured sidescreens, also called curtains, at that time), as well as a single-piece front end which tilted forwards to offer unrivaled access to the engine. At the dawn of the 1960s, however, Standard-Triumph was in deep financial trouble, and unable to put the new car into production; it was not until the company was taken over by the Leyland organization funds became available and the car was launched. Leyland officials, taking stock of their new acquisition, found Michelotti's prototype hiding under a dust sheet in a corner of the factory and rapidly approved it for production.

Spitfire 4 or Mark I (1962-1964)

Overview:

Production1962–1964

45,753 made

Powertrain:

Engine1,147 cc (1.1 l) I4

Transmission4-speed manual with optional overdrive on top and third from 1963 onwards

Dimensions:

Curb weight1,568 lb (711 kg) (unladen U.K.-spec)

The production car changed little from the prototype, although the full-width rear bumper was dropped in favour of two part-bumpers curving round each corner, with overriders. Mechanicals were basically stock Herald. The engine was an 1,147 cc (1.1 l) 4-cylinder with a pushrod OHV cylinder head and 2 valves per cylinder, mildly tuned for the Spitfire, fed by twin SU carburettors. Also from the Herald came the rack and pinion steering and coil-and-wishbone front suspension up front, and at the rear a single transverse-leaf swing axle arrangement. This ended up being the most controversial part of the car: it was known to "tuck in" and cause violent over steer if pushed too hard, even in the staid Herald. In the sportier Spitfire (and later the 6-cylinder Triumph GT6 and Triumph Vitesse) it led to severe criticism. The body was bolted to a much-modified Herald chassis, the outer rails and the rear outriggers having been removed; little of the original Herald chassis design was left, and the Spitfire used structural outer sills to stiffen its body tub.

The Spitfire was an inexpensive small sports car and as such had very basic trim, including rubber mats and a large plastic steering wheel. These early cars were referred to both as "Triumph Spitfire Mark I" and "Spitfire 4", not to be confused with the later Spitfire Mark IV.

In UK specification the in-line four produced 63 bhp (47 kW) at 5750 rpm, and 67 lb·ft (91 N·m)of torque at 3500 rpm. This gave a top speed of 92 mph (148 km/h), and would achieve 0 to 60 mph (97 km/h) in 17.3 seconds. Average fuel consumption was 31mpg.

For 1964 an overdrive option was added to the 4-speed manual gearbox to give more relaxed cruising. Wire wheels and a hard top were also available.

Text regarding the Supermarine Spitfire aeroplane and Triumph Spitfire Roadster has been taken from excerpts of Wikipedia articles on each model.

The Supermarine Spitfire Mk VB aircraft and 1962 Triumph Spitfire Mk I road car have been modelled in Lego miniland-scale for Flickr LUGNuts' 79th Build Challenge, - 'LUGNuts goes Wingnuts, ' - featuring automotive vehicles named after, inspired by, or with some relationship to aircraft.

Truck Manufacturer: MAN Truck & Bus AG

Royal Cargo

The interior of the waiting hall in Los Angeles Union Station, Los Angeles, CA (LAUS) in 2009. Union Station was built in the late 1930's (opened 1939...) for the UP, and was first named the "Los Angeles Union Pacific Terminal". (LAUPT) It also served the SP and the A.T.&S.F.: this station was the west end-of-the-line for the SF's Super Chief, the SP's Sunset Limited, and UP's City of Los Angeles; the south end-of-the-line for the SP's Daylight/Starlight, and the north end-of-the-line for the SF (and, later, Amtrak) San Diegan. LA Union Station has sometimes been called "The last great train station built in the US".

Taken by a Nikon D40x at ISO 1600 with an 18-55mm Nikon non-VR kit lens (at 18) ( ... and I would'a used a wider lens, if I had had one at the time! [even four years on, I only have a lens 1mm wider...] [I now {2014} have a much wider lens, a 20mm for full-frame, I'll be taking a similar picture from as close to where I was standing for this one with it and a full-frame camera, the next time I get to the station with time to kill...])

Station now (9/2013...) serves: Amtrak, (Coast Daylight, Sunset Limited, Southwest Chief, & Texas Eagle) Surfliner, (Amtrak crews...) Metrolink, LA Metro (3 lines) (rail); Amtrak California via a bus connection to Bakersfield; and several non-rail-connected bus services, including Greyhound.

Best viewed large: farm4.static.flickr.com/3325/4581945038_78b810404c_b.jpg or original: farm4.static.flickr.com/3325/4581945038_bb21c97e44_o.jpg

Having been built as an end-of-the-line terminal for all those runs, Union Station is a back in, pull out station (or pull in, back out...) - there are no run-thru heavy rail lines. (the one platform-level L.A. Metro line is a different matter: those [light] rails are newer [2008],. and do run thru... on the two subway Metro lines, L.A.U.S is also an end of the line terminal) This is now a problem with both some of the Surfliner runs and some of the Metrolink trains, where L.A.U.S. (as the name is abbreviated...) is a middle of the line station, NOT the end of the line. For these lines, which are always equipped with a "cab-car" (a passenger car with controls for the engine, used in a "push-pull" operation) the train engineer has to switch ends: the engine pulls into the station and pushes out, or vice-versa... Construction is now under way to remedy this "problem"... (2011, still underway 1/2013, first phase complete 6/2014)

Another problem with the station's configuration, especially for trains arriving from the south, is the north/south arrangement of the heavy rail tracks: trains arriving from the south have to make a rather tight U turn into the station. Trains arriving from the east also have to make this U-ey, as they join the tracks from the south about a football field length (100 yards, about 91 meters) short of the U turn. Complicating matters is that the station is only about ½ a mile from the Los Angeles River to the east and a major freeway (US 101) to the south, and that trains have either to work with the existing bridges over (river) or under (freeway) those obstructions, or build a new bridge or tunnel.

You see LAUS used as an abbreviation for the station all the time: you still occasionally see LAUPT used, too!

The Supermarine Spitfire is a British single-seat fighter aircraft that was used by the Royal Air Force and many other Allied countries during and after the Second World War. The Spitfire was built in many variants, using several wing configurations, and was produced in greater numbers than any other British aircraft. It was also the only British fighter to be in continuous production throughout the war. The Spitfire continues to be a popular aircraft, with approximately 55 Spitfires being airworthy, while many more are static exhibits in aviation museums all over the world.

The Spitfire was designed as a short-range, high-performance interceptor aircraft by R. J. Mitchell, chief designer at Supermarine Aviation Works (which operated as a subsidiary of Vickers-Armstrong from 1928). In accordance with its role as an interceptor, Mitchell designed the Spitfire's distinctive elliptical wing to have the thinnest possible cross-section; this thin wing enabled the Spitfire to have a higher top speed than several contemporary fighters, including the Hawker Hurricane. Mitchell continued to refine the design until his death from cancer in 1937, whereupon his colleague Joseph Smith took over as chief designer, overseeing the development of the Spitfire through its multitude of variants.

During the Battle of Britain (July–October 1940), the Spitfire was perceived by the public to be the RAF fighter, though the more numerous Hawker Hurricane shouldered a greater proportion of the burden against the Luftwaffe. However, because of its higher performance, Spitfire units had a lower attrition rate and a higher victory-to-loss ratio than those flying Hurricanes.

After the Battle of Britain, the Spitfire superseded the Hurricane to become the backbone of RAF Fighter Command, and saw action in the European, Mediterranean, Pacific and the South-East Asian theatres. Much loved by its pilots, the Spitfire served in several roles, including interceptor, photo-reconnaissance, fighter-bomber and trainer, and it continued to serve in these roles until the 1950s. The Seafire was a carrier-based adaptation of the Spitfire which served in the Fleet Air Arm from 1942 through to the mid-1950s. Although the original airframe was designed to be powered by a Rolls-Royce Merlin engine producing 1,030 hp (768 kW), it was strong enough and adaptable enough to use increasingly powerful Merlin and, in later marks, Rolls-Royce Griffon engines producing up to 2,340 hp (1,745 kW); as a consequence of this the Spitfire's performance and capabilities improved, sometimes dramatically, over the course of its life.

Mk V (Types 331, 349 & 352)

Spitfire LF.Mk VB, BL479, flown by Group Captain M.W.S Robinson, station commander of RAF Northolt, August 1943. This Spitfire has the wide bladed Rotol propeller, the internal armoured windscreen and "clipped" wings.

Late in 1940, the RAF predicted that the advent of the pressurised Junkers Ju 86P bomber series over Britain would be the start of a new sustained high altitude bombing offensive by the Luftwaffe, in which case development was put in hand for a pressurised version of the Spitfire, with a new version of the Merlin (the Mk VI). It would take some time to develop the new fighter and an emergency stop-gap measure was needed as soon as possible: this was the Mk V.

The basic Mk V was a Mk I with the Merlin 45 series engine. This engine delivered 1,440 hp (1,074 kW) at take-off, and incorporated a new single-speed single-stage supercharger design. Improvements to the carburettor also allowed the Spitfire to use zero gravity manoeuvres without any problems with fuel flow. Several Mk I and Mk II airframes were converted to Mk V standard by Supermarine and started equipping fighter units from early 1941. The majority of the Mk Vs were built at Castle Bromwich.

The VB became the main production version of the Mark Vs. Along with the new Merlin 45 series the B wing was fitted as standard. As production progressed changes were incorporated, some of which became standard on all later Spitfires. Production started with several Mk IBs which were converted to Mk VBs by Supermarine. Starting in early 1941 the round section exhaust stacks were changed to a "fishtail" type, marginally increasing exhaust thrust. Some late production VBs and VCs were fitted with six shorter exhaust stacks per side, similar to those of Spitfire IXs and Seafire IIIs; this was originally stipulated as applying specifically to VB(trop)s. After some initial problems with the original Mk I size oil coolers, a bigger oil cooler was fitted under the port wing; this could be recognised by a deeper housing with a circular entry. From mid-1941 alloy covered ailerons became a universal fitting.

Spitfire VC(trop), fitted with Vokes filters and "disc" wheels, of 417 Squadron RCAF in Tunisia in 1943.

A constant flow of modifications were made as production progressed. A "blown" cockpit hood, manufactured by Malcolm, was introduced in an effort to further increase the pilot's head-room and visibility. Many mid to late production VBs - and all VCs - used the modified, improved windscreen assembly with the integral bullet resistant centre panel and flat side screens introduced with the Mk III. Because the rear frame of this windscreen was taller than that of the earlier model the cockpit hoods were not interchangeable and could be distinguished by the wider rear framing on the hood used with the late-style windscreen.

Different propeller types were fitted, according to where the Spitfire V was built: Supermarine and Westland manufactured VBs and VCs used 10 ft 9 in (3.28 m) diameter, 3 bladed de Havilland constant speed units, with narrow metal blades, while Castle Bromwich manufactured VBs and VCs were fitted with a wide bladed Rotol constant speed propeller of either 10 ft 9 in (3.28 m) diameter, with metal blades, or (on late production Spitfires) 10 ft 3 in (3.12 m) diameter, with broader, "Jablo" (compressed wood) blades. The Rotol spinners were longer and more pointed than the de Havilland leading to a 3.5 in (8.9 cm) increase in overall length. The Rotol propellers allowed a modest speed increase over 20,000 ft (6,100 m) and an increase in the service ceiling. A large number of Spitfire VBs were fitted with "gun heater intensifier" systems on the exhaust stacks. These piped additional heated air into the gun bays. There was a short tubular intake on the front of the first stack and a narrow pipe led into the engine cowling from the rear exhaust.

The VB series were the first Spitfires able to carry a range of specially designed "slipper" drop tanks which were fitted underneath the wing centre-section. Small hooks were fitted, just forward of the inboard flaps: when the tank was released these hooks caught the trailing edge of the tank, swinging it clear of the fuselage.

With the advent of the superb Focke Wulf Fw 190 in August 1941 the Spitfire was for the first time truly outclassed, hastening the development of the "interim" Mk IX. In an effort to counter this threat, especially at lower altitudes, the VB was the first production version of the Spitfire to use "clipped" wingtips as an option, reducing the wingspan to 32 ft 2 in (9.8 m).The clipped wings increased the roll rate and airspeed at lower altitudes. Several different versions of the Merlin 45/50 family were used, including the Merlin 45M which had a smaller "cropped" supercharger impeller and boost increased to +18 lb. This engine produced 1,585 hp (1,182 kW) at 2,750 ft (838 m), increasing the L.F VB's maximum rate of climb to 4720 ft/min (21.6 m/s) at 2,000 ft (610 m).

VB Trop of 40 Squadron SAAF fitted with the "streamlined" version of the Aboukir filter, a broad-bladed, 10 ft 3 in (3.12 m) diameter Rotol propeller, and clipped wings.

The Mk VB(trop) (or type 352) could be identified by the large Vokes air filter fitted under the nose; the reduced speed of the air to the supercharger had a detrimental effect on the performance of the aircraft, reducing the top speed by 8 mph (13 km/h) and the climb rate by 600 ft/min (3.04 m/s), but the decreased performance was considered acceptable. This variant was also fitted with a larger oil tank and desert survival gear behind the pilot's seat. A new "desert" camouflage scheme was applied. Many VB(trop)s were modified by 103 MU (Maintenance Unit-RAF depots in which factory fresh aircraft were brought up to service standards before being delivered to squadrons) at Aboukir, Egypt by replacing the Vokes filter with locally manufactured "Aboukir" filters, which were lighter and more streamlined. Two designs of these filters can be identified in photos: one had a bulky, squared off filter housing while the other was more streamlined. These aircraft were usually fitted with the wide blade Rotol propeller and clipped wings.

Triumph Spitfire Mk I Roadster

The Triumph Spitfire is a small English two-seat sports car, introduced at the London Motor Show in 1962.[3] The vehicle was based on a design produced for Standard-Triumph in 1957 by Italian designer Giovanni Michelotti. The platform for the car was largely based upon the chassis, engine, and running gear of the Triumph Herald saloon, and was manufactured at the Standard-Triumph works at Canley, in Coventry. As was typical for cars of this era, the bodywork was fitted onto a separate structural chassis, but for the Spitfire, which was designed as an open top or convertible sports car from the outset, the ladder chassis was reinforced for additional rigidity by the use of structural components within the bodywork. The Spitfire was provided with a manual hood for weather protection, the design improving to a folding hood for later models. Factory-manufactured hard-tops were also available.

The Triumph Spitfire was originally devised by Standard-Triumph to compete in the small sports car market that had opened up with the introduction of the Austin-Healey Sprite. The Sprite had used the basic drive train of the Austin A30/35 in a light body to make up a budget sports car; Triumph's idea was to use the mechanicals from their small saloon, the Herald, to underpin the new project. Triumph had one advantage, however; where the Austin A30 range was of unitary construction, the Herald featured a separate chassis. It was Triumph's intention to cut that chassis down and clothe it in a sports body, saving the costs of developing a completely new chassis / body unit.

Italian designer Michelotti—who had already penned the Herald—was commissioned for the new project, and came up with a traditional, swooping body. Wind-up windows were provided (in contrast to the Sprite/Midget, which still featured sidescreens, also called curtains, at that time), as well as a single-piece front end which tilted forwards to offer unrivaled access to the engine. At the dawn of the 1960s, however, Standard-Triumph was in deep financial trouble, and unable to put the new car into production; it was not until the company was taken over by the Leyland organization funds became available and the car was launched. Leyland officials, taking stock of their new acquisition, found Michelotti's prototype hiding under a dust sheet in a corner of the factory and rapidly approved it for production.

Spitfire 4 or Mark I (1962-1964)

Overview:

Production1962–1964

45,753 made

Powertrain:

Engine1,147 cc (1.1 l) I4

Transmission4-speed manual with optional overdrive on top and third from 1963 onwards

Dimensions:

Curb weight1,568 lb (711 kg) (unladen U.K.-spec)

The production car changed little from the prototype, although the full-width rear bumper was dropped in favour of two part-bumpers curving round each corner, with overriders. Mechanicals were basically stock Herald. The engine was an 1,147 cc (1.1 l) 4-cylinder with a pushrod OHV cylinder head and 2 valves per cylinder, mildly tuned for the Spitfire, fed by twin SU carburettors. Also from the Herald came the rack and pinion steering and coil-and-wishbone front suspension up front, and at the rear a single transverse-leaf swing axle arrangement. This ended up being the most controversial part of the car: it was known to "tuck in" and cause violent over steer if pushed too hard, even in the staid Herald. In the sportier Spitfire (and later the 6-cylinder Triumph GT6 and Triumph Vitesse) it led to severe criticism. The body was bolted to a much-modified Herald chassis, the outer rails and the rear outriggers having been removed; little of the original Herald chassis design was left, and the Spitfire used structural outer sills to stiffen its body tub.

The Spitfire was an inexpensive small sports car and as such had very basic trim, including rubber mats and a large plastic steering wheel. These early cars were referred to both as "Triumph Spitfire Mark I" and "Spitfire 4", not to be confused with the later Spitfire Mark IV.

In UK specification the in-line four produced 63 bhp (47 kW) at 5750 rpm, and 67 lb·ft (91 N·m)of torque at 3500 rpm. This gave a top speed of 92 mph (148 km/h), and would achieve 0 to 60 mph (97 km/h) in 17.3 seconds. Average fuel consumption was 31mpg.

For 1964 an overdrive option was added to the 4-speed manual gearbox to give more relaxed cruising. Wire wheels and a hard top were also available.

Text regarding the Supermarine Spitfire aeroplane and Triumph Spitfire Roadster has been taken from excerpts of Wikipedia articles on each model.

The Supermarine Spitfire Mk VB aircraft and 1962 Triumph Spitfire Mk I road car have been modelled in Lego miniland-scale for Flickr LUGNuts' 79th Build Challenge, - 'LUGNuts goes Wingnuts, ' - featuring automotive vehicles named after, inspired by, or with some relationship to aircraft.

Baliwag Transit Inc.- 8937

Bus No: 8937

Year released: 2013

Capacity: 58; 2x3 seating configuration

Route: Tarlac City-Cabanatuan City via La Paz/Zaragoza/Sta. Rosa

Body: Santarosa Motorworks Inc.

Chassis: Daewoo BS106

Engine: Daewoo DE08TiS-BA

Fare: Ordinary Fare

Transmission System: M/T

Suspension: Leaf-Spring Suspension

Taken on: April 29, 2018

Location: Tarlac City Common Transport Terminal, Brgy. San Nicolas, Tarlac City, Tarlac

Dagupan Bus Co. Inc.- 2060 (Optd by: North Genesis)

Bus No: 2060

Year released: 2006

Capacity: 49; 2x2 seating configuration

Route: Cubao-Baguio via Dau/SCTEX-Concepcion/Capas/Tarlac/Gerona/Paniqui/Moncada/Carmen/Villasis/Urdaneta/Binalonan/Pozzorubio/Sison/Rosario/Tuba

Body: Pilipinas Hino Bus Body (Hino Motors Philippines)

Model: 2006 Hino Grandmetro AC RE Series

Chassis: Hino RM2PSS

Engine: Hino P11C-TH

Fare: Airconditioned

Transmission System: M/T

Suspension: Air Suspension

Taken On: September 4, 2015

Location: McArthur Highway, Brgy. San Sebastian, Camiling, Tarlac

The Supermarine Spitfire is a British single-seat fighter aircraft that was used by the Royal Air Force and many other Allied countries during and after the Second World War. The Spitfire was built in many variants, using several wing configurations, and was produced in greater numbers than any other British aircraft. It was also the only British fighter to be in continuous production throughout the war. The Spitfire continues to be a popular aircraft, with approximately 55 Spitfires being airworthy, while many more are static exhibits in aviation museums all over the world.

The Spitfire was designed as a short-range, high-performance interceptor aircraft by R. J. Mitchell, chief designer at Supermarine Aviation Works (which operated as a subsidiary of Vickers-Armstrong from 1928). In accordance with its role as an interceptor, Mitchell designed the Spitfire's distinctive elliptical wing to have the thinnest possible cross-section; this thin wing enabled the Spitfire to have a higher top speed than several contemporary fighters, including the Hawker Hurricane. Mitchell continued to refine the design until his death from cancer in 1937, whereupon his colleague Joseph Smith took over as chief designer, overseeing the development of the Spitfire through its multitude of variants.

During the Battle of Britain (July–October 1940), the Spitfire was perceived by the public to be the RAF fighter, though the more numerous Hawker Hurricane shouldered a greater proportion of the burden against the Luftwaffe. However, because of its higher performance, Spitfire units had a lower attrition rate and a higher victory-to-loss ratio than those flying Hurricanes.

After the Battle of Britain, the Spitfire superseded the Hurricane to become the backbone of RAF Fighter Command, and saw action in the European, Mediterranean, Pacific and the South-East Asian theatres. Much loved by its pilots, the Spitfire served in several roles, including interceptor, photo-reconnaissance, fighter-bomber and trainer, and it continued to serve in these roles until the 1950s. The Seafire was a carrier-based adaptation of the Spitfire which served in the Fleet Air Arm from 1942 through to the mid-1950s. Although the original airframe was designed to be powered by a Rolls-Royce Merlin engine producing 1,030 hp (768 kW), it was strong enough and adaptable enough to use increasingly powerful Merlin and, in later marks, Rolls-Royce Griffon engines producing up to 2,340 hp (1,745 kW); as a consequence of this the Spitfire's performance and capabilities improved, sometimes dramatically, over the course of its life.

Mk V (Types 331, 349 & 352)

Spitfire LF.Mk VB, BL479, flown by Group Captain M.W.S Robinson, station commander of RAF Northolt, August 1943. This Spitfire has the wide bladed Rotol propeller, the internal armoured windscreen and "clipped" wings.

Late in 1940, the RAF predicted that the advent of the pressurised Junkers Ju 86P bomber series over Britain would be the start of a new sustained high altitude bombing offensive by the Luftwaffe, in which case development was put in hand for a pressurised version of the Spitfire, with a new version of the Merlin (the Mk VI). It would take some time to develop the new fighter and an emergency stop-gap measure was needed as soon as possible: this was the Mk V.

The basic Mk V was a Mk I with the Merlin 45 series engine. This engine delivered 1,440 hp (1,074 kW) at take-off, and incorporated a new single-speed single-stage supercharger design. Improvements to the carburettor also allowed the Spitfire to use zero gravity manoeuvres without any problems with fuel flow. Several Mk I and Mk II airframes were converted to Mk V standard by Supermarine and started equipping fighter units from early 1941. The majority of the Mk Vs were built at Castle Bromwich.

The VB became the main production version of the Mark Vs. Along with the new Merlin 45 series the B wing was fitted as standard. As production progressed changes were incorporated, some of which became standard on all later Spitfires. Production started with several Mk IBs which were converted to Mk VBs by Supermarine. Starting in early 1941 the round section exhaust stacks were changed to a "fishtail" type, marginally increasing exhaust thrust. Some late production VBs and VCs were fitted with six shorter exhaust stacks per side, similar to those of Spitfire IXs and Seafire IIIs; this was originally stipulated as applying specifically to VB(trop)s. After some initial problems with the original Mk I size oil coolers, a bigger oil cooler was fitted under the port wing; this could be recognised by a deeper housing with a circular entry. From mid-1941 alloy covered ailerons became a universal fitting.

Spitfire VC(trop), fitted with Vokes filters and "disc" wheels, of 417 Squadron RCAF in Tunisia in 1943.

A constant flow of modifications were made as production progressed. A "blown" cockpit hood, manufactured by Malcolm, was introduced in an effort to further increase the pilot's head-room and visibility. Many mid to late production VBs - and all VCs - used the modified, improved windscreen assembly with the integral bullet resistant centre panel and flat side screens introduced with the Mk III. Because the rear frame of this windscreen was taller than that of the earlier model the cockpit hoods were not interchangeable and could be distinguished by the wider rear framing on the hood used with the late-style windscreen.

Different propeller types were fitted, according to where the Spitfire V was built: Supermarine and Westland manufactured VBs and VCs used 10 ft 9 in (3.28 m) diameter, 3 bladed de Havilland constant speed units, with narrow metal blades, while Castle Bromwich manufactured VBs and VCs were fitted with a wide bladed Rotol constant speed propeller of either 10 ft 9 in (3.28 m) diameter, with metal blades, or (on late production Spitfires) 10 ft 3 in (3.12 m) diameter, with broader, "Jablo" (compressed wood) blades. The Rotol spinners were longer and more pointed than the de Havilland leading to a 3.5 in (8.9 cm) increase in overall length. The Rotol propellers allowed a modest speed increase over 20,000 ft (6,100 m) and an increase in the service ceiling. A large number of Spitfire VBs were fitted with "gun heater intensifier" systems on the exhaust stacks. These piped additional heated air into the gun bays. There was a short tubular intake on the front of the first stack and a narrow pipe led into the engine cowling from the rear exhaust.

The VB series were the first Spitfires able to carry a range of specially designed "slipper" drop tanks which were fitted underneath the wing centre-section. Small hooks were fitted, just forward of the inboard flaps: when the tank was released these hooks caught the trailing edge of the tank, swinging it clear of the fuselage.

With the advent of the superb Focke Wulf Fw 190 in August 1941 the Spitfire was for the first time truly outclassed, hastening the development of the "interim" Mk IX. In an effort to counter this threat, especially at lower altitudes, the VB was the first production version of the Spitfire to use "clipped" wingtips as an option, reducing the wingspan to 32 ft 2 in (9.8 m).The clipped wings increased the roll rate and airspeed at lower altitudes. Several different versions of the Merlin 45/50 family were used, including the Merlin 45M which had a smaller "cropped" supercharger impeller and boost increased to +18 lb. This engine produced 1,585 hp (1,182 kW) at 2,750 ft (838 m), increasing the L.F VB's maximum rate of climb to 4720 ft/min (21.6 m/s) at 2,000 ft (610 m).

VB Trop of 40 Squadron SAAF fitted with the "streamlined" version of the Aboukir filter, a broad-bladed, 10 ft 3 in (3.12 m) diameter Rotol propeller, and clipped wings.

The Mk VB(trop) (or type 352) could be identified by the large Vokes air filter fitted under the nose; the reduced speed of the air to the supercharger had a detrimental effect on the performance of the aircraft, reducing the top speed by 8 mph (13 km/h) and the climb rate by 600 ft/min (3.04 m/s), but the decreased performance was considered acceptable. This variant was also fitted with a larger oil tank and desert survival gear behind the pilot's seat. A new "desert" camouflage scheme was applied. Many VB(trop)s were modified by 103 MU (Maintenance Unit-RAF depots in which factory fresh aircraft were brought up to service standards before being delivered to squadrons) at Aboukir, Egypt by replacing the Vokes filter with locally manufactured "Aboukir" filters, which were lighter and more streamlined. Two designs of these filters can be identified in photos: one had a bulky, squared off filter housing while the other was more streamlined. These aircraft were usually fitted with the wide blade Rotol propeller and clipped wings.

Triumph Spitfire Mk I Roadster

The Triumph Spitfire is a small English two-seat sports car, introduced at the London Motor Show in 1962.[3] The vehicle was based on a design produced for Standard-Triumph in 1957 by Italian designer Giovanni Michelotti. The platform for the car was largely based upon the chassis, engine, and running gear of the Triumph Herald saloon, and was manufactured at the Standard-Triumph works at Canley, in Coventry. As was typical for cars of this era, the bodywork was fitted onto a separate structural chassis, but for the Spitfire, which was designed as an open top or convertible sports car from the outset, the ladder chassis was reinforced for additional rigidity by the use of structural components within the bodywork. The Spitfire was provided with a manual hood for weather protection, the design improving to a folding hood for later models. Factory-manufactured hard-tops were also available.

The Triumph Spitfire was originally devised by Standard-Triumph to compete in the small sports car market that had opened up with the introduction of the Austin-Healey Sprite. The Sprite had used the basic drive train of the Austin A30/35 in a light body to make up a budget sports car; Triumph's idea was to use the mechanicals from their small saloon, the Herald, to underpin the new project. Triumph had one advantage, however; where the Austin A30 range was of unitary construction, the Herald featured a separate chassis. It was Triumph's intention to cut that chassis down and clothe it in a sports body, saving the costs of developing a completely new chassis / body unit.

Italian designer Michelotti—who had already penned the Herald—was commissioned for the new project, and came up with a traditional, swooping body. Wind-up windows were provided (in contrast to the Sprite/Midget, which still featured sidescreens, also called curtains, at that time), as well as a single-piece front end which tilted forwards to offer unrivaled access to the engine. At the dawn of the 1960s, however, Standard-Triumph was in deep financial trouble, and unable to put the new car into production; it was not until the company was taken over by the Leyland organization funds became available and the car was launched. Leyland officials, taking stock of their new acquisition, found Michelotti's prototype hiding under a dust sheet in a corner of the factory and rapidly approved it for production.

Spitfire 4 or Mark I (1962-1964)

Overview:

Production1962–1964

45,753 made

Powertrain:

Engine1,147 cc (1.1 l) I4

Transmission4-speed manual with optional overdrive on top and third from 1963 onwards

Dimensions:

Curb weight1,568 lb (711 kg) (unladen U.K.-spec)

The production car changed little from the prototype, although the full-width rear bumper was dropped in favour of two part-bumpers curving round each corner, with overriders. Mechanicals were basically stock Herald. The engine was an 1,147 cc (1.1 l) 4-cylinder with a pushrod OHV cylinder head and 2 valves per cylinder, mildly tuned for the Spitfire, fed by twin SU carburettors. Also from the Herald came the rack and pinion steering and coil-and-wishbone front suspension up front, and at the rear a single transverse-leaf swing axle arrangement. This ended up being the most controversial part of the car: it was known to "tuck in" and cause violent over steer if pushed too hard, even in the staid Herald. In the sportier Spitfire (and later the 6-cylinder Triumph GT6 and Triumph Vitesse) it led to severe criticism. The body was bolted to a much-modified Herald chassis, the outer rails and the rear outriggers having been removed; little of the original Herald chassis design was left, and the Spitfire used structural outer sills to stiffen its body tub.

The Spitfire was an inexpensive small sports car and as such had very basic trim, including rubber mats and a large plastic steering wheel. These early cars were referred to both as "Triumph Spitfire Mark I" and "Spitfire 4", not to be confused with the later Spitfire Mark IV.

In UK specification the in-line four produced 63 bhp (47 kW) at 5750 rpm, and 67 lb·ft (91 N·m)of torque at 3500 rpm. This gave a top speed of 92 mph (148 km/h), and would achieve 0 to 60 mph (97 km/h) in 17.3 seconds. Average fuel consumption was 31mpg.

For 1964 an overdrive option was added to the 4-speed manual gearbox to give more relaxed cruising. Wire wheels and a hard top were also available.

Text regarding the Supermarine Spitfire aeroplane and Triumph Spitfire Roadster has been taken from excerpts of Wikipedia articles on each model.

The Supermarine Spitfire Mk VB aircraft and 1962 Triumph Spitfire Mk I road car have been modelled in Lego miniland-scale for Flickr LUGNuts' 79th Build Challenge, - 'LUGNuts goes Wingnuts, ' - featuring automotive vehicles named after, inspired by, or with some relationship to aircraft.

Isarog Line Express Transport

Truck Manufacturer: MAN Truck & Bus AG

Model: CLA

Chassis: 26.280

Engine:

Suspension:

Axle Configuration: 6x4

Bataan Transit Co., Inc

British Airways still operates one of the largest fleet of Boeing 747-400's anywhere in the world, and 18 examples have since been given extensive refurbishments which should take past their service life beyond 2020.

Out of the 18 Boeing 747-400's in service with British Airways, 2 of those examples carry OneWorld logo-jet colours of a possible 8. The Super Hi-J Boeing 747-400's operate on the highest-yielding flight, New York-JFK being the most notable whereby out of 8 daily flights between London Heathrow and New York-JFK, 7 of those daily flights are in the hands of Boeing 747-400's.

G-CIVZ is one of 2 Boeing 747-400's that is Super Hi-J configured that does carry OneWorld colours, the rest are currently in Mid-J configuration... Prior to the Super Hi-J conversion, 3 OneWorld liveried Boeing 747-400's were configured in the old Hi-J configuration.

Considering British Airways operates a high frequency of New York-JFK flights from its hub at London Heathrow, only one of those flights from New York to London Heathrow (BA178/179) is not a red-eye which operates throughout daylight.

Currently, British Airways operates 38 Boeing 747-400's in regular service, however 2 examples are to be withdrawn by the end of the year.

Charlie India Victor Zulu is one of 8 Boeing 747-400's that carries OneWorld colours, delivered new to the flag-carrier in October 1998 (Halloween to be precise!) carrying Gaelic-inspired Benyhorne Tartan (Benyhone being Gaelic for 'Mountain of the Birds') World Tail, designed by Peter MacDonald. She was repainted into BA's standard Chatham Dockyard Union Jack livery in May 2003 and gained OneWorld colours in May 2009. In May 2016, she became the 14th Boeing 747-400 to gain Super Hi-J seating configuration. She is powered by 4 Rolls-Royce RB211-524H engines.

Boeing 747-436 G-CIVZ on final approach into Runway 27L at London Heathrow (LHR) on BA178 from New York-John F. Kennedy (JFK).

Operator | Pangasinan FiveStar Bus, Co.

Fleet Number | 3227

Area of Operation | Provincial Operation

Seating Configuration | 2×2

Seating Capacity | 49+2

Coachbuilder | Suzhou King Long United Automotive Industry Company, Ltd.(Higer Bus)

Model | KLQ6119QE3

Chassis | KLQ61126

(LKLR1KHS********)

Engine | Yuchai YC6G300-20

Olympia, WA

Sony ILCE ⍺6500 | Sigma 18-50mm F2.8 DC DN

"Earth orbit configuration of the S-IVB."

What a perfunctory caption for a spectacular work of art by Mr. Gary Meyer, a recognized, remarkably talented, versatile and prolific artist.

Fascinating (to me) history/background and confirmation of both the artist, and among the others in this 'series' of 1963 illustrations, this work being one of them.

In a direct quote from his website, listing his work experience:

"Extensive paintings of Apollo moon missions including a film called “The Apollo Mission” made before the hardware existed."

The amazingly accurate, realistic, non-cartoonish, and modern/contemporary appearance of this family of works by Mr. Meyer is a testament to his skill, and actually, vision. Remember, this was 1963!

And, incredibly, thanks to Dan Beaumont/Dan Beaumont Space Museum, the film is available here. In fact, a long dramatic pan of this photo begins at the 3:15 mark:

www.youtube.com/watch?v=IMwv3PtdWcU&t=124s

I also HIGHLY recommend checking out Mr. Beaumont's amazing collection of images on this photo hosting site.

This Mercury capsule, No. 15B, is one of two left. It alone shows the complete one-man spacecraft in its orbital configuration. It includes the silver and black retrorocket package (left, above) used to slow the capsule for return to Earth, and the nose section containing the parachutes.

The first American in space, Alan B Shepard, Jr., hoped to fly this Mercury capsule on a long-duration orbital mission in late 1963 called Mercury-Atlas 10 (MA-10). After the success of MA-9, flown by astronaut Gordon Cooper in May 1963, NASA decided to cancel MA-10 to concentrate on its next human spaceflight project, Gemini. Reflecting Shepard's hope of flying in space again, he had the name Freedom 7 II painted on the spacecraft in tribute to his historic 1961 capsule, Freedom 7,

Mercury capsule 15 originally was sent to Cape Canaveral in 1961 for a manned sub-orbital mission, Mercury-Redstone 5 (MR-5) that was cancelled. It was then modified for an orbital mission and renumbered 15A, and then modified again as a back-up to the MA-9 spacecraft, No. 20, and as the prime spacecraft for MA-10, and dubbed 15B. In September 1967 NASA transferred the capsule to the Smithsonian Institution.

Project Mercury was the first human spaceflight programme for the USA, running from 1958 to 1963. An early highlight of the space race, its goal was to put a man into Earth orbit and return him safely, ideally before the Soviet Union, in a new element of the Cold War.

Taken over from the US Air Force by the newly-created civilian space agency NASA, it conducted 20 unmanned developmental flights (some using animals), and six successful flights by astronauts. The programme, which took its name from Roman mythology, cost $1.8 billion adjusted for inflation. The astronauts were collectively known as the "Mercury Seven", and each spacecraft was given a name ending with a "7" by its pilot. The film "The Right Stuff" tells a version of those astronauts' selection and flights.

When Project Mercury ended in May 1963, both nations had sent six people into space, but the Soviets led the US in total time spent in space.

The Mercury space capsule was produced by McDonnell Aircraft, and carried supplies of water, food and oxygen for about one day in a pressurised cabin. Mercury flights were launched from Cape Canaveral Air Force Station in Florida, on launch vehicles modified from the Redstone and Atlas D missiles. The capsule was fitted with a launch escape rocket to carry it safely away from the launch vehicle in case of a failure. The flight was designed to be controlled from the ground via the Manned Space Flight Network, a system of tracking and communications stations; back-up controls were outfitted on board. Small retrorockets were used to bring the spacecraft out of its orbit, after which an ablative heat shield protected it from the heat of atmospheric reentry. Finally, a parachute slowed the craft for a water landing. Both astronaut and capsule were recovered by helicopters operating from US Navy ships.

The Mercury project missions were followed by millions on radio and TV around the world. Its success laid the groundwork for Project Gemini, which carried two astronauts in each capsule and perfected space docking manoeuvres essential for manned lunar landings in the subsequent Apollo programme announced a few weeks after the first manned Mercury flight.

Depuis Saint André de Cubzac ,Bordeaux, Gironde, Aquitaine, France

`Une éclipse solaire (ou plus exactement une occultation solaire, voir Terminologie) se produit lorsque la Lune se place devant le Soleil, occultant totalement ou partiellement l'image du Soleil depuis la Terre. Cette configuration peut se produire uniquement durant la nouvelle lune, quand le Soleil et la Lune sont en conjonction par rapport à la Terre.

Dans des époques reculées, mais aussi dans certaines cultures actuelles, il est attribué aux éclipses solaires des propriétés mystiques. Les éclipses solaires peuvent être effrayantes pour des personnes ignorant la nature relativement inoffensive de ce phénomène astronomique. En effet, le Soleil disparait soudainement au cours de la journée et le ciel s'obscurcit en quelques minutes.

Les éclipses totales de Soleil à un endroit donné de la Terre sont des événements très rares et de courte durée (pas plus de 8 minutes1). Quel que soit le lieu sur Terre, la totalité est observée uniquement sur une bande étroite qui correspond au passage de l'ombre portée de la Lune sur la surface terrestre. Une éclipse totale solaire est un phénomène naturel spectaculaire et de nombreuses personnes envisagent de voyager pour assister à ce type d’événement, ce sont les « chasseurs d'éclipses ».

L'éclipse totale de 1999 en Europe, était considérée, au moment où elle eut lieu, comme l'éclipse qui eut le plus d'observateurs de l'histoire humaine[réf. souhaitée] ; ce qui a permis d'augmenter l'information du public sur cette curiosité.

As seen from the Earth, a solar eclipse is a type of eclipse that occurs when the Moon passes between the Sun and Earth, and the Moon fully or partially blocks ("occults") the Sun. This can happen only at new moon, when the Sun and the Moon are in conjunction as seen from Earth in an alignment referred to as syzygy. In a total eclipse, the disk of the Sun is fully obscured by the Moon. In partial and annular eclipses, only part of the Sun is obscured.

If the Moon were in a perfectly circular orbit, a little closer to the Earth, and in the same orbital plane, there would be total solar eclipses every single month. However, the Moon's orbit is inclined (tilted) at more than 5 degrees to the Earth's orbit around the Sun (see ecliptic), so its shadow at new moon usually misses Earth. Earth's orbit is called the ecliptic plane as the Moon's orbit must cross this plane in order for an eclipse (both solar as well as lunar) to occur. In addition, the Moon's actual orbit is elliptical, often taking it far enough away from Earth that its apparent size is not large enough to block the Sun totally. The orbital planes cross each other at a line of nodes resulting in at least two, and up to five, solar eclipses occurring each year; no more than two of which can be total eclipses.[1][2] However, total solar eclipses are rare at any particular location because totality exists only along a narrow path on the Earth's surface traced by the Moon's shadow or umbra.

An eclipse is a natural phenomenon. Nevertheless, in some ancient and modern cultures, solar eclipses have been attributed to supernatural causes or regarded as bad omens. A total solar eclipse can be frightening to people who are unaware of its astronomical explanation, as the Sun seems to disappear during the day and the sky darkens in a matter of minutes.

Since looking directly at the Sun can lead to permanent eye damage or blindness, special eye protection or indirect viewing techniques are used when viewing a solar eclipse. It is technically safe to view only the total phase of a total solar eclipse with the unaided eye and without protection; however, this is a dangerous practice, as most people are not trained to recognize the phases of an eclipse, which can span over two hours while the total phase can only last up to 7.5 minutes for any one location. People referred to as eclipse chasers or umbraphiles will travel to remote locations to observe or witness predicted central solar eclipses.[3][4]

Un eclipse solar es el fenómeno que se produce cuando la Luna oculta al Sol, desde la perspectiva de la Tierra. Esto sólo puede pasar durante la luna nueva (Sol y Luna en conjunción).1

Eine irdische Sonnenfinsternis oder Eklipse (griechisch: ἔκλειψις ékleipsis „Überlagerung, Verdeckung, Auslöschung“) ist ein astronomisches Ereignis, bei dem die Sonne von der Erde aus gesehen durch den Mond ganz oder teilweise verdeckt wird, der somit zu Neumond einigen Erdbewohnern „in der Sonne steht“.

Sonne und Mond erscheinen einem Beobachter auf der Erde mit annähernd dem gleichen scheinbaren Durchmesser und so kann die Mondscheibe die Sonnenscheibe manchmal gerade vollständig bedecken. Die bei solch einer totalen Sonnenfinsternis auf die Erde fallende Spur des Kernschattens des Mondes ist allerdings maximal einige hundert Kilometer breit. Hingegen misst der Halbschatten des Mondes – wegen der flächigen Lichtquelle Sonne ein Übergangsschatten mit fließendem Helligkeitsübergang – mehrere tausend Kilometer, so dass dann von mehr als einem Viertel der Erdoberfläche aus eine partielle Verfinsterung der Sonne zu beobachten ist.

Un'eclissi solare è un noto fenomeno ottico di oscuramento di tutto o di una parte del disco solare da parte della Luna visto dalla Terra che si verifica durante il novilunio. Si tratta di un evento piuttosto raro: Sole, Luna e Terra devono essere perfettamente allineati in quest'ordine; ciò è possibile solo quando la Luna, la cui orbita è inclinata di cinque gradi rispetto all'eclittica, interseca quest'ultima in un punto detto nodo. Quando il nodo si trova tra la Terra e il Sole, l'ombra della Luna passa in alcuni punti della superficie terrestre e si assiste a un'eclissi solare. Se invece il nodo si trova dalla parte opposta, si ha un'eclissi lunare.

En solformørkelse opstår, når Månen i sin bane rundt om Jorden er i fasen nymåne, altså når Månen befinder sig mellem Jorden og Solen. I denne fase vil månen obstruere lyset fra solen, hvilket vil resultere i, at månen kaster en skygge et sted på Jordens overflade. Månens skygge vil på Jorden opleves som en formørkelse af det normale dagslys – et astronomisk naturfænomen, som normalt varer højst 3-4 minutter (den teoretiske grænse ligger på 7 minutter og 40 sekunder). Tilsvarende astronomiske naturfænomener er en måneformørkelse, hvor det er Jorden, der kaster skygge på månen, og en astronomisk passage, eksempelvis en Venuspassage eller en Merkurpassage, hvor det er henholdsvis Venus og Merkur, der går imellem Jorden og Solen. Men på grund af deres afstand til Jorden vil det ikke være 'rigtige' formørkelser, men ses blot som små prikker på solskiven.

Der vil typisk være to solformørkelser pr. kalenderår, men nogle år kan der være flere. Der kan dog højest være fem solformørkelser på et år, fx år 2904[1]. Den næste (delvise) solformørkelse i Danmark vil være 20. marts 2015.[2]

Totale solformørkelser, dvs. en formørkelse hvor observatøren er i den mørkeste del af måneskyggen, er sjældne fænomener. Selv om de i gennemsnit forekommer et eller andet sted på Jorden hver 18. måned, er det anslået at de kun gentages på et givent sted hvert 370. år i gennemsnit. Hvor skyggen rammer, varierer fra formørkelse til formørkelse, så selvom der går mange år mellem de totale solformørkelser et sted, kan man, hvis man er villig til at rejse efter det, opleve totale solformørkelser med kun et par års mellemrum. Fænomenets spektakulære natur gør, at mange mennesker foretager disse rejser. Den totale solformørkelse i Europa i 1999, der siges at være den mest sete i menneskets historie, hjalp med at få mange flere til at interessere sig for fænomenet. Dette sås i det store antal mennesker, der rejste for at se den delvise solformørkelse 3. oktober 2005 og den totale solformørkelse 29. marts 2006. En delvis solformørkelse kunne opleves 11. september 2007, og den seneste totale solformørkelse var 1. august 2008. En solformørkelse er et imponerende syn hvis man har de rigtige briller. Hvis man ikke har de rigtige briller skal/må man ikke kigge op på Solen. Man kan ødelægge sine øjne, eller miste synet fuldkomment.

O eclipsă de Soare se produce atunci când Luna trece între Pământ și Soare prin fața Soarelui. Văzut de pe Pământ, discul Lunii e de obicei mai mare decât cel al Soarelui și, dacă se interpune între privitor și Soare, îi "blochează" lumina, aruncând o umbră corespunzătoare pe Pământ. Când discul Lunii acoperă în întregime pe cel al Soarelui imaginea luminoasă obișnuită a Soarelui este blocată complet și, pentru o anumită zonă de observație și o anumită durată de ordinul câtorva minute, eclipsa de soare este totală. Eclipsele totale de Soare permit executarea unor studii astronomice speciale, dar au loc mult mai rar decât cele parțiale.

Fiecare eclipsă de Soare are o poziție proprie și se poate vedea doar dintr-o zonă anume de pe glob.[1]

Pentru a observa cu ochiul liber o eclipsă de Soare, de orice tip ar fi ea, este nevoie de un filtru solar special. Fără acest filtru observarea eclipsei duce la accidente grave ale ochiului, care pot ajunge până la orbire. Filtrul cel mai accesibil este filtrul de sudură mai dens, însă, din cauza grosimii sticlei, pot apărea imagini duble. Filtrul ideal, numit filtru Mylar, este o peliculă aluminizată care oprește radiațiile periculoase.

Formal și tranzitul (trecerea) planetei Venus prin fața Soarelui produce o eclipsă de Soare, dar de proporții mult mai mici.

Zaćmienie Słońca – zjawisko astronomiczne powstające, gdy Księżyc znajdzie się pomiędzy Słońcem a Ziemią i tym samym przesłoni światło słoneczne.

Güneş tutulması, Ay'ın yörünge hareketi sırasında Dünya ile Güneş arasına girmesi ve dolayısıyla Ay'ın Güneş'i kısmen ya da tümüyle örtmesi sonucunda gözlemlenen doğa olayıdır. Tutulmanın olması için Ay'ın yeniay evresinde olması ve Dünya'ya göre Güneş ile kavuşum halinde olması, yani yörünge düzleminin Dünya'nın Güneş çevresindeki yörünge düzlemi ile çakışması gerekir. Bir yıl içinde Ay, Dünya çevresinde yaklaşık 12 kez dönmesine karşın, Ay'ın yörünge düzlemi ile Dünya'nın yörünge düzlemi arasında 5 derece kadar bir açı olması sonucu, Ay her defasında Güneş'in tam önünden geçmez ve dolayısıyla bu çakışma seyrek olarak oluşur. Bu yüzden, yılda iki ile beş arasında güneş tutulması gözlemlenir. Bunlardan en çok ikisi tam tutulma olabilir. Güneş tutulması Dünya üzerinde dar bir koridor izler. Bu yüzden herhangi bir bölge için güneş tutulması çok ender bir olaydır.

Güneş tutulması, tam tutulma zamanı dışında asla çıplak göz ile izlenmemelidir.

Temmuz 2013 itibariyle, son gözlemlenen Güneş tutulması, 10 Mayıs 2013'da gerçekleşen halkalı tutulmadır.[1] Türkiye'den gözlemlenebilen en son Güneş tutulması ise, 29 Mart 2006 tarihinde gerçekleşmiştir. Bir sonraki tutulma 29 Nisan 2014 tarihinde olacaktır sadece Güney Hindistan, Avustralya ve Antarktika'dan gözlenebilecektir

Een zonsverduistering (of zon-eclips) is een astronomisch fenomeen, waarbij overdag het licht van de zon de waarnemer niet bereikt, doordat een hemellichaam (meestal de maan) in de weg van het licht staat.

Een zonsverduistering is een voor mensen op aarde direct waarneembaar astronomisch fenomeen, waarbij het in feite niet de zon, maar een gedeelte van de aarde is dat verduisterd wordt. Een waarnemer ziet dat de zon bedekt wordt door de maan en dat een donker gebied met grote snelheid (de resultante van de baansnelheid van de maan en de draaiing van de aarde) op hem af komt. Als dat gebied (de kernschaduw) hem bereikt heeft, is de totale zonsverduistering begonnen.

Voor astronomen biedt een totale zonsverduistering een unieke kans om de corona, de lichtkrans om de zon te bestuderen. Deze bevat bijvoorbeeld vaak zichtbare zonnevlammen.

A napfogyatkozás csillagászati jelenség, amelynek során a Hold a megfigyelő számára részben vagy egészen eltakarja a Napot.

Napfogyatkozás akkor jön létre, amikor a Hold pontosan a Föld és a Nap közé kerül, azaz újholdkor. De nem minden újholdkor, hanem csak akkor, ha a Föld körüli pálya leszálló, vagy felszálló csomópontjában van éppen újholdkor a Hold. (A holdpálya nagyjából 5°-os szöget zár be az ekliptikával, azaz a Hold hol kissé a Földet a Nappal összekötő képzeletbeli vonal felett, hol pedig alatta van. Amikor a vonal közelébe kerül – ezek a fel- ill. leszálló csomópontok –, akkor figyelhető meg a napfogyatkozás.) A Hold átmérője 400-szor kisebb a Napénál, ám 400-szor közelebb is van, ez okozza, hogy a Nap és a Hold látszólagos átmérője közel azonos, így amikor megfelelő helyzetbe kerülnek az égitestek, akkor a Hold teljesen képes eltakarni a Napot.

天狗喫日頭或日食係一種天文現象。等月光位到日頭同得地球之間嗰直綫上，人到地球上頭望，月光就會局部或全部遮到日頭。到太空裡頭望，佢嗰影就落嘚地球上頭。

古時間，相到日頭陡然冇影，都會引起恐慌，拕認為係一種「天災」，佢同得國家嗰命運連得一起。

日食係一種天文現象。當月球響正太陽同地球之間嘅直綫上，響地球上面睇，月球就會局部或全部遮住個太陽。響太空睇，佢個影就落咗響地球上面。

日食可以跟佢食嘅形去分類。日全食就係成個太陽俾月球遮住，完全黑晒。日偏食就係只係遮咗一邊。日環食其實同日全食類似，只不過係月球只能夠遮住太陽中間，留返一個圈響外面。

古時嘅人，見到平時見開嘅太陽突然間唔見咗，就會引起恐慌。響中國，就會話太陽俾天狗食咗。

Nhật thực xảy ra khi Mặt Trăng đi qua giữa Trái Đất và Mặt Trời và quan sát từ Trái Đất, lúc đó Mặt Trăng che khuất hoàn toàn hay một phần Mặt Trời. Điều này chỉ có thể xảy ra tại thời điểm sóc trăng non khi nhìn từ Trái Đất, lúc Mặt Trời bị Mặt Trăng che khuất và bóng của Mặt Trăng phủ lên Trái Đất.[1][2] Trong lúc nhật thực toàn phần, đĩa Mặt Trời bị che khuất hoàn toàn. Với nhật thực một phần hoặc hình khuyên, đĩa Mặt Trời chỉ bị che khuất một phần.

Nếu Mặt Trăng có quỹ đạo tròn hoàn hảo, gần hơn Trái Đất một chút, và trong cùng mặt phẳng quỹ đạo, sẽ có nhật thực toàn phần xảy ra mỗi lần trong một tháng. Tuy nhiên, quỹ đạo của Mặt Trăng nghiêng hơn 5° so với mặt phẳng quỹ đạo của Trái Đất quanh Mặt Trời (xem mặt phẳng hoàng đạo), do vậy bóng của Mặt Trăng lúc trăng non thường không chiếu lên Trái Đất. Để hiện tượng nhật thực cũng như nguyệt thực xảy ra, Mặt Trăng phải đi qua mặt phẳng quỹ đạo của Trái Đất. Hơn nữa, quỹ đạo của Mặt Trăng có hình elip, và nó thường ở đủ xa Trái Đất khiến cho kích cỡ biểu kiến của nó không đủ lớn để che khuất hoàn toàn Mặt Trời lúc nhật thực. Mặt phẳng quỹ đạo của Mặt Trăng và của Trái Đất mỗi năm cắt nhau tại các điểm nút lên và nút xuống của quỹ đạo; và có ít nhất là 2 và nhiều nhất là 5 lần nhật thực xảy ra trong một năm, cũng không thể có nhiều hơn hai lần nhật thực toàn phần trong cùng một năm.[3][4] Tuy nhiên, tại một nơi cụ thể trên Trái Đất, hiện tượng nhật thực toàn phần xảy ra là rất hiếm bởi vì bóng của Mặt Trăng trong lúc hiện tượng này xảy ra đổ lên Trái Đất theo một dải hẹp và trong thời gian ngắn, với lần lâu nhất khoảng 7 phút (nhật thực toàn phần ngày 20 tháng 7, 1955).[4]

Hiện tượng che khuất là hiện tượng của tự nhiên. Tuy thế, trong lịch sử cổ đại và quan niệm của một số người hiện đại, nhật thực thuộc về hiện tượng siêu nhiên. Hiện tượng nhật thực toàn phần gây ra sự sợ hãi đối với người dân thời cổ đại do thiếu hiểu biết về thiên văn học, khi Mặt Trời dường như biến mất vào ban ngày và bầu trời tối đen trong vài phút.

Rất nguy hiểm cho mắt khi nhìn trực tiếp vào Mặt Trời. Do vậy để quan sát hiện tượng nhật thực trực tiếp cần sử dụng các loại kính bảo vệ mắt hoặc quan sát gián tiếp hình ảnh lúc nhật thực. Nhưng khi xảy ra hiện tượng nhật thực toàn phần, mắt có thể an toàn quan sát hiện tượng này trong lúc Mặt Trăng che khuất hoàn toàn Mặt Trời. Những người ưa thích hiện tượng này thường đi du lịch đến những nơi sắp xảy ra để chứng kiến và chụp ảnh.

Um eclipse solar é um fenômeno que ocorre quando a Lua se interpõe entre a Terra e o Sol, ocultando total ou completamente a sua luz numa estreita faixa terrestre. Do ponto de vista de um observador fora da Terra, a coincidência é notada no ponto onde a ponta o cone de sombra risca a superfície do nosso planeta. Europe. Europa.

`Soos van die aarde gesien, sal 'n verduistering of eklipsering van die son plaasvind wanneer die maan tussen die son en die aarde deurbeweeg, en die maan die skyf van die son ten volle, of gedeeltelik bedek, soos gesien van 'n ligging op die aarde. Dit kan slegs gebeur tydens 'n nuwemaan, wanneer die son en maan in konjunksie (of sameloop) is, soos van die aarde gesien. Minstens twee, en tot soveel as vyf sonsverduisterings kom jaarliks voor; hoogstens twee kan 'n volkome verduistering uitmaak.[1][2] Totale sonsverduisterings is nietmin seldsaam by enige spesifieke ligging aangesien totaliteit slegs langs 'n noue band op die aardoppervlakte voorkom, naamlik die pad van die maan se umbra.

Sekere mense, soms genoem "eklipsjagters" of "umbrafiele",[3][4] is bereid om na afgeleë bestemmings te reis, ten einde 'n voorspelde sentrale verduistering gade te slaan. Die sonsverduistering van 11 Augustus 1999 in Europa het blykbaar meegewerk om publieke belangstelling in die fenomeen aan te wakker,[verwysing benodig] wat blykbaar gelei het tot 'n ongewoon groot getal reise wat spesifiek onderneem is na die annulêre (of ringvormige) sonsverduistering van 3 Oktober 2005, en dié van 29 Maart 2006.

Die laaste volkome verduistering was die sonsverduistering van 11 Julie 2010; die volgende sal dié wees van 13 November 2012. Die onlangse verduistering van 15 Januarie 2010, was 'n ringvormige verduistering; die volgende ringvormige verduistering sal voorkom op 20 Mei 2012.

'n Volkome sonsverduistering is 'n natuurverskynsel. Nietemin is sonsverduisterings in antieke tye, soos in sekere kulture vandag, toegeskryf aan bonatuurlike oorsake of beskou as kwade voortekens. 'n Volkome sonsverduistering kan vrees inboesem by mense wat nie oor die sterrekundige verklaring daarvan beskik nie, aangesien die son oordag blykbaar verdwyn, en die lug verdonker binne 'n kwessie van minute.

Sonsverduistering

Sólmyrkvi (sem til forna var nefnt myrkur hið mikla [1]) er það kallað þegar tunglið fer fyrir sólu frá jörðu séð og skyggir þannig á hana að hluta til eða öllu leyti.

Tunglmyrkvi kallast það þegar jörð myrkvar sólu frá tungli séð. Þá er jörðin í beinni línu á milli sólar og tungls og skuggi jarðarinnar lendir á yfirborði tunglsins.

Eng ierdesch Sonnendäischtert, Eklips oder Sonnefënsternes, ass en astronomescht Ereegnes, bei deem d'Sonn vun der Äerd aus gesinn duerch den Äerdmound ganz oder deelweis verdeckt gëtt.

De Wénkelduerchmiesser vun der Sonn a vum Mound hu bal déiselwecht Gréisst, sou datt de Mound d'Sonn vollstänneg bedeckt a soumat eng total Sonnendäischtert entstoe kann. D'Spur vum Kärschiet vum Mound, déi dobäi op d'Äerd fält ass e puer honnert Kilometer breet. Vum Hallefschiet gëtt dogéint ongeféier d'Hallschent vun der Äerduewerflächendagessäit getraff, sou datt vun do aus d'Däischtert vun der Sonn zwar och, awer nëmme partiell gesi gëtt.

Company/Owner: JTB Travel and Tours, Inc.

Fleet/Bus Number: N/A

Classification: Air-conditioned Tourist Chartered Bus

Coachbuilder: Fuji Heavy Industries, Ltd. / Nissan Diesel Corporation Philippines

Body Model: Nissan Diesel Space Arrow Euro Tour (Jonckheere Deauville)

Engine Model: Nissan Diesel RG8

Chassis Model: Nissan Diesel JA530RAN

Transmission: Manual (6-speed forward, 1-speed reverse)

Suspension: Air Suspension

Seating Configuration: 2+1×2

Seating Capacity: 60 (49 + 11 jump-seats)

Route: Various (Tourist Chartered)

Municipalities/cities passing: N/A

Type of Operation: Tourist Operation Non-Public Utility Bus (Special Trip / Tourist Class)

Area of Operation: Any point of Luzon: Ilocos Region (Region I), Cagayan Valley (Region II), Central Luzon (Region III), CALABARZON (Region IV-A), MIMAROPA (Region IV-B), Bicol Region (Region V), Cordillera Administrative Region (CAR)

Shot Location: In-front of Barasoain Church, Malolos City, Bulacan

Date Taken: August 7, 2015

Notices:

* Please DON'T GRAB A PHOTO WITHOUT A PERMISSION. If you're going to GRAB IT, please give A CREDIT TO THE OWNER. Also, don't PRINT SCREEN my photos.

** If I have mistakes on the specifications, please comment in a good manner so that I can edit it immediately.

*** The specifications mentioned above are subjected for verification and may be changed without prior notice.

**** The vehicle's registration plate(s), conduction sticker(s), and/or persons (if applicable) were pixelated/blurred to prevent any conflict with the photographer, the bus company and/or to the car owner for their security and/or privacy purposes. So, don't use their plate number, conduction sticker, and vehicle tag as an evidence for any incident. And, I have taken this photo for bus fanatics, bus enthusiasts, and bus lovers purposes.

Mabuti at may kuha akong Aero Adamant ni Dalin noon bago maglaho. Isa ito sa mga na-recover shot ko—simula noong mawala 'yung mga raw file nito. Hindi ko aakalain na makikita ko pa itong shot na ito.

Company/Owner: HDG Dalin Liner, Inc.

Fleet/Bus Number: 2629555

Classification: Air-conditioned Provincial Bus

Coachbuilder: Del Monte Motor Works, Inc.

Body Model: Nissan Diesel/Del Monte Aero Adamant

Engine Model: Nissan Diesel PE6-T

Chassis Model: Nissan Diesel RB46S

Transmission: 6-speed Manual Transmission

Suspension: Leaf Spring Suspension

Seating Configuration: 2×2

Seating Capacity: 49

Franchise route: unknown

Route: Sampaloc, Manila City–Tuguegarao City, Cagayan via N1 (Maharlika Highway)

Municipalities/cities passing: Santa Rita (Guiguinto)/Plaridel/Pulilan/Baliuag/San Rafael/San Ildefonso/San Miguel/Gapan City/San Leonardo/Santa Rosa/Cabanatuan City/Talavera/Santo Domingo/Science City of Muñoz/San Jose City/Carranglan/Santa Fe/Aritao/Gabut (Dupax Del Sur)/Ineangan (Dupax Del Norte)/Bambang/Bayombong/Solano/Bagabag/Diadi/Cordon/Santiago City/San Isidro/Echague/Alicia/Cauayan City/Reina Mercedes/Naguilian/Gamu/Ilagan City/Tumauini/Cabagan/San Pablo/Peñablanca

Type of Operation: Provincial Operation Public Utility Bus (Regular Class)

Area of Operation: Cagayan Valley (Region II)

Shot Location: Pulilan–Plaridel Regional Road/Bypass Road, Cut-cot, Pulilan, Bulacan

Date Taken: January 26, 2016

Notices:

* Please DON'T GRAB A PHOTO WITHOUT A PERMISSION. If you're going to GRAB IT, please give A CREDIT TO THE OWNER. Also, don't PRINT SCREEN my photos.

** If I have mistakes on the specifications, please comment in a good manner so that I can edit it immediately.

*** The specifications and routes (for provincial, inter-provincial, and city operation) mentioned above are subjected for verification and may be changed without prior notice.

**** The vehicle's registration plate(s), conduction sticker(s), and/or persons (if applicable) were pixelated/blurred to prevent any conflict with the photographer, the bus company and/or to the car owner for their security and/or privacy purposes. So, don't use their plate number, conduction sticker, and vehicle tag as an evidence for any incident. And, I have taken this photo for bus fanatics, bus enthusiasts, and bus lovers purposes.

NTI and JJV Transport

Company/Owner: Luzon Cisco Transport, Inc.

Fleet/Bus Number: 107

Classification: Air-conditioned Provincial Bus

Coachbuilder: Pilipinas Hino Auto Body, Inc.

Body Model: Pilipinas Hino Grand-Echo II RM

Engine Model: Hino P11C-TH

Chassis Model: Hino RM2PSS

Transmission: 6-speed Manual Transmission

Suspension: Wide Air Suspension (WideSus)

Seating Configuration: 2×2

Seating Capacity: 49

Franchise route: Santa Cruz (Zambales)–Pasay City

Route: Santa Cruz, Zambales [CRZ, ZA]–Pasay City [PSY]/Cubao, Quezon City [CUB, QC] via N306 (Olongapo–Bugallon Road) / N55 (Romulo Highway) / E1 (SCTEX-Concepcion–NLEX-SCTEX Connector–NLEX-Angeles Exit–NLEX-Balintawak)

Municipalities/cities passing: Infanta/Dasol/Burgos/Mabini/Alaminos City [AMN]/Sual/Labrador/Bugallon/Aguilar/Mangatarem/San Clemente/Camiling [CAM]/Santa Ignacia | Gerona/Tarlac City [TRL]/Capas/Concepcion–Marquee Mall (Angeles City [ALS])

Type of Operation: Provincial Operation Public Utility Bus (Regular Class)

Area of Operation: Central Luzon (Region III) via Ilocos Region (Region I)

Shot Location: E1 (SCTEX), Mabalacat City, Pampanga

Date Taken: May 17, 2018

Notices:

* Please DON'T GRAB A PHOTO WITHOUT A PERMISSION. If you're going to GRAB IT, please give A CREDIT TO THE OWNER. Also, don't PRINT SCREEN my photos.

** If I have mistakes on the specifications, please comment in a good manner so that I can edit it immediately.

*** The specifications and routes (for provincial, inter-provincial, and city operation) mentioned above are subjected for verification and may be changed without prior notice.

**** The vehicle's registration plate(s), conduction sticker(s), and/or persons (if applicable) were pixelated/blurred to prevent any conflict with the photographer, the bus company and/or to the car owner for their security and/or privacy purposes. So, don't use their plate number, conduction sticker, and vehicle tag as an evidence for any incident. And, I have taken this photo for bus fanatics, bus enthusiasts, and bus lovers purposes.

Truck Manufacturer: MAN Truck & Bus AG

Model: TGS

Chassis: 26.360

Engine:

Suspension:

Axle Configuration: 6x4

Model of a mining excavator in front shovel configuration in scale 1:28.5. This 300 tonne machine is a representative of Liebherr's most popular size class and is ideally suited to load a fleet of 100 tonne payload mining trucks.

When LEGO introduced its 42100 Liebherr R 9800, I knew I had to get that set immediately after release. But I also knew from the beginning, that I would not like the official model's Technic design and that I had to build my own version.

Here it is, scaled larger than 42100, but on the other hand representing a much smaller machine than the 9800. About 300 vs. 800 tonnes in real life. This allowed me to use the main components of the official LEGO model to build my R 994 B. I used the clamshell bucket, the Power Functions XL actuators and the tracks and sprockets.

The main difference from 42100 lies in the electric components of my model. The following functions are all powered by two Power Functions rechargeable battery boxes and controlled by three SBricks via bluetooth connection and Brick Controller 2 app:

- Left and right crawler treads each using a Power Functions L motor

- Slewing of the upper structure using two Power Functions M motors

- Boom cylinders: one Power Functions XL motor

- Stick cylinders: one Power Functions L motor

- Bucket cylinders: one Power Functions M motor

- Clamshell bucket: one Brick Engine V1 motor (compatible to Power Functions)

- Access ladder: one Power Functions M motor

- Service flap: one Power Functions M motor

- Lighting: three pairs of Power Functions LEDs

Besides the main drive and digging functions, the model features a retractable access ladder and a lowerable service flap on the underside of the upper structure frame. The service flap is used to refuel and grease the excavator.

While building the Liebherr R 994 B Litronic in 1:28.5 scale, I could refer to a highly detailed diecast model of the very same machine in 1:50 scale.

Company/Owner: Ballesteros Bus Line Corporation

Fleet/Bus Number: 06888

Classification: Air-conditioned Provincial Bus

Coachbuilder: Zyle Daewoo Bus Corporation

Body Model: Daewoo BH120F Royal Cruiser II (in Kia Granbird Headlamps)

Engine Model: Doosan DE12TI

Chassis Model: Daewoo BH120 (KL5US65JD3P)

Transmission: Manual (5-speed forward, 1-speed reverse)

Suspension: Air Suspension

Seating Configuration: 2×2

Seating Capacity: 45

Route: E. Rodriguez Avenue, Quezon City–Ballesteros, Cagayan via N1 (Maharlika Highway) / Emilio Vergara Highway or Felipe Vergara Highway / Santiago–Tuguegarao Road / Abulug–Ballesteros–Aparri Road

Municipalities/cities passing: Santa Rita (Guiguinto)/Plaridel/Pulilan/Baliuag/San Rafael/San Ildefonso/San Miguel/Gapan City/San Leonardo/Santa Rosa/Cabanatuan City/Talavera/Santo Domingo/Science City of Muñoz/San Jose City/Carranglan/Santa Fe/Aritao/Gabut (Dupax Del Sur)/Ineangan (Dupax Del Norte)/Bambang/Bayombong/Solano/Bagabag/Diadi/Cordon/Santiago City/Ramon/San Mateo/Cabatuan/Aurora/San Manuel/Roxas/Mallig/Quezon/Rizal/Santa Maria/Enrile/Solana/Maddarulug [(Santo Domingo) Solana]/Tuguegarao City/Iguig/Amulung/Alcala/Gattaran/Lal-lo/Allacapan/Aparri

Type of Operation: Provincial Operation Public Utility Bus (Regular Class)

Area of Operation: Cagayan Valley (Region II)

Shot Location: Doña Remedios Trinidad Highway (Maharlika Highway), Barangay Cut-cot, Pulilan, Bulacan

Date Taken: September 21, 2015

Notices:

* Please DON'T GRAB A PHOTO WITHOUT A PERMISSION. If you're going to GRAB IT, please give A CREDIT TO THE OWNER. Also, don't PRINT SCREEN my photos.

** If I have mistakes on the specifications, please comment in a good manner so that I can edit it immediately.

*** The specifications and routes (for provincial, inter-provincial, and city operation) mentioned above are subjected for verification and may be changed without prior notice.

**** The vehicle's registration plate(s), conduction sticker(s), and/or persons (if applicable) were pixelated/blurred to prevent any conflict with the photographer, the bus company and/or to the car owner for their security and/or privacy purposes. So, don't use their plate number, conduction sticker, and vehicle tag as an evidence for any incident. And, I have taken this photo for bus fanatics, bus enthusiasts, and bus lovers purposes.

Philippine Rabbit Bus Lines- 1173

Bus No: 1173

Year released: 2017

Capacity: 49; 2x2 seating configuration

Route: Manila/Avenida-Tarlac via Dau/SCTEX-Concepcion/Capas/San Miguel

Body: Santarosa Motorworks Inc.

Model: 2017 SR-Cityliner AC RE Series

Chassis: Daewoo BV115

Engine: Daewoo De12TiS-BA

Fare: Airconditioned

Transmission System: M/T

Suspension: Leaf-Spring Suspension

Taken on: November 6, 2018

Location: Mabalacat City Bus Terminal, Brgy. Dau, Mabalacat City, Pampanga

Embraer 170/175 - MSN 419

Status : Active

Registration : N84307

Airline Mesa Airlines

Country : USA

Date : 1980 -

Codes YV ASH

Callsign : Air Shuttle

Web site : www.mesa-air.com

Serial number419

Type175LR

First flight date05/08/2014

Test registrationPR-EHG

Plane age2.4 years

Seat configuration

Engines2 x GE CF34-8E

10/09/2014Mesa AirlinesN84307

This plane design is inspired by CAS-1 Dual Configuration close air support aircraft by Tom Alfaro which came across browsing in Printrest which make me curious on how to make this awesome craft design apply into a brick lego brick. Therefore i present to you BZ-05 Bembix Zorn"Stinger"

This is not the final design. I am working on it with some minor design to be added in and maybe a few design changes. This is a follow up design from MV-18 Manta Viper concept but more deadly with dual configuration design as in hovering and a thurst jet plane concept for a close air support.

Pilot by two crews: one is pilot and the other is a navigator /Engineering sitting at the back.

JKJ Express

In one particular place where there is dense undergrowth, the vines have gone wild. They twist and loop into every kind of crazy configuration, they are as thick as my arm, and they grow up and over whatever they can grab onto. I've tried for a long time to capture the look, or the size, of these many vines, but so far this is the best I can do.

Company/Owner: First North Luzon Transit, Inc.

Fleet/Bus Number: 28109

Classification: Air-conditioned Provincial Bus

Coachbuilder: (Zhengzhou) Yutong Bus Company, Ltd.

Body Model: Yutong ZK6100H

Engine Model: Yuchai Y6CA240-20 (A3515/A3522)

Chassis Model: Yutong ZK6100CRU (LZYTBTD6981)

Transmission: Manual (5-speed forward, 1-speed reverse)

Suspension: Leaf Spring Suspension

Seating Configuration: 3×2

Seating Capacity: 61

Route: Cubao/Farmers, Quezon City–Macabebe, Pampanga via NLEX-Balintawak–NLEX-Tabang / MacArthur Highway / Apalit–Macabebe–Masantol Road

Municipalities/cities passing: Tabang (Guiguinto)/Malolos City/Calumpit/Apalit

Type of Operation: Provincial Operation Public Utility Bus (Economy Class)

Area of Operation: Central Luzon (Region III)

Shot Location: MacArthur Highway (Manila North Road), Barangay Sumapang Matanda, Malolos City, Bulacan

Date Taken: August 8, 2015

Notices:

* Please DON'T GRAB A PHOTO WITHOUT A PERMISSION. If you're going to GRAB IT, please give A CREDIT TO THE OWNER. Also, don't PRINT SCREEN my photos.

** If I have mistakes on the specifications, please comment in a good manner so that I can edit it immediately.

*** The specifications and routes (for provincial, inter-provincial, and city operation) mentioned above are subjected for verification and may be changed without prior notice.

**** The vehicle's registration plate(s), conduction sticker(s), and/or persons (if applicable) were pixelated/blurred to prevent any conflict with the photographer, the bus company and/or to the car owner for their security and/or privacy purposes. So, don't use their plate number, conduction sticker, and vehicle tag as an evidence for any incident. And, I have taken this photo for bus fanatics, bus enthusiasts, and bus lovers purposes.

see also:

www.ctc.org.uk/cyclists-library/bikes-and-other-cycles/co...

storkbitesman.blogspot.com/2007/08/ebay-gorgeous-jack-tay...

www.blackbirdsf.org/taylor/8513.html

www.flickr.com/photos/jwright/4303012277/

Built 1954. Converted to an AEW.2 in 1971, but she has now been converted back to original MR.2 configuration and repainted in her original 224sqn markings.

She is operated by the Shackleton Preservation Trust, is regularly taxied and is potentially airworthy.

Seen outside at ‘Coventry - Airbase’,

Coventry Airport, UK

11-10-2015

The following history of ‘WR963’ comes from the Shackleton Preservation Trust website:-

“First flown on 11 March 1954

Allocated to 224 Sqn and delivered to Gibraltar on 05 Oct 1954, coded B - M

Allocated to 210 Sqn on 23 February 1960 and coded Z

Allocated to 38 Sqn on 23 November 1961 and coded X

Allocated to 205 Sqn on 14 January 1966 and coded A

Delivered to Hawker Siddeley Aviation (HSA), Langer in August 1966 for Phase 3 modification. Completed and returned to 205 Sqn, coded H

Returned to UK to 5 Maintenance Unit on 17 December 1970 for storage

Delivered to HSA at Bitteswell on 30 June 1971 for AEW.2 conversion

Returned to 5 Maintenance Unit on 2 June 1972 for repainting

Delivered to Lossiemouth 18 July 1972 for AEW radar installation and allocated to 8 Sqn the following day

Transferred to Kinloss on 01 August 1972 where WR963 was named 'Ermintrude'

Returned to Lossiemouth with unit on 16 August 1973

Flown to HSA Bitteswell on 1 March 1976 for major servicing and wing re-spar

Returned to 8 Sqn on 13 May 1977.

Category 3 damage sustained on 10 August 1979. Repaired by HSA contractors working party

WR963 returned to 8 Sqn's charge on 29 October 1979.

Hours flown 14,957 at 9 March 1989

Sold by Sotheby's at a Defence Auction on 3 July 1991. Privately purchased.

Delivered to Coventry Airport on 9 July 1991 at the end of its service career, hours flown 15,483.

Both WR963 and WL790 were bought at auction by the Shackleton Preservation Trust, founded by David Liddell-Grainger. The intent was that a Shackleton would be flown as a display aircraft at airshow events in the UK and spares were also purchased to support this. Unfortunately at the time there was little co-operation from British Aerospace (who held the Design Rights) and the CAA. The Shackletons were handed over to Air Atlantique to find a way to return one to flight in civilian ownership.

WL790 was prepared and flown to the USA in 1994, and flew on for another 14 years - an outstanding job by all concerned. WR963 wasn't so lucky becoming a source of parts to some extent for her more able sister. in 1997 the Shackleton Preservation Trust was reformed to restore WR963 at Coventry, under the watchful eye of Sqn Ldr John Cubberley.

Nobody could predict then that in less than a decade WR963 would be growling down the runway, almost at the point of flight. It was then that the possibility of flying a Shackleton in the UK was once again looked at seriously, and feasibility studies commenced.

In 2012 the Civil Aviation Authority were approached, and answers found to questions as to the viability of flying a Shackleton. The long standing spar life issue remains the only thing keeping WR963 grounded.

With this in mind, WR963 was registered as G-SKTN, and fundraising commenced....”

Showing the landed configuration of the fighter.

Kuat Drive Yards' TX-37 I-Wing Starfighter was a uniquely shaped spy craft during the reign of the Empire. Its' slim shape and dark coloration made it difficult to blast in dogfights, and in the event of a serious hit, the swiveling cockpit could detach as an escape pod. Perhaps the most famous I-Wing pilot was the notorious Alterf Skendiv, whose various missions contributed to the Imperial takeover of hundreds of planets. Alterf's personal I-Wing went through numerous modifications, including the addition of a Stygium crystal cloaking device. Sadly, Skendiv's trusty vessel was destroyed in an asteroid collision, but it's rumored that Alterf survived by ejecting in his escape pod.

This ship is my entry into the FBTB Alphabet Fighters contest . I'm up against "B'ob" (AKA the incredible Simply Complex Simplicity) for this round!