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While taking a break from re-configuring the pallet garden boxes at the cottage, we heard the familiar tap-tap-tap of a woodpecker. At first I thought it was a Downy, but further research has me thinking it's a male Yellow-bellied Sapsucker.
As always, I stand to be corrected on my ID of this bird by those that may know better.
Seen at Kirkby Stephen is preserved Kelvin Central Alexander PS bodied Volvo B10M-55, 2394 N94 OGG.
New in April 1996 and configured to B49F.
This is how these trucks were originally configured. In 1971, Clark Transport asked Chrysler if they could build them some Diesel tractors with a lower cab height than the current CN900 models. They said no problem as long as they could buy thirty. The front end sheet metal is the same as used on FWD's AT-7 model.
A Royal Air Force Voyager transport tanker aircraft sits on the tarmac at Mount Pleasant Airfield in the Falkland Islands.
The full passenger and cargo capability can be used while Voyager is configured for AAR operations. The cabin remains fully configured and the cargo compartments are unobstructed. On a typical deployment across the Atlantic, a single aircraft is able to refuel 4 Tornados and still carry 11,000lb (5000kg) of freight/passengers.
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© Crown Copyright 2014
Photographer: Cpl Ashley Keates (RAF)
Image 45157601.jpg from www.defenceimages.mod.uk
This image is available for high resolution download at www.defenceimagery.mod.uk subject to the terms and conditions of the Open Government License at www.nationalarchives.gov.uk/doc/open-government-licence/. Search for image number 45157601.jpg
For latest news visit www.gov.uk/government/organisations/ministry-of-defence
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[ PE -boy] Navy Set - 75,000 won
* Configure- round tee + jersey + pants
[ PE -boy] Wine Set - 75,000 won
* Configure- round tee + jersey + pants
[ PE -boy] build size
* 60cm ~ 62cm-SD13boy, luts DF, luts SDF
* 65cm-SD17boy, black non- R
* Black non- M ( 65cm for bottoms )
* 70cm-STAR70, hound , luts SSDF,
* Do not produced except four sizes.
* PE class set is not sold separately .
* PE class set is shipped with Sadol felt bags
* Costume of the fabric may slightly diffrent depending on the supply and demand situation .
* The color of clothes in the photo may differ from the image depending on your monitor .
HB-JMA Airbus A340-313 Swiss F8C47Y164 4x CFMI CFM56-5C4 30. Jun 2003 Frauenfeld configured "F8C48Y172"
named "Matterhorn 4477m" Jun 2003 - Dec 2010
re-configured "F8C47Y164" 2010 named "Frauenfeld" 12/2010
Configured like this it makes a very handy and capable camera.
If you've got this equipment you won't miss a Leica a bit.
Note the red tape on the lens cap. When the lens cap is on the lens the tape is visible in the finder. The visible tape sends me a message. The message is: "Take that darn lens cap OFF before you try to shoot the picture, you blockhead!".
iss062e014339 (Feb. 16, 2020) --- NASA astronaut and Expedition 62 Flight Engineer Jessica Meir configures the Light Microscopy Module inside the Fluids Integrated Rack. The specialized microscope is being readied to examine the transition of an ordered crystal to a disordered glass to determine how increasing disorder affects structural and dynamic properties. The Advanced Colloids Experiment-Temperature-4 (ACE-T-4) investigation controls disorder by controlling temperature in a series of samples and observes the microscopic transition in three dimensions.
A6-EWE Boeing 777-21H(LR) Emirates 30 Jun 2008
C38Y264 2x GE GE90-110B1
configured "F8C42Y216"
re-configured "C38Y264" 01/2019
Available as prints here: www.redbubble.com/products/configure/6964144-poster
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A bit too simple maybe, but this is the scene I remember the most, and I think most of the people, who have seen it, also do.
From Wikipedia, the free encyclopedia
Role Light utility aircraft / Trainer[1][2][3][4][5]
Manufacturer Aeronca
Champion Aircraft
Bellanca
American Champion Aircraft
Designer Ray Hermes[1][2][4]
First flight April 29, 1944[3]
Introduction November 1945
Status Production completed
Primary users private owners
flight schools, aircraft rental services, United States Air Force, Air National Guard
U.S. Army
Civil Air Patrol[1][2][3][4][5]
Produced 1946–1951[1][3][4]
2007–2018
Number built more than 10,000, all manufacturers and variants
(over 7,200 Aeronca 7AC Champion, 1945–1948)[1][3][4][6]
Developed from Aeronca L-3, Aeronca T, Aeronca Defender, Aeronca 50 Chief[1]
Variants Aeronca L-16[1][3][4][5][7]
Developed into Citabria, Champion Lancer[4][5]
The Aeronca Model 7 Champion, commonly known as the "Champ", or "Airknocker",[3][5][7][8] is a single-engine light airplane with a high wing, generally configured with fixed conventional landing gear and tandem seating for two occupants.
Designed for flight training[5][9] and personal use—and specifically developed to compete with the popular Piper Cub, entered production in the United States in 1945, spawning one of the most popular, and longest-produced, light airplane models in the world.[1][2][5][7][10][11]
In addition to the Champ's large-volume production by Aeronca Aircraft, it was revived in variations by the Champion Aircraft Company in the 1950s and 1960s, and then again in further variants by Bellanca in the 1960s and 1970s, and by American Champion Aircraft in the early 2000s.[5][7][8][10][11]
To take advantage of the new light-sport aircraft (LSA) category, the Champion was returned to production in 2007,[12][13][14] but was discontinued by mid 2019.[15]
Design and development
The Aeronca 7 Champion line—developed in the mid-1940s as a post-World War II response to the popular Piper J-3 Cub—uses similar design features (already featured in Aeronca's wartime designs, the Aeronca Model T, Aeronca Defender, and Aeronca L-3), but also incorporates aspects of traditional Aeronca designs, including the internal main trusswork of the fuselage frame. Like its predecessors and initial rivals, the high-wing, two-seat plane has tandem seating, conventional landing gear (tailwheel-equipped), and a small piston engine.[1][2][4][16]
As with many light aircraft of the time, the Champ's fuselage and tail surfaces are constructed of welded metal tubing. The outer shape of the fuselage is created by a combination of wooden formers and longerons, covered with fabric. The cross-section of the metal fuselage truss is triangular, a design feature which can be traced all the way back to the earliest Aeronca C-2 design of the late 1920s.[1][4][16]
The strut-braced wings of the Champ are, like the fuselage and tail surfaces, fabric-covered, and use aluminum ribs. Most Champs were built with wooden spars. American Champion has been using aluminum spars in the aircraft it has produced, and has also made the aluminum-spar wings available for retrofit installation on older aircraft.[17]
Like the Piper Cub with which it competed, the Champ features tandem seating. However, while the J-3 model of the Cub is flown solo from the rear seat, the Champ can be soloed from the front, giving improved forward visibility, particularly on the ground and during takeoffs, landings, and climbs. The Champ offers far better visibility than the Cub, allowing 300 degrees of visibility to a front-seated pilot, and has a wider cabin than the Cub.[4][16][18][19] Additionally, an uncommon[6] Champ variant—the 7HC—was produced with an enlarged rear seat allowing 2 passengers to be carried.[20]
The landing gear of most Champs is in a conventional arrangement, though two variants with tricycle gear were produced, and a model with reversed tricycle gear was tried.[6] Conventional-gear Champs feature a steerable tailwheel and most have steel tube main gear which use an oleo strut for shock absorption.[16] One variant utilized sprung-steel main gear, and American Champion uses aluminum gear legs in its production model of the Champ. Tricycle-gear Champs use the steel tube and oleo strut main gear, mating these with an oleo strut nose gear.[21]
Models 7AC, 7CCM, 7DC, and 7EC were approved as floatplanes, with the addition of floats and vertical stabilizer fins; the floatplane versions were designated the S7AC, S7CCM, S7DC, and S7EC, respectively. The 7GC and 7HC may also be operated with floats but are not given a special designation in this configuration. All floatplane versions have increased gross weights over the corresponding landplanes.[22]
Operational history
Built by Aeronca Aircraft Corporation, the Champ first flew in 1944, and entered production in 1945. As an economical postwar rival to the Piper Cub (which it largely improved upon), the Champ was popular with training schools who were training veterans returning from World War II, by the thousands, with government funding through the G.I. Bill.[5][7][23]
The original model 7AC Champion initially sold by the thousands, peaking in 1946, as Aeronca developed the highest-volume production line in general aviation. Between 1946 and 1947, Aeronca was producing an average 30 light aircraft per day (peaking at 50 per day at one point). But 1946 was a momentary explosion in lightplane production, industry-wide. The postwar boom-and-bust of the late 1940s and early 1950s brought an abrupt end to the massive sales, and—like the rest of the U.S. lightplane industry—Aeronca production dropped to a small fraction of 1946–1947 sales.[1][23]
Engine upgrades in 1947, 1948 and 1949 resulted in the Models 7BCM, 7DC and the electric-system-equipped 7EC, all distinguished from the 7AC by a larger vertical tail than predecessors, to compensate for the greater torque and p-factor of the larger engines.[1][2][3][4][24]
Some of these Champ variants were acquired by the U.S. Army Air Forces (USAAF) and its successor, the U.S. Air Force (USAF), particularly for use by the U.S. Army Ground Forces and the National Guard, as replacements for the Piper L-4 variant of the Piper Cub, used as an observation and liaison aircraft. The Aeronca Champ military variants were labeled L-16, L-16A and L-16B.[3][4][25]
Main article: Aeronca L-16
By the time production ended in 1951, the company had sold more than 8,000 Champions, mostly 7AC Champs (approx. 7,200).[1][2][3][5][16][24]
Aeronca ceased all production of light aircraft in 1951, and the Champ design was sold in 1954 to Champion Aircraft, who continued production of some of the more advanced variants of the Champ, from the 1950s into the early 1960s—gradually modifying them into the aerobatic Champion Citabria.[1][2][5]
Main article: Citabria
Champion Aircraft was acquired in 1970 by Bellanca Aircraft which continued production of their Champ-derived Citabria and Decathlon designs.
In 1971, Bellanca introduced the 7ACA version of the Champ as a more basic complement to their other designs, as the least expensive, and lowest-performance, commercially produced light plane on the market at the time.[8][11][26]
Only a handful of 7ACA's were built between 1971 and 1972. Bellanca ceased all production in the early 1980s.[1][2]
Jabiru powered prototype
American Champion Aircraft Corporation acquired the Champ and related designs in 1989. In 2001, they were rumored to be considering a reintroduction of the Champ design as a 7EC powered by a Jabiru Aircraft engine. While a test version was flown, this combination was not put into production. With the creation of the light-sport aircraft (LSA) category of aircraft in the United States by the FAA, American Champion in late 2007 began producing a revised version of the 7EC powered by the 100 hp (75 kW) Continental O-200-A. The new production aircraft are type certified, but also qualify to be flown by sport pilots in the United States.[12][13] Although the fuselage and cowling contours are similar to the original-production models, the new aircraft used the windows, interior, door, and windscreen of the modern Citabria.[27] Fuel capacity was reduced to 18 US gal (68 l; 15 imp gal) to conserve weight; despite this measure and various others, such as the use of aluminum landing gear legs and bare birch floorboards rather than carpet, the aircraft's payload is inadequate to carry two adults and full fuel simultaneously. The manufacturer was considering various further weight-reduction measures including the use of the lightened Continental O-200D engine previously offered in the Cessna 162 Skycatcher.[27] However, the revived 7EC was dropped from production by mid 2019.[15]
Standard-production 7AC, 7BCM (L-16A), 7CCM (L-16B), 7DC, and 7ACA models qualify as U.S. Light Sport Aircraft.[28] Only those specific original-production 7EC airplanes certificated at a 1,300 lb (590 kg) gross weight qualify for the LSA category;[28] a standard original-production 7EC is certificated at a gross weight of 1,450 lb (660 kg) and does not qualify.[29]
Variants
Various versions of the Champ have been tested and produced since 1944, including military, aerobatic, cropduster, tricycle-gear and (as the 402 Lancer) a twin-engined variant.[2][4][5]
The derivative Citabria designs — models 7ECA, 7GCAA, 7GCBC, and 7KCAB — are discussed in a separate article, as is the twin-engined 402 Lancer. Floatplane variants are designated by an "S" prefix and are discussed together with the standard respective land variant.
7AC Champion
Aeronca 7AC Champion
Introduced in 1945, the 7AC Champion ("Champ") was the first (and, by far, the most popular) version of the design. It used the Continental A-65-8 engine of 65 horsepower (48 kW). [30] (Other 65-hp engines by Lycoming and Franklin were also fitted.)[citation needed] A supplemental type certificate allows the installation of a Lycoming O-235.[31] The Champ featured a conventional landing gear configuration, with shock absorption in the main gear provided by oleo struts. The aircraft had no electrical system. It is distinguishable from nearly all other variants by the absence of a dorsal fin at the leading edge of the vertical tail (most later models had the enlarged tail). Approximately 7,200 were built between 1945 and 1948—far outnumbering all other subsequent variants combined, and far outnumbering most rival designs of the period. Some were acquired by the U.S. military and designated L-16—not to be confused with the L-16A and L-16B derived from later Champ variants.[1][3][5][11][16] Gross weight is 1,220 lb (550 kg) for the standard 7AC and 1,320 lb (600 kg) when configured as an S7AC floatplane; fuel capacity for either version is 13 US gal (49 l; 11 imp gal) in a single tank.[30][32]
7ACA
1971 reintroduction by Bellanca, a modernized version of the design which made it a variant of the Citabria line. The 7ACA is powered by the two-cylinder Franklin 2A engine of 60 horsepower (45 kW); Gross weight is 1,220 lb (550 kg).[33] 71 were produced.[6]
7BCM, L-16A
Main article: Aeronca L-16
7BCM Champion
Upgraded version introduced in 1947 with an 85 horsepower (63 kW) Continental C85[32] and "no-bounce" version of the main landing gear.[dubious – discuss] All of the 7BCM production went to the military as model L-16A. Gross weight and fuel capacity are unchanged from the 7AC.[32] 509 were built.[6]
Aeronca L-16
7B-X
Prototype, 1 produced, serial number 7-BX-1, FAA aircraft registration number was N4084E but registration was canceled on 4 October 1951, no other details known.[6][34]
7CCM, L-16B
Main article: Aeronca L-16
An improved version of the L-16, the L-16B/7CCM featured a 90 hp (67 kW) Continental C90-8 engine, an enlarged vertical tail, hydraulic brakes, and a gross weight increase to 1,300 lb (590 kg); an additional gross weight increase to 1,350 lb (610 kg) is allowed when "Long Stroke Oleo Landing Gear" is installed and placard, "Intentional spinning prohibited when baggage carried", is installed on the instrument panel.[35] An additional 5.5 US gal (21 l; 4.6 imp gal) fuel tank is used, increasing total fuel capacity to 18.5 US gal (70 l; 15.4 imp gal).[35] Gross weight increases to 1,400 lb (640 kg) when configured as an S7CCM floatplane.[36] 100 L-16B/7CCM aircraft were built.[6]
Aeronca 7DC
7DC
Similar to 7CCM but with Continental C85 engine of 85 hp (63 kW); the derived S7DC floatplane had a gross weight increase to 1,400 lb (640 kg).[37] 100 7DC aircraft were produced.[6]
7EC Traveler
1950 brought the introduction of the Aeronca 7EC, which features a Continental C90-12F engine of 90 horsepower (67 kW),[36] standard long-throw oleo strut main gear, thicker seat cushions, additional interior insulation for noise reduction, an improved heater and electrical system, the addition of a parking brake, and a change in center of gravity for enhanced speed. Advertised empty weight is 890 lb (400 kg).[21] Standard gross weight is 1,450 lb (660 kg), or 1,300 lb (590 kg) with "Lower End Landing Gear Oleo Strut Assembly."[36] Standard fuel capacity is unchanged from the 7DC;[36] an optional 26 US gal (98 l; 22 imp gal) system was offered, increasing the manufacturer's empty weight by 30 lb (14 kg).[38] The optional S7EC floatplane configuration has a gross weight of 1,474 lb (669 kg).[39]
The last Champ produced at Aeronca was a 7EC, and when Champion reintroduced the Champ in 1955, it was with their version of the 7EC, very little changed from Aeronca's. An enhanced version called the Champion DeLuxe Traveler offered a metal propeller with spinner, wheel pants, a steerable tailwheel, and navigation lights.[21]
773 7EC aircraft were produced during the original production run.[6]
In late 2007, American Champion introduced a revised version of the 7EC, featuring the Continental O-200-A engine of 100 horsepower (75 kW).[40] Differing in a number of ways from earlier 7ECs, this new version in particular replaced the wood-spar wings of the earlier versions with a metal-spar wing and used aluminum gear legs. To fit within the Light Sport requirements, the maximum weight was reduced to 1,320 pounds (599 kilograms).[12][13] The aircraft was discontinued by mid 2019.[15]
7FC Tri-Traveler
Champion 7FC Tri-Traveller
In 1957, Champion brought out the 7FC, which is similar to the 7EC but with tricycle landing gear instead of conventional (tailwheel) gear, oleo struts on all 3 wheels, and extra frame bracing for the nosewheel. Factory standard equipment was comparable to the 7EC DeLuxe Traveler. The 7FC is 3 mph (4.8 km/h) slower and 90 lb (41 kg) heavier than an equivalent 7EC,[21] with a standard useful load of 540 lb (245 kg), compared with 630 lb (286 kg) for the 7EC; both use the 90 hp (67 kW) Continental C90-12F engine.[41] Standard gross weight of the 7FC is 1,450 lb (660 kg) with an increase to 1,500 lb (680 kg) allowed with the installation of "Wide Track Main Gear."[42]
1957 7FC
472 7FC aircraft were built.[6]
7GC Sky Trac
Generally similar to 7EC but with a 140 hp (104 kW) Lycoming O-290-D2B engine and modified fuselage structure for increased gross weight.[43][44] Gross weight is 1,650 lb (750 kg) in standard configuration, 1,732 lb (786 kg) in seaplane configuration.[43] 171 were produced.[6]
7GCA Sky Trac
Agricultural variant of the 7GC with identical gross weight but with a 150 hp (112 kW) Lycoming O-320-A2B engine.[20] 396 were made.[6]
7HC DX'er
Similar to 7GC with identical gross weights for landplane and floatplane versions, but with a front seat control yoke instead of a control stick, modified fuselage structure, tricycle landing gear, and an enlarged rear seat for two occupants.[20] 39 produced.[6]
7JC Tri-Con
Similar to 7EC but with reverse tricycle undercarriage; however, the aircraft may be converted to a standard tailwheel undercarriage and operated at a 1,500 lb (680 kg) gross weight.[45] 25 built.[6]
7KC Olympia
7GCA with smaller wings, redesigned empennage, other aerodynamic refinements, deletion of rear-seat flight controls, and minor detail changes.[46] 4 built.[6]
Specifications (7AC)
Aeronca 7AC Champion on floats
Data from FAA Type Certification Data Sheet, Plane & Pilot and Montgomery[30][47][48]
General characteristics
Crew: one
Capacity: one passenger
Length: 21 ft 6 in (6.55 m)
Wingspan: 35 ft 0 in (10.67 m)
Empty weight: 740 lb (336 kg)
Gross weight: 1,220 lb (553 kg)
Fuel capacity: 13 U.S. gallons (49 L; 11 imp gal)
Powerplant: 1 × Continental A65-8 four cylinder, horizontally opposed piston aircraft engine, 65 hp (48 kW)
Propellers: 2-bladed fixed pitch, wooden
Performance
Maximum speed: 95 mph (153 km/h, 83 kn)
Cruise speed: 85 mph (137 km/h, 74 kn)
Stall speed: 38 mph (61 km/h, 33 kn)
Never exceed speed: 129 mph (208 km/h, 112 kn)
Range: 270 mi (430 km, 230 nmi)
Service ceiling: 12,500 ft (3,800 m)
Rate of climb: 370 ft/min (1.9 m/s)
See also
Related development
Aeronca Chief family
Aeronca Chief
Bellanca Citabria
Champion Lancer
Aircraft of comparable role, configuration, and era
Interstate Cadet
Luscombe T-8F
Piper J-3 Cub
Porterfield 65 Collegiate
Taylorcraft L-2
Notes
Seen parked at ALFA's depot is Mercedes-Benz Tourismo 106, BN17 JDF.
New to the company in March 2017 and configured to C49Ft
The space represents an actual theatre and the sound of the space is configured with moving of the baffles and walls to suit the type of music. Still from a video image, false colour generated by the capture, the actual image was in shades of grey.
This truck is carrying two SIXCON Fuel Modules. The SIXCON Fuel Storage System is a modular system consisting of five fuel tank modules and one pump module. The six modules attached together to form a larger ISO/ANSI configured 8 x 8 x 20 foot module. Fuel Storage Modules are made up of a stainless steel tank encased within the module frame. Each individual tank module has a 900 gallon capacity. The SIXCON Fuel Pump Module has the capability for refueling and defueling aircraft, watercraft and ground vehicles. It has a 150 gallon per minute pumping rate, aviation grade fuel filtration, and 50 foot of 2 inch refueling hose with pressure and open port refueling nozzles. SIXCON Fuel Storage System can be used as a mobile refueling asset or as a stationary refueling capability.
The Oshkosh Truck Corporation MK23 7 ton Cargo Truck is part of the Medium Tactical Vehicle Replacement (MTVR) family of trucks used by the US Marine Corps and Navy. The AMK23 is an MK23 with the MTVR Armor System (MAS) installed.
To improve the vehicle’s level of protection against mines and improvised explosive devices (IEDs), the MTVR Armor System (MAS) was designed as a permanent modification to the vehicle. It provides complete 360-degree protection as well as overhead and underbody protection for the cab occupants.
This vehicle carries the rooftop mounted Marine Corps Transparent Armored Gun Shield (MCTAGS). MCTAGS is compatible with various crew served weapon mounts such as the M2HB Machinegun, M240 Machinegun, and MK19 Grenade Launcher and provides protection from direct small arms fire and IED fragments.
This AMK23 Armored 7 Ton Cargo Truck belonging to the 22nd Marine Expeditionary Unit (MEU) was photographed shortly after disembarking from the USS Whidbey Island at the North Carolina State Port in Morehead City, North Carolina.
Photograph by Christian Shepherd
Seen in Blackburn at Read Commercials is Go North East's Optare Solo M9250SR, 682 NK66 CWX.
This was new to the company in Sept 2016 and configured to B30F.
The Japanese Tea Garden is the oldest public Japanese garden in the United States and takes up five of the 1,017 acres (412 ha) of the Golden Gate Park.[15] George Turner Marsh, an Australian immigrant, originally created the garden for the 1894 Midwinter Exposition. The landscaping and design was maintained by Makoto Hagiwara until 1942 and includes still-standing features such as the Drum Bridge and the Tea House.[16] Subsequent additions include a pagoda and Zen garden. It is located to the left of the de Young Museum and is one reported site of the introduction of the fortune cookie to America.[17] The Japanese Tea Garden serves as a spot of tranquility in the middle of the various activities that take place at the Golden Gate Park[18] and provides visitors "a place in which it is possible to be at one with nature, its rhythms, and changing beauties."[19] The Japanese Tea Garden brings in more than $1 million to the Golden Gate Park and the city annually. There is a constant debate deciding between what changes should and should not be made to the garden. On one hand, adding souvenir shops and a diversity of food options at the garden brings in more money to the organization monitoring the Golden Gate Park, the Recreation and Park Commission. On the other hand, selling products that share knowledge about Japanese gardens and the Japanese culture help keep the Japanese Tea Garden authentic.[20]
Golden Gate Park, located in San Francisco, California, United States, is a large urban park consisting of 1,017 acres (412 ha) of public grounds. It is administered by the San Francisco Recreation & Parks Department, which began in 1871 to oversee the development of Golden Gate Park. Configured as a rectangle, it is similar in shape but 20 percent larger than Central Park in New York, to which it is often compared. It is over three miles (4.8 km) long east to west, and about half a mile (0.8 km) north to south.[3] With 13 million visitors annually, Golden Gate is the fifth most-visited city park in the United States after Central Park in New York City, Lincoln Park in Chicago, and Balboa Park and Mission Bay Park in San Diego.[1]
Satiric configured vase representing the figure of an hold bearded man. His naked body, the strigil and the aryballos held in his hands make him appear like an athlete.
Such caricatures have been popular since Hellenistic times.
Terracotta configured aryballos
1st-2nd centuries Century AD
From Asia Minor
Munich, Staatliche Antikensammlungen
This Badger is configured with the top-mounted floodlight and transmitter array. The vehicle’s normal headlights flank the forward canopy. The observer’s station on the starboard is where data from the Badger’s various sensors can be accessed. This position also provides the pilot and commander with another set of eyes.
One of my biggest influences was the Soviet-built MAZ-537 military truck. Its simplistic design and endless configurations inspired me to create a simple chassis that could be modified for other uses. Currently, I am also working several alternate versions of the Badger design. Stay tuned!
9H-MIP HI FLY MALTA AIRBUS A380-800 msn 006 painted in "Save the Coral Reefs" special colours Jul 2018
re-configured "Cargo (Covid-19)" Jun 2020 ferried from Beja to Toulouse before repainted in white on Dec 17 2020
last operational flight for HiFly Malta
Available as prints here: www.redbubble.com/products/configure/6963998-poster
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I haven't actually seen the film, but I knew the synopsis well enough to execute this one.. :-)
A VIP configured Orion operating for C/C Pacific Fleet.
Delivered to the USN in 1962 as a P-3A.
Converted to a WP-3A in 1971.
Converted to a VP-3A in 1975.
WFU at AMARC on 14.12.06 and SOC 27.04.07.
Departed AMARG on 24.07.20 and scrapped at HVF West.
configured "C36Y185"
std at VCV 10/09/2008
WL fitted 03/2010
returned to service 03/22/2010
re-configured "C36W32Y143" 02/2013
Seen in Burnley whilst working Route 5 to Rosegrove is The Burnley Bus Company's Enviro 200 bodied MAN 14.240, 1201 YJ60 ADU.
This was new to York Pullman in Sept 2010 and configured to B37F.
Seen at Cleethorpes Pier is Stagecoach East Midland's Wrightbus Eclipse Gemini bodied Volvo B7TL, 16965 YJ04 FZF.
This was new to First Yorkshire in May 2004, numbered 32458 and configured to B45/29F
N535US Boeing 757-251(WL) Northwest Airlines 14 Nov 1995
C16Y144 2x PW PW2037 5635 WL fitted 10/2006
N535US Boeing 757-251(WL) Delta Air Lines 29 Oct 2008
C20W29Y150 2x PW PW2037 5635 tfd
configured "C24W18Y132"
re-configured "C20W29Y150" 04/2015
Preparing a night session using PhotoIRmote as intervalometer.
You can see how we configured the app. We took 20 photos of 35 seconds of exposure each. We set 5 seconds between each photo (enough time because we don't use the noise reduction camera option).
Note that shooting stars have been added using photoshop. The photoirmote setup is the needed one to get still stars in open sky at night. If shooting stars are bright enough they will be captured though :) We weren't so lucky :(
Get PhotoIRmote for your phone if you don't have it yet!
Hope you try it and have fun!
Seen in Kirkby Stephen is preserved Highland Scottish Alexander AYS bodied Leyland Leopard PSU3G/4R, L25 CAS 519W.
New in May 1981 and configured to C49F
As I was about to leave the house this morning, I paused and looked down at my camera bag (currently configured, it weighs 12 pounds-not counting the tripod and head) and decided to leave it there on the floor. Eight hours later, The hawk I have been stalking for months, flew by right in front of me, less than ten feet away. All I could do was to tell myself that there was a reason that I left the bag at home (it really wasn't the weight) even if I didn’t know quite what it was. It took a few minutes, but I believe that it has to do with a recurring reminder that has been manifesting in interesting ways over the past few weeks, and that reminder is to pay attention to things close by, be they insects, or flowers, or most importantly, the people I care about. Until I see them at home, the flowers will suffice.
The motorcycle is a very versatile platform; it can be configured in a multitude of ways to transport people and/or items. Like here.
The much re-configured plimsol line of the Ust Luga seen at Milford. This tanker is named for a port near the city we used to know as Leningrad. Whilst the city has changed it’s name students of trivia will revel in the fact that the surrounding district is still known as the Leningrad Oblast. Oblast being the Soviet term for an administrative district. One lives. One learns. Or that’s the theory anyhow.
The SSJ100's VIP interior is configured to carry 19 passengers in a cabin divided into several sections, including areas for relaxation and meetings.
QantasLink (National Jet Systems) VH-YQU Boeing 717-2BL c/n 55180.
This aircraft was ordered new by Midwest Airlines, Milwaukee, Wisconsin. Construction completed at the Boeing Long Beach plant in May 2004. It was configured to seat 100 passengers. 26 May 2004 first flown at Long Beach as N918ME, powered by BMW Rolls Royce RB715A-130 turbofan engines. 15 July 2004 entered onto the United States Aircraft Register as N918ME. Registered to US Bank NA Trustee, Seattle and leased to Midwest Airlines as the registered operator. Operated its final Midwest revenue service in September 2008.
22 September 2008 ferried Milwaukee - Victorville for storage after being returned to the lessor. 10 February 2009 sold to BCC Equipment Leasing Corporation and registered to BCC Equipment Leasing Corporation, Seattle. Ferried Victorville - Miami for preparation for lease to Mexicana Click. 26 March 2009 cancelled from the United States Aircraft Register and entered onto the Mexican Aircraft Register as XA-CLB. Leased to Mexicana Click as the registered operator. 28 August 2010 Mexicana Click ceased operations and the aircraft was stored at Mexico City. January 2011 cancelled from the Mexican Aircraft Register.
22 January 2011 entered onto the United States Aircraft Register as N795BC, registered to BCC Equipment Leasing Corporation, Seattle. Ferried Mexico City - Tucson - Victorville for storage.
Prepared for lease / sale to Qantas Airways Ltd. 17 December 2013 departed Jacksonville on the ferry flight to Australia in the QantasLink livery as SXI1098. Ferry route: Jacksonville - Billings - Anchorage - Magadan - Chitose - Cebu - Darwin - Adelaide. 23 December 2013 cancelled from the United States Aircraft Register and entered onto the Australian Aircraft Register as VH-YQU 24 December 2013.
Registered to BCC Equipment Leasing Corporation, Seattle and leased to National Jet Systems Pty Ltd as the registered operator. 15 February 2014 operated its first revenue service Canberra - Sydney (Kingsford Smith) as QF1510.
13 November 2016 the aircraft was damaged on the ground at Brisbane during a wild storm. A poly water tank was carried by the wind and struck YQU, while the boarding stairs were also knocked over during heavy storms at Brisbane International airport. 16 January 2017 it was observed stored at Brisbane with the damaged fuselage areas tapped over. 13 April 2017 ferried Townsville - Brisbane following completion of the paint repair. 15 April 2017 returned to service Brisbane - Canberra as QF1545.
1 December 2023 operated its last QantasLink service from Melbourne (Tullamarine) - Canberra as QF1530. It was withdrawn from servive at Canberra and prepared for its ferry flight to the United States for storage. 9 January 2024 departed Canberra (09:13 AEDT) on its ferry flight to the United States as SXI2402. Ferry route: Canberra - Apia - Honolulu - Victorville. 9 April 2024 cancelled from the Australian Aircraft Register.
N596AS Boeing 737-890(WL) Alaska Airlines C16Y147 2x CFMI CFM56-7B27 24. Apr 2008 596 configured "C16Y141"
sticker "Follow Apolo" Nov 2009 - Jan 2010
re-configured "C16Y147" 2014
Seen in Preston whilst working Route 43 to Royal Preston Hospital is Preston Bus Wrightbus Streetlite DF, 20160 SN68 AKA.
This was new to Diamond Bus North West in Jan 2019 and configured to B33F.
Currently one of 7 leisure configured Boeing 747-400's currently in service with Virgin Atlantic, these see regular service from major bases outside of London Heathrow, and with Caribbean services due to commence in preparation for the Winter 14/15 season will see these pushed further from not only London Gatwick but including Manchester, Glasgow and from next year, Belfast International.
Manchester is certainly a growing base for Virgin ever since the integration of Delta Air Lines who acquired a 49% stake of the airline from Singapore Airlines. Getting past the closure of its Little Red services from March 2015, the airline will acquire Delta's existing Manchester to Atlanta flights using Airbus A330-300's, whilst Delta will launch new flights from Manchester to New York-JFK.
With Virgin now taking delivery of Boeing 787-9 Dreamliners, rumours are much stronger that the airline is considering an order for the larger 787-10 Dreamliner to replace the leisure Boeing 747-400's which their leases are to expire by the end of the decade. The order may not be surprising where Virgin can operate its fleet around the 787 Dreamliner whilst maintaining their Airbus A330-300's until their leases expire.
Another of the birds Alitalia did not take-up, Hot Lips was delivered new to Virgin Atlantic in May 2001, currently leased from GECAS and she is powered by 4 General Electric CF6-80C2B1F engines. The name 'Hot Lips' is derived from the 1922 jazz single written by Henry Busse, Henry Lange and Lou Davis.
Boeing 747-443 G-VLIP 'Hot Lips' taxis onto Runway 23L at Manchester (MAN) on VS73 to Orlando-International (MCO), Florida.
Samantha shoved herself away from the desk and groaned. She’d been at this for hours, laying out different ways to configure the funding of her next enterprise, a newly legal ‘medical’ marijuana shop, and she still felt like she had a million questions. How much of a difference could there be in the total quantity grown and the amount sold in the shop before the police would notice? What taxes would be added, when they inevitably were? Since the shop would have to be a cash-only business, how much cash could she funnel off without being noticed? How much needed to stick around to make the thing look profitable but not robbable? And, worst of all, who was going to run the blasted thing?
She put her hands behind her neck, rubbing at a crick. Dmitri couldn’t do it because he was too irresponsible, and he didn’t need any new addictions. Nikola would give all the product away. Alex and Max would be efficient, but they lacked the caring side that medical customers would need. “Why couldn’t my family be lawyers?” she groused.
“If you were a lawyer, you wouldn’t need a bodyguard. Actually, depending how much of an asshole you were, you might need a bodyguard. But I certainly wouldn’t work for a lawyer,” said a low voice behind Samantha. Warm hands rested on her shoulders.
“And here I’d been telling everyone you were my stylist.”
“You’d definitely need a stylist if you were a lawyer. Gotta pick the right pantsuit. Don’t wanna wear the he’s-gonna-fry suit on a day when you need sensitive-misunderstood-lonely-kid.”
“Whereas now,” Samantha said, “I just wear the he’s-gonna-fry suit every day.”
“Gotta keep ‘em on their toes,” Sadaf said. “But really. You haven’t killed anyone in ages.”
“Uggghhhh. A little murder would be a relief right now.”
“What’s wrong?” Sadaf asked, ruffling Samantha’s bangs.
“Could you not?” Samantha huffed. Sadaf didn’t stop.
“I’ll rub your neck nicely if you tell me all your secrets.”
Samantha frowned. “You know all my secrets.”
“I’m sure I don’t.”
“You know where the bodies are buried.”
“That’s… not really the same. But. What I meant was…” Sadaf paused, shifting her hair fluffing into a scalp massage, “Why don’t you tell me so I can help? What’s the problem?”
“Math!”
“Don’t be silly. You can do math just fine. What’s the real issue?”
“The pot shop. There are so many variables,” Samantha said. “I think I’ve got a grasp of where I’d like our production to start, and we’ve got warehouses for growing, and protection staff. I’m going to start with production nearly matching sales and see how that goes. I think we’ll be set to shift some cash around after the first three months. I want to run through the numbers one more time, but--”
“None of what you’ve said is a real problem. Are you sure there’s nothing else?”
Samantha sighed. “I don’t know who’s going to run it. I can’t do it myself, but I don’t trust anyone else not to fuck it up.”
“Story of your life.”
“Mmm. If only I were a lawyer.”
“You know,” Sadaf said, “That gives me an idea.”
“Hire a lawyer?”
“No. But my cousin Cyrus is a doctor, and his brother is a lawyer. Their dad was a lot more stereotypical immigrant dad than mine. But my uncle died a few months ago. Cyrus hates his job, and he’s a total pothead. But he is a doctor. He could write prescriptions and they’d actually be real. And you could probably just pay him in weed. Well, cash and weed.”
“How could we trust him?”
“This would give him a way out of being a general practitioner, which he doesn’t like. You’d be paying him a reasonable salary for much less work, but he’s not hurting for money regardless. And, due to some incidents in our teenage years, I’m pretty sure he’d never cross me.”
Samantha raised an eyebrow.
“See?” Sadaf smirked. “I don’t know all your secrets. I have no idea what you were like as a teenager.”
“I had a 4.0 unweighted and the highest score at the target range every week.”
“That’s… probably what I would have guessed.”
“Let me think it over. Call him in the morning and invite him to dinner this week,” Samantha said. “I’m not saying yes.”
“I’d have been surprised if you did,” Sadaf replied. “Say yes to coming to bed, though.”
Samantha leaned forward, disengaging Sadaf’s fingers from her hair. “Not yet.”
“You’re going to look awful at your morning meeting tomorrow.”
“I don’t have a morning meeting tomorrow,” Samantha replied.
“Are you sure? Could have been rearranged…”
“I just need to work a little more. I’ll go to bed soon.”
Sadaf frowned. Samantha’s eyes were already back on her laptop.
“Okay, you can stay up,” she trilled, “but you don’t know what you’re missing…” She circled around the desk, showing off her sheer negligee to best advantage.
Samantha didn’t look up.