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Made from a pair of modified “weed-eater” engines this racing engine was slated to power a model speed boat. Ed coupled the two crankcases together, installed a custom made double throw crankshaft and modified the cylinders to accept his large capacity water jacketed heads. It is equipped with a belt driven peristaltic water pump to keep the engine cool while on the running stand. The stand houses the fuel tank and fuel pump, a water tank and radiator, and a pair of electronic ignitions; one for each spark plug. A special ring gear was added to the flywheel that can easily be accessed from above once the engine is installed in a boat. Ed wanted a fast engine that makes noise so he opted for a pair of upright exhaust stacks for audible effect.
See More 2-Cylinder Engines at: www.flickr.com/photos/15794235@N06/albums/72157649352645204
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See Our Model Engine Collection at: www.flickr.com/photos/15794235@N06/sets/72157602933346098/
Visit Our Photo Albums at: www.flickr.com/photos/15794235@N06/albums
Courtesy of Shirley Miller Anglemyer and Patricia Miller Jimerson
Pat McElroy, Mike Gombert
Paul and Paula Knapp
Miniature Engineering Museum
I just posted the power gear on the Westside Lumber Shay engine and added a load of notes. I realized that I needed to add the shot of the gear on the tender and further explain a Shay's operation. As you can see, the drive shaft continues on to the tender for more power in the form of tractive effort. A Shay tender could consist of two of the trucks on the really large locos. This means up to 16 driven wheels, drivers; that's twice #346 and #844. This engine has 12 driven wheels having a smaller tender. Near the "No Aqua" water tank at "Delay Junction" at the Colorado Railroad Museum, the WestSide Lumber Company #12 Shay locomotive sits on the siding rails. I know a lot of folks have knowledge of the history and construction of the Shay locomotives. If I remember correctly, Ephraim Shay, born in 1839, soon ended up associated with the lumber industry in Michigan. He had a brain explosion and designed his Shay locomotive originally to run on pole (lumber) rails in the woods. His idea worked and the Lime Locomotive Works in Ohio was to manufacture this oddity. Needless to say, they were expected to operate in foul conditions and on absurd trackage. He hung vertical cylinders on the side of the boiler and spun a drive shaft along the side of the engine and tender. That is not entirely unlike your car. Usng a design of bevel gears and universal joints allowed the contraption to power bogie trucks that swivel. All the trucks: the front truck under the boiler, the truck under the cab and either one or two trucks under the tender provided for maximum tractive effort powered through extremely tight curves. The top speed was of course, very limited and CRRM volunteers told me that the enjoyment of a ride wore very short but not short enough. Fortunately, the light was on the correct side but horribly directional and harsh. Here it is anyway. I work hard to expand the shadows on this so I could read the lettering on the frame; OWNED BY LOCO LEASE II. I doubt it now. CRRM does not have a Heisler locomotive; donations anyone? I'm not sure if there was one in Colorado.
Eddie and I spaced the Christmas Steamup this year but he found there was a "Black on Track" costume event upcoming. He really wanted to see this steam up. We are REALLY waiting for the RSG #20 to return for a steamup. Donate generously at the CRRM.That day will be shoulder to shoulder at the Colorado Railroad Museum; keep an eye on upcoming events on their web site. Outlanders could target Colorado trips with the expectations of hitting an event here in Golden. Someone will have already been here from your home town and/or country. These are the takes everyone is foaming at the mouth to see.
Outrageous light here for the bold early steam, IMHO. Steam is a winner in winter but the wind made it a blustery day. Are you ready for some steam? The first excursion was not quite full but is building on this blustery Saturday morning runby. The re-enactors are busy putting on a show now that we took our ride..
A couple of shots of "The Ugly House" Tea Room, at the side of the A5, about half way between Betws-y-Coed and Capel Curig. Another place that I have driven past at least a hundred times before but never stopped. Not the easiest place to photograph, you just can't get far enough away so these are both multi-frame stitches using the Powershot.
Here's what "The Blurb" says :-
Tŷ Hyll is a house full of history, legend and mystery; no one really knows who built the house, or when.
Legend says that the house was built in the 15th century overnight – a ‘tŷ unnos’ or ‘one night house’. According to tradition at that time, a house built during one night on common land, with a chimney smoking by dawn, could be claimed by the builders as their own property.
Other legends say it was built by robbers and thieves, taking advantage of travelers on the old main road as they journeyed through Snowdonia – ‘ugly’ people that gave the house a fearsome reputation.
Tŷ Hyll may have been a robbers’ hideout in the 15th century, and Irish labourers constructing Telford’s bridge over the Llugwy in 1820 could have used it for shelter. But Tŷ Hyll goes unmentioned by travel writers until 1853, so it might be a Victorian folly – a romantic attraction for the increasing numbers of visitors to Snowdonia.
It would have taken a lot of manpower to move the huge stones and put them in place. By the mid-19th century the skills to manoeuvre such large boulders would have been readily available among Welsh quarrymen, expertly tilting them out to stop rain entering the house and, with no mortar, plugging gaps in the thick walls with moss to block out the draught.
Due to the scania blowing its turbo pipe this evening i had to ump into another coach and it was this one. Seen earlier during the day at LONG Stay 2 is Bakers 7092RU a Volvo B10M / Plaxton Premiere 320 C53F, I haven't driven a premier for 10 years it was nice to drive a proper coach again. Photo taken 19/03/14
This car seemed to be full of children, even the driver looked far too young to be driving (or am I just getting middle aged?)! The car is a four seater 1904 Darracq.
The London to Brighton Veteran Car Run is for cars that were made in 1905 or before. It's run on the first Sunday in November each year (this year is its 80th running), and covers 60 miles of southern England.
I have driven past this spot numerous times to and from the Honister Pass,but until last weekend i had never given a thought to having a look around the place.Its a great little spot looking down Hause Gill towards the Borrowdale.Its just a shame that at the moment many of the streams/gills in the lakes seem to be running on empty,this was no exception.There was just a mere trickle of water yet you could see evidence that in full flow this would be a totally different proposition.
That leaning tree was my reason for pulling over and having a look,so i had to thank it by giving it centre stage in this shot.There will be a few more shots to follow in due course from this wonderful place.
(A RARE OUTING FOR THE SIGMA 10-20 WITH THIS ONE)
EXIF....F16....1.5 SECONDS....ISO 100....11MM....LEE 0.9S ND GRAD + KOOD ND4 + HOYA POLARIZER
Photographed @ the Goodguys PPG Nationals in Columbus, Ohio.
Playing Now: Going, Going, Gone - Lee Greenwood:
COPYRIGHT NOTICE: © 2019 Mark O'Grady Digital Studio\MOSpeed Images LLC. All photographs displayed with the Mark O'Grady Digital Studio/MOSpeed Images logo(s) are protected by Canadian, United States of America and International copyright laws unless stated otherwise. The photos on this website are not stock and may not be used for manipulations, references, blogs, journals, share sites, etc. They are intended for the private use of the viewer and may not be published or reposted in any form without the prior consent of its owner Mark O’Grady/MOSpeed Images LLC.
Boeing's B-29 Superfortress was the most sophisticated propeller-driven bomber of World War II and the first bomber to house its crew in pressurized compartments. Although designed to fight in the European theater, the B-29 found its niche on the other side of the globe. In the Pacific, B-29s delivered a variety of aerial weapons: conventional bombs, incendiary bombs, mines, and two nuclear weapons.
On August 6, 1945, this Martin-built B-29-45-MO dropped the first atomic weapon used in combat on Hiroshima, Japan. Three days later, Bockscar (on display at the U.S. Air Force Museum near Dayton, Ohio) dropped a second atomic bomb on Nagasaki, Japan. Enola Gay flew as the advance weather reconnaissance aircraft that day. A third B-29, The Great Artiste, flew as an observation aircraft on both missions.
Transferred from the United States Air Force.
Manufacturer:
Boeing Aircraft Co.
Martin Co., Omaha, Nebr.
Date: 1945
Country of Origin: United States of America
Dimensions:
Overall: 900 x 3020cm, 32580kg, 4300cm (29ft 6 5/16in. x 99ft 1in., 71825.9lb., 141ft 15/16in.)
Materials:
Polished overall aluminum finish
Physical Description:
Four-engine heavy bomber with semi-monoqoque fuselage and high-aspect ratio wings. Polished aluminum finish overall, standard late-World War II Army Air Forces insignia on wings and aft fuselage and serial number on vertical fin; 509th Composite Group markings painted in black; "Enola Gay" in black, block letters on lower left nose.
Boeing's B-29 Superfortress was the most sophisticated, propeller-driven, bomber to fly during World War II, and the first bomber to house its crew in pressurized compartments. Boeing installed very advanced armament, propulsion, and avionics systems into the Superfortress. During the war in the Pacific Theater, the B-29 delivered the first nuclear weapons used in combat. On August 6, 1945, Colonel Paul W. Tibbets, Jr., in command of the Superfortress Enola Gay, dropped a highly enriched uranium, explosion-type, "gun-fired," atomic bomb on Hiroshima, Japan. Three days later, Major Charles W. Sweeney piloted the B-29 Bockscar and dropped a highly enriched plutonium, implosion-type atomic bomb on Nagasaki, Japan. Enola Gay flew as the advance weather reconnaissance aircraft that day. On August 14, 1945, the Japanese accepted Allied terms for unconditional surrender.
In the late 1930s, U. S. Army Air Corps leaders recognized the need for very long-range bombers that exceeded the performance of the B-17 Flying Fortress. Several years of preliminary studies paralleled a continuous fight against those who saw limited utility in developing such an expensive and unproven aircraft but the Air Corps issued a requirement for the new bomber in February 1940. It described an airplane that could carry a maximum bomb load of 909 kg (2,000 lb) at a speed of 644 kph (400 mph) a distance of at least 8,050 km (5,000 miles). Boeing, Consolidated, Douglas, and Lockheed responded with design proposals. The Army was impressed with the Boeing design and issued a contract for two flyable prototypes in September 1940. In April 1941, the Army issued another contract for 250 aircraft plus spare parts equivalent to another 25 bombers, eight months before Pearl Harbor and nearly a year-and-a-half before the first Superfortress would fly.
Among the design's innovations was a long, narrow, high-aspect ratio wing equipped with large Fowler-type flaps. This wing design allowed the B-29 to fly very fast at high altitudes but maintained comfortable handling characteristics during takeoff and landing. More revolutionary was the size and sophistication of the pressurized sections of the fuselage: the flight deck forward of the wing, the gunner's compartment aft of the wing, and the tail gunner's station. For the crew, flying at extreme altitudes became much more comfortable as pressure and temperature could be regulated. To protect the Superfortress, Boeing designed a remote-controlled, defensive weapons system. Engineers placed five gun turrets on the fuselage: a turret above and behind the cockpit that housed two .50 caliber machine guns (four guns in later versions), and another turret aft near the vertical tail equipped with two machine guns; plus two more turrets beneath the fuselage, each equipped with two .50 caliber guns. One of these turrets fired from behind the nose gear and the other hung further back near the tail. Another two .50 caliber machine guns and a 20-mm cannon (in early versions of the B-29) were fitted in the tail beneath the rudder. Gunners operated these turrets by remote control--a true innovation. They aimed the guns using computerized sights, and each gunner could take control of two or more turrets to concentrate firepower on a single target.
Boeing also equipped the B-29 with advanced radar equipment and avionics. Depending on the type of mission, a B-29 carried the AN/APQ-13 or AN/APQ-7 Eagle radar system to aid bombing and navigation. These systems were accurate enough to permit bombing through cloud layers that completely obscured the target. The B-29B was equipped with the AN/APG-15B airborne radar gun sighting system mounted in the tail, insuring accurate defense against enemy fighters attacking at night. B-29s also routinely carried as many as twenty different types of radios and navigation devices.
The first XB-29 took off at Boeing Field in Seattle on September 21, 1942. By the end of the year the second aircraft was ready for flight. Fourteen service-test YB-29s followed as production began to accelerate. Building this advanced bomber required massive logistics. Boeing built new B-29 plants at Renton, Washington, and Wichita, Kansas, while Bell built a new plant at Marietta, Georgia, and Martin built one in Omaha, Nebraska. Both Curtiss-Wright and the Dodge automobile company vastly expanded their manufacturing capacity to build the bomber's powerful and complex Curtiss-Wright R-3350 turbo supercharged engines. The program required thousands of sub-contractors but with extraordinary effort, it all came together, despite major teething problems. By April 1944, the first operational B-29s of the newly formed 20th Air Force began to touch down on dusty airfields in India. By May, 130 B-29s were operational. In June, 1944, less than two years after the initial flight of the XB-29, the U. S. Army Air Forces (AAF) flew its first B-29 combat mission against targets in Bangkok, Thailand. This mission (longest of the war to date) called for 100 B-29s but only 80 reached the target area. The AAF lost no aircraft to enemy action but bombing results were mediocre. The first bombing mission against the Japanese main islands since Lt. Col. "Jimmy" Doolittle's raid against Tokyo in April 1942, occurred on June 15, again with poor results. This was also the first mission launched from airbases in China.
With the fall of Saipan, Tinian, and Guam in the Mariana Islands chain in August 1944, the AAF acquired airbases that lay several hundred miles closer to mainland Japan. Late in 1944, the AAF moved the XXI Bomber Command, flying B-29s, to the Marianas and the unit began bombing Japan in December. However, they employed high-altitude, precision, bombing tactics that yielded poor results. The high altitude winds were so strong that bombing computers could not compensate and the weather was so poor that rarely was visual target acquisition possible at high altitudes. In March 1945, Major General Curtis E. LeMay ordered the group to abandon these tactics and strike instead at night, from low altitude, using incendiary bombs. These firebombing raids, carried out by hundreds of B-29s, devastated much of Japan's industrial and economic infrastructure. Yet Japan fought on. Late in 1944, AAF leaders selected the Martin assembly line to produce a squadron of B-29s codenamed SILVERPLATE. Martin modified these Superfortresses by removing all gun turrets except for the tail position, removing armor plate, installing Curtiss electric propellers, and modifying the bomb bay to accommodate either the "Fat Man" or "Little Boy" versions of the atomic bomb. The AAF assigned 15 Silverplate ships to the 509th Composite Group commanded by Colonel Paul Tibbets. As the Group Commander, Tibbets had no specific aircraft assigned to him as did the mission pilots. He was entitled to fly any aircraft at any time. He named the B-29 that he flew on 6 August Enola Gay after his mother. In the early morning hours, just prior to the August 6th mission, Tibbets had a young Army Air Forces maintenance man, Private Nelson Miller, paint the name just under the pilot's window.
Enola Gay is a model B-29-45-MO, serial number 44-86292. The AAF accepted this aircraft on June 14, 1945, from the Martin plant at Omaha (Located at what is today Offut AFB near Bellevue), Nebraska. After the war, Army Air Forces crews flew the airplane during the Operation Crossroads atomic test program in the Pacific, although it dropped no nuclear devices during these tests, and then delivered it to Davis-Monthan Army Airfield, Arizona, for storage. Later, the U. S. Air Force flew the bomber to Park Ridge, Illinois, then transferred it to the Smithsonian Institution on July 4, 1949. Although in Smithsonian custody, the aircraft remained stored at Pyote Air Force Base, Texas, between January 1952 and December 1953. The airplane's last flight ended on December 2 when the Enola Gay touched down at Andrews Air Force Base, Maryland. The bomber remained at Andrews in outdoor storage until August 1960. By then, concerned about the bomber deteriorating outdoors, the Smithsonian sent collections staff to disassemble the Superfortress and move it indoors to the Paul E. Garber Facility in Suitland, Maryland.
The staff at Garber began working to preserve and restore Enola Gay in December 1984. This was the largest restoration project ever undertaken at the National Air and Space Museum and the specialists anticipated the work would require from seven to nine years to complete. The project actually lasted nearly two decades and, when completed, had taken approximately 300,000 work-hours to complete. The B-29 is now displayed at the National Air and Space Museum, Steven F. Udvar-Hazy Center.
"Anyone who holds on to life just as it is destroys that life. But if you let it go,...you'll have it forever, real and eternal."
- John12:25
A very good book: Purpose Driven Life
1974 Porsche Kremer 911 RSR driven by Steve Schmidt during the morning race for Group 6A (1973-1982 IMSA, GT, GTX, AAGT, GTU/GTO Cars) on Saturday at the 2012 Rolex Monterey Motorsports Reunion.
Explored
8/15/13
If you are interested in this photo or any of my other photos from this event please visit my website. prints.swankmotorarts.com/f211274133
On 23 July 2025, it was such a varied day, with all sorts of very welcome sightings.
The day started off strangely, almost causing me to change my plans and head back home. I hadn't driven very far south of Calgary along the main highway, when suddenly I found myself driving through very low, thick cloud (fog). I could see the close fence line and a tiny bit of green field, but anything beyond that, had completely disappeared. Did I really want to keep driving in such limited visibility, especially not knowing how far it would last? Not good conditions for driving. It did last for quite a long distance, but eventually cleared, though still a bit hazy. That, plus heat distortion when taking photos, really didn't help.
I knew where my destination was going to be and I knew what a long drive I was in for. In total, I was out for 10 hours. The last time I had been to this destination was on 22 August 2024.
Basically, my day was pretty much similar to my previous visit last year, so I am going to use bits of the description I wrote under last year's photos, with changes.
My intention for driving on the main roads, in order to get to my destination as quickly as possible, didn't quite work out as, once SE of the city, I chose to drive along a favourite gravel road, hoping to find a much-loved bird species. I discovered that, after so much rain recently, this back toad had turned into wet, muddy gravel and small rocks. A nightmare to travel on, with my car wheels being dragged and pushed in every direction. Had to travel at 30 / 40 kph, if not slower, the whole distance, with constant thoughts about why on earth had I chosen to do this, ha. Thankfully, I avoided getting stuck in a muddy rut or being dragged into a ditch! Wonderfully, I DID find the bird I was hoping to see. Just one, which was enough. I found it sleeping on a fence post, though after taking just a few photos of it, it woke up, preened for a few seconds and then flew off and disappeared. Not sure that I have ever seen one of these birds this 'active'. What species was it? A Common Nighthawk : )
Last year, the small ghost town that I was so keen to revisit yet again, had to be seen from my car, because it was too windy to walk, which was a shame. A challenge to take photos, sitting in a car that is being rocked by the extreme wind. My recent visit yesterday was much more pleasant.
Once I reached the ghost town, I was the only person there. It is only a small place with a handful of old buildings, but very nicely kept. One of its main buildings is a country United Church, kept in great condition both inside and out. I had read online beforehand that people can go inside the church and sign their Guest Book, otherwise I probably would not have gone in. Really like the door knobs to the front door. The link below gives a very interesting, detailed history, including an old photo of the church in 1980, before restoration. I would love to have seen it back then.
www.facebook.com/LethbridgeHistoricalSociety/posts/retlaw...
As well as the old ghost town, I also wanted to check on a favourite abandoned house - simple, old and leaning. It was a relief to find that it was still standing. Last year, when I had slowed down to take a few photos, a truck came from the opposite direction and stopped. I was delighted when the driver said she was the owner of the old house! So interesting. She gave me permission to go closer, with a warning that there are pit holes, so to be careful. I thanked her, but told her that I always take photos of old barns/houses from the road, anyway. Yesterday's visit was extra special, though. When I first caught sight of the house in the distance, it almost looked like it had two chimneys, which I knew couldn't be right. When I drove further down the road, I couldn't believe my eyes - a Great Horned Owl was sitting on the roof!
A lot of highway driving back home at the end of the day, until I reached the hamlet of Blackie. Three more beautiful Swainson's hawks and, like the rest of the day, lots of small, unidentified birds flying across the roads.
It was a great day, long and tiring, but rewarding. Wish my daughter could have come with me.
I've driven by this truck numerous times and always wanted to shoot it. I've got about fifty more images of it I still need to sort through.
Railroad : TX Logistik (Alpha Trains)
Locomotive Typ : Siemens Vectron MS
Locomotive Nr. : 91 80 6193 553-5 D-ATLU
Locomotive Name :
Location : Kufstein, Austria
Photo Date : 14.04.2018
Remarks : Responsibility Driven
Another one for Beyond Driven gear and nutrition with professional bodybuilder Brian Ahlstrom.
Beauty Dish High and camera left. I believe for this shot that was the only light. We did a few different set-ups in a short amount of time...so even I have to look at the picture again to remember!
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
The Martin B-26 Marauder was a World War II twin-engine medium bomber built by the Glenn L. Martin Company. First used in the Pacific Theater in early 1942, it was also used in the Mediterranean Theater and in Western Europe.
After entering service with the U.S. Army, the aircraft received the reputation of a "Widowmaker" due to the early models' high accident rate during takeoffs and landings. The Marauder had to be flown at exact airspeeds, particularly on final runway approach and when one engine was out. The 150 mph (241 km/h) speed on short final runway approach was intimidating to pilots who were used to much slower speeds, and whenever they slowed down below what the manual stated, the aircraft would stall and crash.
The B-26 became a safer aircraft once crews were re-trained, and after aerodynamics modifications (an increase of wingspan and wing angle-of-incidence to give better takeoff performance, and a larger vertical stabilizer and rudder). After aerodynamic and design changes, the aircraft distinguished itself as "the chief bombardment weapon on the Western Front" according to a United States Army Air Forces dispatch from 1946. The Marauder ended World War II with the lowest loss rate of any USAAF bomber.
A total of 5.288 were produced between February 1941 and March 1945. By the time the United States Air Force was created as an independent service separate from the Army in 1947, all Martin B-26s had been retired from U.S. service. Furthermore, after the end of hostilities in the European theatre of operations, many airframes with low flying hour numbers were left in British airfield.
This was the situation when establishing Hunting Aircraft in 1944 by the purchase of Percival Aircraft: this business was absorbed into the British Aircraft Corporation in 1959.
At the end of 1945 the young British company Hunting Air Travel Ltd., a division of Hunting plc., based at Luton Airport, entered the scene - actually a commercial airline, not an aircraft manufacturer. The new airline began commercial operations from Bovingdon Airport at the start of 1946, and the lack of suitable passenger aircraft for domestic routes (or to continental neighbors) led to a private conversion program for leftover B-26 airframes.
This work was done by Percival Aircraft Ltd, which had become part of Hunting in 1936 and also had its headquarter at Luton. At first, only five B-26B bombers were planned to be converted into P.26 airliners. The airframes underwent considerably changes, primarily stripping them off of any military equipment, closing the bomb bays and adding a passenger cabin with appropriate seating and entry.
Furthermore, the bombers' original R-2800 engines were replaced by more powerful and efficient R-3350 radials with 2.000 hp/1.470 kW each. This was a simple task, since this engine had been an early design options and the mountings were compatible.
Other modifications included an enlarged wingspan, which was intended for a more economical flight as well as a reduced landing speed, especially when loaded.
The revamped aircraft entered service in 1951 when Hunting Air Travel changed its name to Hunting Air Transport. Flying primarily on the British Isles, the aircraft attained immediately some interest from other small airlines, also from continental Europe.
When Percival Aircraft Ltd changed its name to Hunting Percival Aircraft in 1954, a total of 21 B-26 bombers had been converted for Hunting-Clan Air Transport (6, Hunting Air Transport had changed its name in 1953), Aer Lingus (6), Derby Airlines (4), Sabena (3) and Manx Airlines (2).
All of these differed slightly, being tailored to their operators' needs, e. g. concerning seat capacity, engines or entry configurations. The last machines were re-built for Aer Lingus, with 27 passenger seats (nine rows in 2+1 configuration), a crew of four, and integral boarding ladder under the rear fuselage (instead of standard side doors). Furthermore, these final machines were driven by slightly more powerful (2.200 hp/1.640 kW) turbo-compound R-3350 engines, which offered a considerably improved fuel efficiency and an extended range (+20%).
By that time the civil aircraft industry had undergone a major recovery and new models like the turboprop-driven Fokker F.27 Friendship entered the scene - faster, with bigger passenger capacities and more efficient, and the P.26 could not keep up anymore. Another big weakness was the lack of a pressurized cabin, so that the P.26 could only operate at medium altitude. Until 1960 all remaining P.26 were withdrawn and scrapped, most of them had reached their service life, anyway, but operational costs had become prohibitive.
General characteristics:
Crew: 4 (pilot, navigator/radio operator, two service)
Capacity: 21–32 passengers
Length: 58 ft 3 in (17.8 m)
Wingspan: 79 ft 3 in (24.20 m)
Height: 21 ft 6 in (6.55 m)
Wing area: 734 ft² (66 m²)
Empty weight: 24.000 lb (11.000 kg)
Loaded weight: 37.000 lb (17.000 kg)
Powerplant:
2× Wright R-3350-745C18BA-1 radial, each rated at 2.200 hp (1.640 kW),
driving four-bladed propellers
Performance:
Maximum speed: 287 mph (250 knots, 460 km/h) at 5.000 feet (1.500 m)
Cruise speed: 225 mph (195 knots, 362 km/h)
Landing speed: 100 mph (79 knots, 161 km/h)
Range: 3.420 mi (2.975 nmi; 5.500 km)
Service ceiling: 21.000 ft (6.400 m)
Wing loading: 46,4 lb/ft² (228 kg/m²)
The kit and its assembly:
Another Group Build entry, this time for the 2015 "De-/Militarize it" GB at whatifmodelers.com that ran from June through August. I am not 100% certain how the idea of converting a B-26 bomber into a 50ies airliner came up - I have modified the aircraft before, and maybe handling with resin R-3350s for the Supermarine Stalwart flying boat had a subtle influence. However, it was a suitable idea, and I quickly got hands on a vintage Matchbox kit of the Marauder.
This one was chose because of the simplicity of the kit (e .g. without an open bomb bay) and its relatively clean surface. When I got it, though, I had to cope with missing parts: the complete cockpit was missing. The seller did not mention it, I did notice it too late, so I had to create the interior from scratch, as well as the civil pilot figures which were puzzled together, too.
Anyway, conversion was rather straightforward. All guns and turrets were closed/faired over. The dorsal turret received a plug, the nose is the OOB clear part hidden under a coat of putty and the new tail cone is actually a nose from a Frog Supermarine Attacker.
Additionally, some of the original windows were hidden (including the ventral entry hatch) while new round windows, esp. for the passenger cabin under the wing spar, were drilled. They were later filled with Clearfix, after all paint work was done.
The wing tips were enlarged with donations from a Hobby Boss La-7 pistion fighter, leftover from a former conversion project. Even though I did not expect much from this addition I think that the bigger wingspan (the total extension is less than 2", though) and the more pointed tips subtly change the look and the proportions of the B-26?
The OOB engines were replaced by resin R-3350 from Contrails: a perfect match, just the OOB nacelles had to be shortened because the R-3350s come with a complete exhaust section, they are pretty long compared to the R-2800s. Actually, this option was real: AFAIK the R-3350 was a high power alternative for the B-26, but I think that at the time of the aircraft's design it was not available yet, and when it came into production the B-29 received anything that rolled off of the production lines. But in this post WWII case it's a good and plausible modification, since airliners from that era (e .g. the Lockheed Constellation) were powered by this engine type, too.
Further mods include new wheels (just for a modernized look, instead of the WWII grass runway balloon tires) and the passengers received a retractable boarding staircase. This addition was originally intended as a display trick, because the B-26 kit is prone to tip over on its tail. But it turned out that the resin engines weigh so much that the kit even stands without extra weight inside now! Well, the scratched stair was fitted, anyway...
Painting and markings:
This was a bit complicated, because I wanted a 50ies livery, yet a colorful option. One early choice had been Belgian airline Sabena in dark blue and white, or the Netherland's KLM, but then I stumbled across a limited decal sheet from airliner specialist TwoSix Decals for a 1:72 Fokker F.27 in Aer Lingus service, upon the type's introduction in 1955. Perfect match, and since I like green and I could avoid white as far as possible, this was the winning design! :D
From that, things were again straightforward: the paint scheme remains close to the benchmark. The dark green on the upper fuselage is Humbrol 3 (Brunswick Green), the fin was sprayed in white and the metallic undersides were painted with different aluminum shades, including Revell Acrylics, Modelmaster 'Aluminum Plate' Metallizer and simple Aluminum paint, plus some Humbrol 56 for fake panel lines and the fabric-covered ailerons.
Panel lines on the upper fuselage and some dirt were painted with Humbrol 91 (Black Green). On top of that a very light black ink wash was applied in order to emphasize engravings, esp. on the wings and the white fin.
The decals came next (wonderfully printed, dead sharp, very thin carrier film), and they posed less problems than expected. The window openings on the white cheatline were simply covered and punched through, and after final cosmetic touch-ups incl. light soot stains behind the engine exhausts. I also added de-icing leading edges and some walking areas on the wings, cut from black and grey decals sheet (from TL Modellbau).
Finally the kit received a coat of glossy acrylic varnish from the rattle can (which did not turn out as evenly as expected, I guess to due to the age of the paint… The aircraft looks somewhat dirty now), et voilà, the Irish Marauder Commuter was ready for take-off!
I am really happy how this conversion turned out. I have seen pics of civilized B-26s (yes, this was actually done, but only in a few cases), and without all the lumps and bumps and with a decent paint job the aircraft looks really sleek and elegant. The classic, early Aer Lingus livery confirms this, a pretty and unusual bird!
Parts of the loop road through Monument Valley run right over bare rock, complete with all the bare rock pot holes. The Honda handled it all just fine. Here's the Honda looking car-commercial cool.
We were driven from Stavanager to a small village where we caught the Lysefjord ferry. Our coach left the ferry at Lysebotn at the end fo the fjord and then drove up the mountain side on a road with 31 hair pin bends including two in a single land 5 km long tunnel. We then crossed the mountain tops for several hours before we came down into a valley near the village of Rysstad. from there we drove down to Kristiansand on the southern coast of Norway. A fantastic road and ferry trip.
driven, in, The Great Gatsby (2013),
120mph,
365HP,
100 built, est,
$150000, (est)
Petersen Automotive Museum, Wilshire Boulevard, Museum Row , Miracle Mile neighborhood, Los Angeles, California, USA
For the video; youtu.be/WHhWjIkpdBQ
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Driven only on Saturdays by a very nice fellow from Austria...
Note the authentic Gurney bubble atop the driver's door, and if you could look even closer you'd see Dan Gurney's signature inside the drivers's door. Too dang cool.