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So I've been organizing my lego, and decided to pull off all my minifig's hands, and then started attaching them to steering wheels to make pretty patterns!
The 2 things on the left are some kind of jet/rocket exhaust, designed to be used as a pair with one being the reflection of the other. The yellow thing on the right is meant to be a micro-scale circular lattice-girder structure, perhaps a space station.
I don't have a use for these at the moment, so if you have some ideas feel free to use them in your own designs!
2011 Spartan Gladiator / Smeal (1250/500/30F)
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140 hp Crossley gas engine driving a Siemens dynamo generating set at the Brunner Mond soda ash works in Winnington, Northwich c1900.
Philadelphia Fire Department
2012 KME
Housed with Ladder 24
#PFD #phillyred #phillyfire #philadelphia #philadelphiafiredepartment
Alloy needs a bit of a polish but still turns over smoothly with lots of compression (for a 50cc bike).
Ignition needs sorting out, the wiring is all over the place but I'm hoping for great things from this, they were as fast as any of the FS1Es and AP50s "of the day".
SpaceEngine - A free space simulation program that lets you explore the universe in three dimensions, from planet Earth to the most distant galaxies. Areas of the known universe are represented using actual astronomical data, while regions uncharted by astronomy are generated procedurally. Millions of galaxies, trillions of stars, countless planets - all available for exploration. You can land any planet, moon or asteroid and watch alien landscapes and celestial phenomena. You can even pilot starships and atmospheric shuttles.
This old train engine can be found in South Jackson in Breathitt County. It has sat there as long as I can recall noticing it. I don't know why the railroad ties are piled up in front of it...perhaps CSX piled them there as a means of getting old deteriorated ties out of the way. At one time there was a train depot around this part of Jackson that serviced train passengers.
1957 Olds 371 cu in V8
Owner: Tony Lombardi of Niles, Ohio.
Playing Now: The Night Has A Thousand Eyes - Gene Pitney
Photographed @ the 2015 18th Annual Goodguys PPG Nationals in Columbus, Ohio.
COPYRIGHT NOTICE: © 2015 Mark O'Grady Digital Studio\MOSpeed Images. All photographs displayed with the Mark O'Grady/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 Group LLC.
NCB No 60 0-6-0ST was built in 1948 by the Hunslet Engine Company to the design used to supply to the Ministry of Defence and is thus regarded as an Austerity type locomotive.
It was the first steam locomotive supplied to the National Coal Board (NCB) No 2 (Mid-East Durham) Area after the nationalisation of the coal industry in January 1947.
It was built to a modified loading gauge which resulted in the rounded-cab to enable it to work down the narrow-bored tunnel to Lambton Drops (coal staithes) at Sunderland.
Its career with the NCB can be summarised as follows.
Delivered new to Lampton Railway locomotive shed at Philadelphia
Moved to Hetton-le-Hole in 1957
Back to Philadelphia in 1960
In March 1962 it was fitted with a Hill-Bigwood mechanical stoker
In September 1962 it was hired to No 6 Area at Springwood Bank Foot shed
In October 1962 it was hired to No 3 Area at Sherburn Hill Colliery
In March 1963 it was hired to Area 3 at Blackhall Colliery
In April 1965 it returned again to Philadelphia
In June 1965 the northern half of No2 Area (Mid-East Durham) merged with No 1 Area (South-East Durham)
In July the locomotive was purchased by No 3 Area by No 1 Area (South-East Durham)
In July 1965 it moved to Dawdon Colliery. No3 Area (South-East Durham) merged with No4 Area (South-West Durham) and the combined area was called South Durham Area from March 1967.
In July 1967 it had the mechanical stoker removed at Lampton Engine Works
In February 1968 it returned to Dawdon Colliery.
In 1st April 1974 it was taken out of normal service and regarded as a standby in case of
The locomotive has operated on the Strathspey Railway in the past but has been out of service for a number of years.
After being out of service for twenty years it was moved to the Hescott works of Ian Storey in Northumberland for heavy repairs and a full overhaul.
The overhaul is scheduled to be finished in time to enable the locomotive to go into service on the Aln Valley Railway in May 2018. The locomotive will remain on the Aln Valley Railway for six months after which it will be offered for hire to other railways.
preservedbritishsteamlocomotives.com/hunslet-works-no-368...
The Alnwick branch line is a railway line in Northumberland, It ran from Alnmouth railway station, on the East Coast Main Line, to the town of Alnwick, a distance of 2 3⁄4 miles
It opened on 5 August 1850 to both freight and passenger traffic; passenger operations included direct Newcastle to Alnwick services, as well as regular shuttle runs between Alnmouth and Alnwick. Passenger service was withdrawn in January 1968 and completely in October 1968 on cost grounds
The Aln Valley Railway project is an ambitious plan reopening the branch line from Alnmouth to Alnwick, Although the impressive railway station still exists in Alnwick, a road bypass and other commercial developments no longer make it viable to recreate in full the original run of around 3 miles between the two stations. As a result a brand new railway station and visitor center has been constructed by volunteers on the outskirts of Alnwick from where the railway follows the original trackbed towards Alnmouth Station. A cycleway / footpath is planned alongside providing a safe traffic-free corridor between Alnwick and the National Cycle Network and the coast. Work is now in hand to extend the line to Edenhill Bridge where there will be a new halt.
+++ DISCLAIMER +++
Nothing you see here is real, even though the model, the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
The AMD Mystère S represents one of the many evolutionary steps in French 2nd generation jet fighter aircraft design, which began with the straight-wing Dassault Ouragan and progressed through the Mystère II/III and Mystère IV to the supersonic Super Mystère SM2B. Internally designated AMD 461 and originally called the Mystère X (Roman numeral “10”, not the letter “X”), the new aircraft was the attempt to improve the successful Mystère IV from 1953 in many respects, following Marcel Dassaults strategy to take small, evolutionary steps instead of radical quantum leaps. While the overall outlines were similar and followed the proven layout of the former Dassault jet fighters, the AMD 461 was a completely new design, though.
First of all, the machine was from the start designed around the indigenous axial-flow Atar 101 jet engine, since it had become obvious that the former radial-flow engines used in Dassault’s fighters, like the Rolls-Royce Tay and its French-built version, the Hispano-Suiza Verdon 350, did not offer the potential for sustained supersonic performance in level flight. As a result, the fuselage became thinner and the aircraft had a less tubby look. Furthermore, in order to achieve the ambitious performance goals, a new wing was devised, and it incorporated leading edges made from novel composite materials. The wing shape was more complex than previous AMD designs: unlike the simple trapezoid Mystère II and IV wing designs, the AMD 461’s wings had kinked wing leading edges at about half span, so that the wing root sections were extended forward and had a slightly stronger sweep than the outer wing sections (47° vs. 45°), resulting in a crescent planform with rounded tips. Dogteeth at the kinks’ position increased the wings’ critical Mach number, augmented by small boundary layer fences. A novelty were power-operated ailerons. The tail surfaces were swept, too, and featured a variable-incidence tail plane.
The Mystère IV’s circular nose air intake arrangement was retained, but the intake received a sharper lip for better aerodynamic efficiency at high speed. The intake ducts were split deeper down inside of the fuselage, flanking the cockpit and the weapon bay behind it (see below) on both sides. The small ranging radar, originally developed for the upgraded Mystère IVB (which never made it into series production due to a fatal prototype crash and the progress of AMD’s other supersonic projects), was relocated and now mounted on top of the intake section, reminiscent of the F-86’s arrangement. A gun camera was placed outside of the intake in a small fairing on the starboard side. Two pitots under the air intake (one main and a secondary sensor) replaced the Mystère IV’s single wing-mounted sensor boom.
Being a classic “gunfighter”, the AMD 461’s main armament comprised a pair of 30mm DEFA cannon in the lower front fuselage, taken over from the Mystère IV, and a retractable Type 103 pannier for 45 unguided MATRA missiles against air or ground targets behind the front wheel well. Four underwing hardpoints could carry a total payload of 1.500 kg (3.300 lb), including a pair of supersonic 625 l drop tanks on the inner pair of pylons. A typical fighter weapon were lightweight Matra Type 116M launchers, each with 19 unguided SNEB-68 air-to-air rockets. Up to four could be carried under the wings. In a secondary attack/fighter bomber role, bombs of various caliber (up to 500 kg/1.100 lb on the inner and 250 kg/550 lb on the outer hardpoints) and other unguided missiles/pods were possible, too.
The first Mystère X prototype was powered by the Atar 101D with 29,420 N (6,610 lbf) of thrust, and it flew successfully in June 1953. However, due to the lack of an afterburner at this stage, the machine could only become supersonic in a dive, just like the former Mystère fighters, and it offered in this guise only minimal performance improvements – even though the handling near Mach 1 was already noticeably better. The initial flight test program was successful, though, and the Armée de l’Air immediately placed an order for 100 Mystère X aircraft, intended to improve the Armée de l’Air’s interception capabilities as soon as possible. Serial production started instantaneously, even while the flight tests were still ongoing, and the production machines were powered by the newly developed Atar 101F, which had just been cleared for production and operation on the Mystère X prototype. The Atar 101F was basically a D model with an afterburner added to it, to produce a temporary thrust of 37,300 N (8,400 lbf) and ensure the desired top speed in level flight of more than Mach 1. As a result, the Mystère X’s tail section had to be modified to accommodate the new engine’s longer tailpipe, which did not feature an adjustable nozzle yet – it was simply extended beyond the fin’s trailing edge, and even then the longer jet pipe protruded from the hull. However, this modification was successful and incorporated into the serial aircraft. With the Atar 101F, the serial production Mystère X’s performance was appreciably improved: beyond supersonic top speed, initial rate of climb was almost doubled in comparison with the Mystère IV, but the thirsty afterburner engine almost nullified any gain in range from the new type’s higher internal fuel capacity. Drop tanks had to be carried almost all the time.
The quick (if not hastened) order for the Mystère X also served as an insurance policy in the event of the AMD effort failing to produce an even more capable supersonic aircraft with the Mystère XX, a project that had been under development as a private venture in parallel, but with a time lag of about two years and benefitting from the research that had been done for the AMD 461. However, both designs turned out to be successful and both were adopted for service. They became known to the public as the Mystère S (for ‘supersonique’) and the Super Mystère, respectively. The first Super Mystère prototype, powered by a Rolls-Royce Avon RA.7R, took to the air on 2 March 1955, and the promising aircraft already broke the sound barrier in level flight the following day. The Super Mystère turned out to be the more capable and modern aircraft thanks to its new, more powerful Atar 109G-2 engine.
The more capable Super Mystère was immediately favored and, as a consequence, the running Mystère S order was cancelled in May 1955 and its initial production run limited to a mere 54 airframes - the number that had been completed until that point. The Super Mystère became the Armée de l’Air’s standard fighter for the late Fifties and production was quickly switched to the new type, 180 specimen were eventually built. Since a mix of types in the operational fighter squadrons was not economical, the Armée de l’Air decided to separate them and find a different role for the young but relatively small Mystère S fleet. Since the aircraft had a rugged airframe and had shown very good handling characteristics at medium to low altitude, and because the Armée de l’Air was lacking a fast, tactical and indigenous reconnaissance aircraft at that time (the standard type was the RF-84F), the Armée de l’Air decided in 1956 to convert the Mystère S fighters accordingly.
This modification was a relatively easy task: The retractable missile pannier (which was hardly ever used) was removed and its well behind the cockpit offered sufficient internal space for optical reconnaissance equipment in a conditioned compartment. This comprised four OMERA cameras (less than the RF-84F’s six cameras), covered by a ventral canoe fairing. One camera was facing forward, two were set on mounts that allowed vertical photography or camera orientation to either port or starboard, and the fourth camera had a panoramic field of view. After these modifications, the machines were re-designated Mystère SR to reflect their new role and capabilities.
Initially, the converted machines retained the twin DEFA cannon armament and full external stores capability. Typical load in the new photo-recce role was the standard pair of drop tanks, plus optional flares for night photography. In this guise the Mystère SR fleet was distributed among two reconnaissance units, ER 2/33 “Savoie” and ER 3/33 “Moselle” in Eastern France, close to the German border, starting service in April 1957.
Later in their career, the Mystère SR’s guns and also the ranging radar equipment (even though the empty small radome was retained) were often removed. This was initially a weight-saving measure for better performance, but due to their short legs many Mystère SRs had extra fuel tanks added to the former gun and ammunition bays. In some cases the space was used to house additional mission equipment, the aircrafts’ designation did not change, though. The integration of the new Matra R.550 Magic AAM was considered briefly in 1970, but not deemed relevant for the Mystère SR’s mission profile. However, eight late-production Mystère SRs received a new, bigger panoramic OMERA camera, which necessitated a larger ventral fairing and some other internal changes. These machines were re-designated Mystère SRP (‘panoramique’). Another early Mystère SR was used for the development of indigenous infra-red linescan and side looking airborne radar systems, which were both later incorporated in an under-fuselage pod for the Mirage IIIR.
Having become quickly obsolete through the introduction of 3rd generation jet fighters in the early Sixties – namely the Mirage III – the Mystère SR’s active career only lasted a mere 10 years, and the Mirage III’s fighter variants quickly replaced the Super Mystère, too. Due to its many limitations, the Mystère SR was soon replaced by the Mirage IIIR reconnaissance version, by 1974 all aircraft had been retired. Another reason for this early operational end were durability problems with the composite elements on the aircraft’s wings – there had been no long-term experience with the new material, but the elements tended to become brittle and collapse under stress or upon bird strikes. AMD conceived a plan to replace the affected panels with light metal sheets, but this update, which would have prolonged service life for 10 more years, was not carried out. After spending 5 years in mothballed storage, all surviving Mystère SR airframes were scrapped between 1980 and 1981.
General characteristics:
Crew: 1
Length: 42 ft 3 in (12.88 m) overall
42 ft 3 in (12.88 m) w/o pitots
Wingspan: 32 ft 4 in (9.86 m)
Height: 3.75 m (12 ft 4 in)
Wing area: 345.5 sq ft (32.2 m²)
Empty weight: 13,435 lb (6,094 kg)
Gross weight: 21,673 lb (9,831 kg)
Fuel capacity: 3,540 l (778 imp gal; 934 US gal) internally
plus 2x 625 l (72 imp gal; 165 US gal) drop tanks
Powerplant:
1× Atar 101F turbojet, rated at 29.42 kN (6,610 lbf) dry thrust
and with 37.3 kN (8,400 lbf) with afterburner
Performance:
Maximum speed: 1,110 km/h (600 kn, 690 mph) at sea level
1,180 km/h (637 kn 732 mph,) at 11,000 m (36,089 ft)
Combat range: 915 km (494 nmi, 570 mi) with internal fuel only
Maximum range: 1,175 km (730 mi, 634 nmi)
Service ceiling: 45,800 ft (14,000 m)
Rate of climb: 14,660 ft/min (74.5 m/s)
Time to altitude: 40,000 ft (12,000 m) in 4 minutes 41 seconds
Armament:
2x 30mm (1.18 in) DEFA 552 cannon with 150 rounds per gun (later frequently deleted)
Four underwing hardpoints for 1.500 kg (3.300 lb) of ordnance,
including a pair of 625 liter drop tanks, flares and various unguided missiles and iron bombs
The kit and its assembly:
A project I had on my idea list for a long time – there were so many AMD jet fighter designs (both that entered service but also many paper projects and prototypes) during the Fifties and Sixties that I wondered if I could smuggle a what-if type somewhere into the lineage. A potential basis appeared when I recognized that the British Supermarine Swift had a fuselage shape quite similar to the contemporary French fighters, and from this impression the idea was born to “Frenchize” a Swift.
This called for a kitbash, and I used a Matchbox Mystère IV (Revell re-boxing) for the French donor elements that would be grafted onto an Xtrakit FR.5 model, which looks good in the box but has serious fit issues, e.g. between the rear fuselage halves or when the wings have to be mated with the completed fuselage.
The transplantations from the rather primitive/blunt Matchbox Mystère included the whole cockpit section except for the interior, which was taken from the in this respect much better Swift, the glazing, the spine and the whole tail with fin and stabilizers. The Swift provided most of the fuselage, the wings and the landing gear, even though I used the Mystère’s main wheels because of their characteristic hub caps/brake arrangement.
Mating the fuselage sections from the two models became a major stunt, though, because the diameters and shapes were rather different. Three-dimensional gaps and steps behihd the cockpit had to be bridged, initially with 2C putty for the rough overall shape and then with NC putty for a smooth finish. A gap in the spine in front of the fin had to be improvised/filled, too, and the Mystère’s fin had to be tailored to the different Swift rear fuselage shape, too.
The result looks a little odd, though, the Swift’s original air intake ducts now look from certain angles like hamster cheeks – but after all, the ducts have to pass the central cockpit section on both sides somehow, so that the arrangement makes nonetheless sense. And the small dorsal spine taken over from the Mystère changes the Swift’s profile considerably, as well as the shorter Dassault-style canopy.
The small ranging radar radome is just a piece of sprue from the Mystère kit, blended into the rest of the fuselage with putty. The interior of the air intake was heavily modified – the original splitter, positioned directly inside of the intake, was deleted and the walls trimmed down for a much thinner/sharper lip. Inside of the intake a bulkhead was added as a sight blocker, and a new splitter was mounted to the new bulkhead in a much deeper position. The gun camera fairing is a piece of styrene profile, the new twin pitots (reminiscent of the SM2B’s arrangement) were made from heated sprue material.
The camera fairing is the lower half from a P-47 drop tank, left over from a Hobby Boss kit, IIRC, and in order to fit the Swift’s cockpit tub into the Mystère’s fuselage the rear bulkhead had to be re-created with the help of paper tissue drenched with white glue.
The drop tanks come from a KP MiG-19, which had the benefit of integral, thin pylons at a suitable position for the Mystère SR. For a different look I just canted their fins downwards.
Painting and markings:
For a subtle impression I settled for an authentic livery: the French rendition of the USAF SEA scheme for the F-100 with local CELOMER tones, which was not only applied to the Armée de l’Air’s F-100s (these were originally delivered in NMF and camouflaged later in the Sixties), but also to the Super Mystères - the SM2Bs actually carried a quite faithful adaptation of the USAF’s F-100 pattern! However, the indigenous CELOMER paints differed from the original U.S. Federal Standard tones (FS 30219, 34102, 34079 and 36622, respectively), esp. the reddish light tan was more of an earth tone, and the dark green had a more bluish hue.
This offered some freedom – even more so because real life pictures of French reference aircraft show a wide range of shades of these basic tones and frequent serious weathering. Instead of the U.S. tan I went for RAF Dark Earth (Humbrol 29), the dark Forest Green was replaced with Humbrol 75 (Bronze Green). The light green became a 2:1 mix of Humbrol 117 (the original FS 34102) with Humbrol 78 (RAF Cockpit Green), for more contrast and less yellow in the tone. The undersides were painted with Humbrol 166 (RAF Light Aircraft Grey).
After a black ink wash I gave the model a thorough panel post-shading and recreated some lost panel lines with the help of silver paint, too. I also added some paint patches and touch-ups, for a rather worn look of the aircraft.
The black areas around the gun muzzles were created with the help of decal material, generic black decal sheet material was also used to create the camera windows. Grey (Revell 75) dielectric panels were added to the fin tip and behind the cockpit. The cockpit interior became very dark grey (Revell 09, Anthracite, with some dry-painted medium grey on top), while the landing gear and the respective wells were left in aluminum (Humbrol 56).
The decals are a mix from various sources. The ER 2/33 markings came from a Heller Mirage III sheet, which offers an optional IIIR from 1984. I also settled for relatively small roundels (from a Mirage F.1C) – a trend which started in the Armée de l’Air in the early Seventies and also comprised the deletion of the fin flash. Contemporary real world SM2Bs with the French SEA cammo frequently carried a similar type of subdued markings instead of earlier, bigger roundels found on the machines in NMF finish or on the aircraft from EC 1/12 "Cambresis" with their unique and different camouflage in two shades of green and a rather sandy tan, almost like a desert paint scheme. The white tactical code “33-PS” was improvised with single 4mm letters from TL Modellbau. The stencils were puzzled together from various Mirage III/V/F.1C sheets and also from an IAI Kfir.
The kit received some additional dry-painting with silver to simulate more wear, and was finally sealed with a coat of matt acrylic varnish.
Another “missing link” build, but I think that my Mystère S fits stylistically well into the (non-existent, though) gap between the Mystère IV and the Super Mystère, sporting vintage details like the round air intake but coupled with highly swept wings and the Swift’s elegant lines. The “traditional” French paint scheme adds to the realism - and, when put in the right background/landscape context, turns out to be very effective. Not a spectacular model, despite serious body work around the cockpit, but a convincing result.
Two days shy of the tenth anniversary of Conrail's dismemberment, there are still tangible reminders of "Big Blue".
With two SD60M engines (6759 and 6744) sporting Conrail blue ahead of a black NS engine, NS train 21T rolls through wooded space within the village of Fairmount, IL on Saturday, May 30, 2009.
21T is following 15E and has just met 122 on the double track east of Ryan. An earlier problem involving 272 in emergency due to an air hose failure delayed these trains and Triple Crown train 255 in the vicinity of Catlin.