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An A-6 engine being transferred to the USS Independence (CV-62) during a replenishment at sea in the Mediterranean. At the time I believe it was the heaviest item that could be transferred in such a way.
An electronic warfare EA-6B Prowler aircraft of VAQ-131 Lancers, two A-7E Corsair light attack aircraft belonging to VA-15 Valions and a third belonging to VA-87 Golden Warriors can be seen on the flight-deck, along with a couple of F-14s in the distance.
Taken from aboard USS Mount Baker.
This is one of the two Armstrong Siddeley Cheetah engines from a Mark I Avro Anson, #EF909. The aircraft belonged to No.5 Air Observer School, and crashed in this stream on the east side of the coll between Foel Grach and Carnedd Uchaf, North Wales, in the winter of 1943. The blisters on the engine cowling, some more of which can be seen top-right, belong unmistakably to an Anson.
Sadly, this engine has been removed since I photographed it here in 1971.
The crash of Anson #EF909 was quite a saga, but unusually for sagas of this type - it was one with a happy ending! The aircraft took off from its base at RAF Jurby, at the north end of the Isle of Man, on 30th November 1943, on a navigation exercise to Worcester and back. On board the aircraft were Sergeant Jim Knight (pilot); Sergeant Gilbert (Wireless Operator) and Leading Aircraftsmen Reid and Thomson (pupil navigators).
The flight reached Worcester without incident and then turned onto the reciprocal course for the journey home. The route should have taken them back up the Welsh border over Shrewsbury and Wrexham, before passing out over the Irish Sea between the mountains of North Wales to their left, and the city of Liverpool away to their right. However, as they droned slowly back northwards, the anti-aircraft guns around Liverpool (which had been bombed quite heavily by the Germans) opened fire directly ahead, indicating that they had drifted off their planned course to the east.
To avoid being shot down by their own gunners, Sergeant Knight turned the aircraft onto a westerly course while the navigators attempted to fix their positions using their Radio Direction Finder, or RDF equipment. This involved rotating a circular directional antenna on the roof of the aircraft in order to find and then plot the direction to two separate radio beacons of known position. The headings obtained could then be used to triangulate their position.
There were delays getting the necessary radio fixes, meanwhile the aircraft flew into bad weather and the wings started to ice up, which forced the pilot to reduce height to 3000ft. Eventually Sergeant Knight informed the Navigator that he was going to head out to sea to get rid of the ice on the wings. He leaned forward to unlock the land compass . . .
. . . some time later, Sergeant Knight became aware that the steady roar of the aircraft's engines had been replaced by the sound of running water - probably coming from the stream in this photo! Disorientated in the pitch black night, Knight eventually staggered out of the aircraft, where he was soon joined by two more shadowy figures, which proved to be Gilbert and Reid. Only Thomson was missing. They started a search both in and around the aircraft, which had by necessity to be conducted by feel only, and after hunting for several minutes, they located Thomson a short distance away from the aircraft, who having regained his senses, was found to have suffered a broken ankle - the worst injury suffered by any of them.
The crash occurred at 21:30, which meant that they faced a long cold night in the remains of the Anson - made all the more miserable by the fact that they couldn't find the emergency rations - which contained chocolate!
With the coming of the grey dawn, and with cloud swirling around them, they realised that they were not going to be seen by search aircraft any time soon, and that the best way to get help was to go and find it. Knight and Gilbert set off together, heading westwards. I have known the details of this crash since I was a teenager, and it has always interested me that they chose to set off uphill. You would think the natural choice would be to follow the stream downwards to the east. Anyway, it proved to be an inspired choice, as the stream in which the aircraft lay, drops gently downhill to the east for about half a mile, before plunging over a 700ft cliff into the waters of Llyn Dulyn!
Having reached the ridge top, they heard the waters of the Afon Wen ahead, which they decided to head for and then follow downhill. It wasn't easy! The name Afon Wen is Welsh for 'White River', which gives some indication of the steepness of the hillside they had to descend - in flat soled flying-boots. Eventually they reached the valley bottom and a larger river - the Afon Caseg. The ground here was much flatter, but was much boggier in consequence.
After another hour of walking through the mist shrouded landscape, they heard voices ahead, and to their alarm, they realised the voices were not speaking English. How far out could their navigation have been?!! After an awkward few moments, where, to be on the safe side, they walked forwards with their hands raised, they were able to convince the men they met that they were RAF and discovered to their relief, that they were in Wales! Their new found friends took them to Llwyn Radyr near Gerlan, the upper part of the slate-mining town of Bethesda, where they did what the British have always done at times such as this - they drank tea!
The RAF Mountain Rescue Team at Llandwrog, near Carnarvon, were called by the Bethesda police just after noon and told that there was an aircraft down in the mountains and that two of the crew were still up there. The MRT made their way quickly to Bethesda, where they interviewed Knight and Gilbert, who unfortunately could be of very little help about where they had come from. The team set off into the mountains, unfortunately heading off south-east up the Afon Llafar, when they needed to be heading east up the Afon Caseg. They searched until the early hours of the morning without success, before returning to base.
The MRT resumed the search at first light on December 2nd, in conditions of extensive cloud and intermittent rain. After searching fruitlessly all morning, a call came in over their radios that a 3rd member of the crew had just turned up at Bethesda police station, and from the information he had given police, it was clear that the search was being conducted much too far to the south. The MRT descended to Ogwen, where they met their vehicles and then raced round to the Conway Valley, from where they were able to drive up into Cwm Eigiau and then on up to Melynllyn - only about a mile from the wreck. The search area was now reduced to the still quite substantial area of one mountain - Foel Grach.
The team split into two in order to cover more ground, heading up either side of Foel Grach, but by 4:30pm, with dusk fast approaching, the team met up again near the top of Foel Grach, tired and frustrated, still unable to locate the aircraft. And then, just for a moment, due to some quirk in the wind, the mist briefly lifted, and there below and a little to the north of them, lay the Anson, its tail section sticking up out of a shallow ravine. On reaching the aircraft, all was quiet and at first they feared the worst until, inside the gun turret, they found Leading Aircraftsman Thomson, fast asleep and wrapped up in all the aircraft's parachutes.
Sergeant Jim Knight was commissioned in 1944 and despite going on to pilot Lancaster Bombers, survived the war. He married an English girl after the war, before returning to Canada, where (at the time of writing this) they still live, at Clearwater, Manitoba.
(Much of the above information comes, with many other such interesting stories, from the book "No Landing Place" by Edward Doylerush (ISBN 0 904597 57 1))
The San Francisco Fire Department lost two of its members from Engine Company 26, who were both critically injured during an explosion while bravely fighting a house fire in the Diamond Heights neighborhood on June 2, 2011. Both died at the hospital as a result of their injuries after all rescussitative measures were taken by the Emergency Trauma staff at San Francisco General Hospital.
Days later firefighters from around California and around the country gathered to pay their respects during a funeral service. In this sequence we see some of the equipment from Santa Clara County in a procession after the services.
Sunnyvale Engine 1 is a 2008 Ferrara pumper on the Ingniter XD chassis.
A grand old Bridge over the River Eden in Carlisle at the site of the old Canal steam sheds which was closed in the 60s, the bridge was part of the Waverley Line that ran from Carlisle to Edinburgh.
Alitalia aircraft in Rome Fiumicino Airport, Leonardo da Vinci. This picture has been taken in hangar, in runaway, interal view of cabin and cockpit and maintenance action on engine
Seen at the Black Mountain Forestry Center along Silver Lake Road north of Glacier, Washington. (11-06-27-1640)
This steamer, was donated in 1997 by the Harry Lay estate to the South Peace Centennial Museum, is unfortunately not operating at present.
Mike Whites Traction Engine. From Montana to UK by UPS.
Mike a nice chap dedicated to his vintage collections.
Anyone Know the make of this engine?
Urban's shoe factory donated this steam engine to the George Museum in 1993 when the company closed down after 70 years in business. It was used to drive the large tanning drum in which hides and skins were de-haired and tanned during the process of making leather. During World War II it was used to saw wood for making crates in which army boots were shipped to the troops (information provided by the museum).
P1030562
Engine from a Hawker Hurricane that took off from RAF Usworth on 12th June 1942 on a training flight with another Hurricane. During the flight, both aircraft collided. One crashed killing the pilot and the other made a crash landing. This engine recovered in ther early 80's is from the crashed plane.
Heat-tinted titanium skin near exhaust nozzles of J79 jet engines.
McDonnell YRF-110A "Spectre," USAF s/n 62-12201, later re-designated YRF-4C.
The second pre-production YRF-110A / YRF-4C reconnaissance Phantom II, this aircraft was modified from an F-4B on the McDonnell production line, the 268th Phantom II.*
Regional Military Museum
Houma, Louisiana
Regional Military Museum on TripAdvisor:
www.tripadvisor.com/Attraction_Review-g40223-d8352878-Rev...
*Reference:
McDonnell Douglas Aircraft Since 1920: Volume II. Francillon, Rene J. Naval Institute Press, 1990.