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The Standing stones of Stenness.
The surviving stones are sited on a promontory at the south bank of the stream that joins the southern ends of the sea loch Loch of Stenness and the freshwater Loch of Harray. The name, which is pronounced stane-is in Orcadian dialect, comes from Old Norse meaning stone headland. The stream is now bridged, but at one time was crossed by a stepping stone causeway, and the Ring of Brodgar lies about 1.2 km (0.75 mi) away to the north-west, across the stream and near the tip of the isthmus formed between the two lochs. Maeshowe chambered cairn is about 1.2 km (0.75 mi) to the east of the Standing Stones of Stenness and several other Neolithic monuments also lie in the vicinity, suggesting that this area had particular importance.
The Stenness Watch Stone stands outside the circle, next to the modern bridge leading to the Ring of Brodgar
Although the site today lacks the encircling ditch and bank, excavation has shown that this used to be a henge monument, possibly the oldest in the British Isles. The stones are thin slabs, approximately 300 mm (12 in) thick with sharply angled tops. Four, up to about 5 m (16 ft) high, were originally elements of a stone circle of up to 12 stones, laid out in an ellipse about 32 m (105 ft) diameter on a levelled platform of 44 m (144 ft) diameter surrounded by a ditch. The ditch is cut into rock by as much as 2 m (6.6 ft) and is 7 m (23 ft) wide, surrounded by an earth bank, with a single entrance causeway on the north side. The entrance faces towards the Neolithic Barnhouse Settlement which has been found adjacent to the Loch of Harray. The Watch Stone stands outside the circle to the north-west and is 5.6 m (18 ft) high. Once there were at least two stones there, as in the 1930s the stump of a second stone was found. Other smaller stones include a square stone setting in the centre of the circle platform where cremated bone, charcoal and pottery were found. This is referred to as a "hearth", similar to the one found at Barnhouse. Animal bones were found in the ditch. The pottery links the monument to Skara Brae and Maeshowe. Based on radiocarbon dating, it is thought that work on the site had begun by 3100 BC.[1] [2]:41
Flickrversaries one, two and three all got the special year-end wrap so I'm back again running down my fourth year on Flickr.
I have to start out by saying that I'm still never entirely happy with my photos. And even after four years of regular shooting and posting, I'm still not really a better photographer. But I enjoyed year four just as much as the first three years of Flickr entirely because I like looking at everyone else's photos and making connections around the world as much as I enjoy the creative process itself. If I get a photo I don't hate, that's just a bonus. The act of taking photos itself is entirely relaxing and sharing my photos on Flickr keeps me checking out what everyone else is doing. That way I continue to be moved and inspired on a daily basis.
There is a recurring theme for all four years that I've spent with Flickr: people. It's the people that continue to make Flickr fun. And I'm pretty sure I'll never get tired of meeting my contacts in person. While there was no travelling this year, I still managed to meet and/or shoot with Aaron, Alan, Alissa, Allen, Arlene (and Harold), Carol, Chris, Chun, Claude, Don, Dudo, Evan, Frank, Herman, Hubert, Jay, John, Kris, Mike, Mikhail, Pedro, Spencer, Tom, and Tom Abrahamsson. Interestingly, the Vancouver-area Four Thirds Photographers group that I started up roughly a year ago factored into almost every meeting in year four.
I've thrown the numbers out there every year before, but this year just gets a trimmed-down version. I previously posted numbers for the most-viewed, most-commented and most-favourited photos, but I stopped caring about comments without meaning or a connection and views for the sake of views a long time ago.
Photos: 2,725 [714 uploads in year four... up from 701 in year three. And I actually uploaded at least one photo every single day in year four!]
Views of my photostream: 192,126
Other people's photos I've commented on: 89,082 [It was 54,825 on last year's Flickrversary.]
Well... here's looking forward to year five!
UP SD70ACe #8797 leads a westbound manifest on the Glidden Sub past the siding at Vulcan Materials on January 3, 2016. Vulcan gravel hoppers can be seen to the left behind the control box. They are being slowly moved on the complex's circle track by four UP motors for unloading.
Royale Sabre (1990) Engine 1993cc S4 OC Ford
Registration Number NUI 262
ROYALE CARS SET
www.flickr.com/photos/45676495@N05/sets/72157623815123508...
Royale cars of Bamber Bridge was founded by John Barlow in 1990, offering two models of 1930's-40's style kit cars, the Windsor, with a passing resemblence to a Bentley Mk,VI, and the Sabre with a nod to the styling of the BMW 327. Designed by John Barlow, both kits wer based on a substantial, steel, ladder-frame chassis clad in aluminium/glassfibre bodywork with reinforcing door bars for increased crash protection, and had good build quality. Ford Sierra/Granada running gear was the norm, with engines ranging from the 1.6-litre four up to the 2.9-litre V6.
The rights to the designs passed to a firm in the Netherlands, then to the Vintage Motor Company of Carcroft, Doncaster and finally to Asquith Motors Ltd of London and a relaunch of the Sabre was planned.
Many Thanks for a fan'dabi'dozi 26,086,500 views
Shot 09:06:2014 ar The Luton Classic Car Show, Stockwell Park, Luton REF 102-647
This was a private buy in around November 1983 from a chap in Aylesbury. A nice looking car - better looking than the equivalent Cavalier in my opinion - it was the first car I drove on the public road as a 17-year-old learner. It was pressed into use as a towcar, pulling our 13' Elddis Tornado 4 berth caravan on hoildays to the south and east coast each year. It struggled a bit on the hills, not surprising considering it was four-up towing a caravan plus all the assorted paraphernalia with just 75bhp! Dad crashed it into the back of a work colleague's Marina one day (!) and also had a mishap when he inadvertently selected reverse instead of first and walloped a car park wall with the towbar. A large sledgehammer soon straightened out the floorpan! Oh, and mum hated the colour of it...
Photographed in 1985 on the drive of the family home in Linslade, Bedfordshire.
OUD 124T - Last tax due 1st June 1992
Avanti's 390152 passes the adjacent Camden Junction HS2 work on 23rd September 2024 with 1M10 0936 Glasgow to Euston.
The four Up & Down main lines are in the section where the Pendolino is, with the former Down Departure (now Line "X") running under the WCML and the two lines on the left which are the the Carriage Sidings lines.
The letters on the overhead gantry were introduced some time ago to aid drivers entering complex areas as to which line they were traversing. I remember speaking to an old hand driver when they first come out who said "If they don't bloody know what line they're on then they shouldn't be driving"!
Road Safety... Or when needs must?
As a biker I find this vision disturbing, lack of protective gear, four up on a machine designed for 2, and a small child straddling the frame at the front.
However, as unsafe as this must be, you start to realise that to those with little choice, it's truly a necessity.
Possibly their biggest investment, if not, almost certainly their second biggest. A bike will be used to transport all manner of things, from family, friends, goods and livestock.
It's easy to be judgemental I suppose, perhaps far harder to look at things with a rational mind and a touch of sympathy.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
The North American FJ-4 Fury was a swept-wing carrier-capable fighter-bomber for the United States Navy and Marine Corps. The final development in a lineage that included the Air Force's F-86 Sabre, the FJ-4 shared its general layout and engine with the earlier FJ-3, but, compared to that of the FJ-3, the FJ-4's new wing was much thinner, with a six percent thickness-to-chord ratio, and featured skin panels milled from solid alloy plates. It also had an increased area and tapered more sharply towards the tips. Slight camber behind the leading edge improved low speed characteristics. The main landing gear design had to be considerably modified to fold wheel and strut within the contours of the new wing. The track of the main wheels was increased, and because they were closer to the center of gravity, there was less weight on the nosewheel. Wing folding was limited to the outer wing panels.
The FJ-4 was intended as an all-weather interceptor, a role that required considerable range on internal fuel. The FJ-4 had 50% more fuel capacity than the FJ-3 and was lightened by omitting armor and reducing ammunition capacity. The new wing was "wet"; that is, it provided for integral fuel tankage. The fuselage was deepened to add more fuel and had a distinctive "razorback" rear deck. A modified cockpit made the pilot more comfortable during the longer missions. The tail surfaces were also extensively modified, had a thinner profile and featured an extended, taller fin. The overall changes resulted in an aircraft that had little in common with the earlier models, although a family resemblance was still present.
The FJ-4 was developed into a family of aircraft. Of the original order for 221 FJ-4 day fighters, the last 71 were modified into the FJ-4B fighter-bomber version. This had a stronger wing with six instead of four underwing stations and stronger landing gear. Additional aerodynamic brakes under the aft fuselage made landing safer by allowing pilots to use higher thrust settings and were also useful for dive attacks. External load was doubled. The most important characteristic of the FJ-4B was, since the Navy was eager to maintain a nuclear role in its rivalry with the Air Force, that it was capable of carrying a nuclear weapon on the inboard port station. For the delivery of nuclear weapons, the FJ-4B was equipped with the Low-Altitude Bombing System (LABS), and with this capability it replaced the carrier-based A-3 Skywarrior bombers, which were not suited well for the new low-level approach tactics.
In April 1956, the Navy ordered 151 more FJ-4Bs, 10 US Navy squadrons became equipped with the FJ-4B, and the type was also flown by three Marine squadrons. At the same time, the Navy requested a carrier-borne fighter with all-weather capability, radar-guided missiles and a higher performance. This new type was to replace several 1st generation US Navy jets, including the ponderous and heavy Douglas F3D Skyknight, the lackluster Vought F7U as well as the Grumman F9F-8 Cougar. This requirement led to the Douglas F4D Skyray and North American’s FJ-5, another thorough modification of the Fury’s basic design and its eventual final evolution stage.
North American’s FJ-5 was designed with compact dimensions in mind, so that the type could be operated on older Essex Class carriers, which offered rather limited storage and lift space. At the time of the FJ-5’s conception, several of these carriers were still in service – and this argument led to an order for the FJ-5 in addition to the F4D.
For the FJ-5, the FJ-4’s aerodynamic surfaces were retained, but the fuselage had to be modified considerably in order to accept an APQ-50A radar with a parabolic 24 inches diameter antenna in the nose. The radome was placed above the air intake, similar to the F-86D, and coupled with an Aero 13F fire-control system, which together provided full all-weather capability and information on automatic firing of rockets.
A deeper rear fuselage became necessary, too, because the FJ-5 was powered by a reheated J65-W-18 engine (a development of the Armstrong Siddeley Sapphire turbojet, optimized for a naval environment), which delivered up to 10,500 lbf (47 kN) at full power instead of the FJ-4’s original 7,700 lbf (34 kN). This upgrade had, limited by the airframe’s aerodynamics, only marginal impact on the aircraft’s top speed, but the extra power almost doubled its initial rate of climb, slightly raised the service ceiling and markedly improved acceleration and carrier operations handling through a better response to throttle input and a higher margin of power reserves.
Internal armament still consisted of four 20mm cannon. These had to be placed lower in the nose now, flanking the air intake underneath the radome. The FJ-4B’s six underwing hardpoints were retained and could carry AIM-9 Sidewinders (both the IR-guided AIM-9B as well as the Semi-Active Radar Homing (SARH) AIM-9C) as well as the new radar-guided medium-range AIM-7C Sparrow, even though the latter only on the outer pylons, limiting their number to four. Up to six pods with nineteen unguided 70 mm/2.75” unguided Mk 4/Mk 40 Folding-Fin Aerial Rocket (Mighty Mouse FFARs) were another armament option.
Beyond these air-to-air weapons, a wide range of other ordnance could be carried. This included the AGM-12 “Bullpup” guided missile (which necessitated a guidance pod on the right inner wing hardpoint), bombs or napalm tanks of up to 1.000 lb caliber, missile pods, drop tanks and ECM pods. The FJ-4B’s strike capabilities were mostly retained, even though the dedicated fighter lost the ability to carry and deliver nuclear weapons in order to save weight and internal space for the radar equipment.
The first FJ-5, a converted early FJ-4, made its maiden flight in April 1958. After a short and successful test phase, the type was quickly put into production and introduced to service with US Navy and US Marine Corps units. The new fighter was quickly nicknamed “Fury Dog” by its crews, a reminiscence of the USAF’s F-86D “Sabre Dog” and its characteristic nose section, even though the FJ-5 was officially still just called “Fury”, like its many quite different predecessors.
With the new unified designation system adopted in 1962, the FJ-4 became the F-1E, the FJ-4B the AF-1E and the FJ-5 the F-1F. From the prolific Fury family, only the FJ-5/F-1F became involved in a hot conflict: in late 1966, the USMC deployed F-1Fs to Vietnam, where they primarily flew escort and top cover missions for fighter bombers (esp. A-4 Skyhawks) from Da Nang AB, South Vietnam, plus occasional close air support missions (CAS) on their own. The Marines’ F-1Fs remained in Vietnam until 1970, with a single air-to-air victory (a North-Vietnamese MiG-17 was shot down with a Sidewinder missile), no losses and only one aircraft seriously damaged by anti-aircraft artillery (AAA) fire.
After this frontline experience, a radar upgrade with an AN/APQ-124 was briefly considered but never carried out, since the F-1F showed the age of the original Fifties design – the type already lacked overall performance for an all-weather fighter that could effectively engage supersonic bomber targets or low flying attack aircraft. However, the aircraft was still popular because of its ruggedness, good handling characteristics and compact dimensions.
Other upgrades that would improve the F-1F’s strike capability, e. g. additional avionics to deploy the AGM-62 Walleye glide bomb or the new AGM-65 Maverick, esp. the USMC’s laser-guided AGM-65E variant, were also rejected, because more capable types for both interceptor and attack roles, namely the Mach 2 Douglas F-4 Phantom II and the LTV A-7 Corsair II, had been introduced in the meantime.
Another factor that denied any updates were military budget cuts. Furthermore, the contemporary F-8 Crusader offered a better performance and was therefore selected in favor of the F-1F to be updated to the H-L variants. In the wake of this decision, all F-1Fs still in Navy service were, together with the decommission of the last Essex Class carriers, in 1975 handed over to the USMC in order to purge the Navy’s inventory and simplify maintenance and logistics.
FJ-4 and FJ-4B Fury fighter bombers served with United States Naval Reserve units until the late 1960s, while the F-1F soldiered on with the USMC until the early Eighties, even though only in reserve units. A considerable number had the heavy radar equipment removed and replaced by ballast in the late Seventies, and they were used as fighter-bombers, for dissimilar air combat training (simulating Soviet fighter types like the MiG-17 and -19), as high-speed target tugs or as in-flight refueling tankers, since the FJ-5 inherited this capability from the FJ-4, with up to two buddy packs under the wings. A few machines survived long enough to receive a new low-visibility livery.
However, even in the USMC reserve units, the FJ-5 was soon replaced by A-4 Skyhawks, due to the age of the airframes and further fleet reduction measures. The last F-1F was retired in 1982, ending the long career of North American’s F-86 design in US service.
A total of 1,196 Furies of all variants were received by the Navy and Marine Corps over the course of its production life, including 152 FJ-4s, 222 FJ-4Bs and 102 FJ-5s.
General characteristics:
Crew: 1
Length: 40 ft 3 in (12.27 m)
Wingspan: 39 ft 1 in (11.9 m)
Height: 13 ft 11 in (4.2 m)
Wing area: 338.66 ft² (31.46 m²)
Empty weight: 13,518 lb (6,132 kg)
Gross weight: 19,975 lb (9,060 kg)
Max. takeoff weight: 25,880 lb (11,750 kg)
Powerplant:
1× Wright J65-W-18 turbojet with 7,400 lbf (32.9 kN) dry thrust
and 10,500 lbf (46.7 kN) with afterburner
Performance:
Maximum speed: 708 mph (1,139 km/h, 615 kn) at sea level,
737 mph (1,188 km/h/Mach 0.96) at height
Range: 2,020 mi (3,250 km) with 2× 200 gal (760 l) drop tanks and 2× AIM-9 missiles
Service ceiling: 49,750 ft (15,163 m)
Rate of climb: 12,150 ft/min (61.7 m/s)
Wing loading: 69.9 lb/ft² (341.7 kg/m²)
Armament:
4× 20 mm (0.787 in) Colt Mk 12 cannon (144 RPG, 578 rounds in total)
6× underwing hardpoints for 3,000 lb (1,400 kg) of ordnance, including AIM-9 and AIM-7 missiles
The kit and its assembly:
A project I had on the agenda for a long time. But, due to the major surgeries involved, I have been pushing it away – until the “In the navy” group build at whatifmolders.com came along in early 2020. So I collected my courage, dusted off the donor kits that had already been stashed away for years, and eventually started work.
The original inspiration was the F-8 Crusader’s career: I really like the look of the late RF-8s, which were kept long enough in service to receive the Eighties’ Low-Viz USN “Compass Ghost” livery. This looks cool, but also a little wrong. And what if the FJ-4B had been kept in service long enough to receive a similar treatment…?
In order to justify a career extension, I made up an all-weather development of the FJ-4B with a radar and a more powerful engine, a kind of light alternative to the Vought A-7. A plausible solution was a mix of FJ-4B and F-86D parts – this sounds easy, but both aircraft and their respective model kits actually have only VERY little in common.
At its core, the FJ-5 model is a kitbashing of parts from an Emhar FJ-4B (Revell re-boxing) and an Airfix F-86D. The FJ-4B provided the raised cockpit section with the canopy, spine and fin in the form of a complete transplant, which furthermore had to be extended by about 1cm/0.5” because the F-86D is longer than the Fury. The FJ-4B also provided its wings, stabilizers and the landing gear. The Fury’s ventral arrester hook section, a separate part, was also transferred into the F-86D’s lower rear fuselage, under the openings for the air brakes.
For a more lively look, the (thick!) Fury canopy was sawed into two pieces for open display and the flaps were lowered, too.
The cockpit was taken from the Airfix kit, since it would fit well into the lower fuselage and it looked much better than their respective counterparts from the relatively basic Emhar kit, which just comes with a narrow board with a strange, bulky seat-thing. As an extra, the cockpit received side consoles, a scratched gunsight and a different ejection seat that raised the pilot’s position into the Fury’s higher canopy.
Since the F-1F was supposed to be a fighter, still equipped with the radar set, I retained the OOB pylons from the Fury with its four launch rails. For an aircraft late in the career, I gave it a reduced ordnance, though, just a pair of drop tanks (left over from a Matchbox F3D Skyknight; I wanted something more slender than the stubby OOB drop tanks from the Emhar Fury kit), plus a better Sidewinder training round (hence its blue body) and a single red ACMI data pod on the outer pylons, as an aerial combat training outfit and nice color highlights on the otherwise dull/grey aircraft.
Painting and markings:
As mentioned above, the idea for livery was a vintage aircraft in modern, subdued markings. So I adapted the early USN Compass Ghost scheme, and the F-1F received a two-tone livery in FS 36320 and 36375 (Dark and Light Compass Ghost Grey, Humbrol 128 and 127, respectively) with a high, wavy waterline and a light fin. In front of the cockpit, a slightly darker anti-glare panel in Humbrol 145 (FS 35237) was added, inspired by early USN F-14s in Compass Ghost camouflage.
The radome was painted with Humbrol 156, for a slightly darker/different shade of grey than the aircraft’s upper surfaces – I considered a black or a beige (unpainted glass fiber) radome first, but that would have been a very harsh contrast to the rest.
The landing gear as well as the air intake duct were painted glossy white (Humbrol 22), the cockpit became medium grey (Humbrol 140, Dark Gull Gray). The inside of the air brakes as well es the edges of the flaps, normally concealed when they are retracted, were painted in bright red (Humbrol 174). The same tone was also used to highlight the edges of the land gear covers.
The grey leading edges on the wings the stabilizers were created with decal sheet strips (generic material from TL Modellbau), the gun blast plates were made with silver decal material.
In order to give the model a worn look, I applied a black ink wash, an overall, light treatment with graphite and some post shading. Some extra graphite was applied around the exhaust and the gun nozzles.
The markings were taken for an USMC A-4E/F from a Revell kit (which turned out to be a bit bluish). I wanted a consequent dull/toned-down look, typical for early Compass Ghost aircraft. Later, colored highlights, roundels and squadron markings crept back onto the aircraft, but in the early Eighties many USN/USMC machines were consequently finished in a grey-in-grey livery.
Finally, the model was sealed with matt acrylic varnish (Italeri) and the ordnance added.
Well, the end result looks simple, but creating this kitbashed Fury all-weather fighter was pretty demanding. Even though both the Fury and the F-86D are based on the same aircraft, they are completely different, and the same is also true for the model kits. It took major surgeries and body sculpting to weld the parts together. But I am quite happy with the outcome, the fictional F-1F looks pretty conclusive and natural, also in the (for this aircraft) unusual low-viz livery.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
The North American FJ-4 Fury was a swept-wing carrier-capable fighter-bomber for the United States Navy and Marine Corps. The final development in a lineage that included the Air Force's F-86 Sabre, the FJ-4 shared its general layout and engine with the earlier FJ-3, but, compared to that of the FJ-3, the FJ-4's new wing was much thinner, with a six percent thickness-to-chord ratio, and featured skin panels milled from solid alloy plates. It also had an increased area and tapered more sharply towards the tips. Slight camber behind the leading edge improved low speed characteristics. The main landing gear design had to be considerably modified to fold wheel and strut within the contours of the new wing. The track of the main wheels was increased, and because they were closer to the center of gravity, there was less weight on the nosewheel. Wing folding was limited to the outer wing panels.
The FJ-4 was intended as an all-weather interceptor, a role that required considerable range on internal fuel. The FJ-4 had 50% more fuel capacity than the FJ-3 and was lightened by omitting armor and reducing ammunition capacity. The new wing was "wet"; that is, it provided for integral fuel tankage. The fuselage was deepened to add more fuel and had a distinctive "razorback" rear deck. A modified cockpit made the pilot more comfortable during the longer missions. The tail surfaces were also extensively modified, had a thinner profile and featured an extended, taller fin. The overall changes resulted in an aircraft that had little in common with the earlier models, although a family resemblance was still present.
The FJ-4 was developed into a family of aircraft. Of the original order for 221 FJ-4 day fighters, the last 71 were modified into the FJ-4B fighter-bomber version. This had a stronger wing with six instead of four underwing stations and stronger landing gear. Additional aerodynamic brakes under the aft fuselage made landing safer by allowing pilots to use higher thrust settings and were also useful for dive attacks. External load was doubled. The most important characteristic of the FJ-4B was, since the Navy was eager to maintain a nuclear role in its rivalry with the Air Force, that it was capable of carrying a nuclear weapon on the inboard port station. For the delivery of nuclear weapons, the FJ-4B was equipped with the Low-Altitude Bombing System (LABS), and with this capability it replaced the carrier-based A-3 Skywarrior bombers, which were not suited well for the new low-level approach tactics.
In April 1956, the Navy ordered 151 more FJ-4Bs, 10 US Navy squadrons became equipped with the FJ-4B, and the type was also flown by three Marine squadrons. At the same time, the Navy requested a carrier-borne fighter with all-weather capability, radar-guided missiles and a higher performance. This new type was to replace several 1st generation US Navy jets, including the ponderous and heavy Douglas F3D Skyknight, the lackluster Vought F7U as well as the Grumman F9F-8 Cougar. This requirement led to the Douglas F4D Skyray and North American’s FJ-5, another thorough modification of the Fury’s basic design and its eventual final evolution stage.
North American’s FJ-5 was designed with compact dimensions in mind, so that the type could be operated on older Essex Class carriers, which offered rather limited storage and lift space. At the time of the FJ-5’s conception, several of these carriers were still in service – and this argument led to an order for the FJ-5 in addition to the F4D.
For the FJ-5, the FJ-4’s aerodynamic surfaces were retained, but the fuselage had to be modified considerably in order to accept an APQ-50A radar with a parabolic 24 inches diameter antenna in the nose. The radome was placed above the air intake, similar to the F-86D, and coupled with an Aero 13F fire-control system, which together provided full all-weather capability and information on automatic firing of rockets.
A deeper rear fuselage became necessary, too, because the FJ-5 was powered by a reheated J65-W-18 engine (a development of the Armstrong Siddeley Sapphire turbojet, optimized for a naval environment), which delivered up to 10,500 lbf (47 kN) at full power instead of the FJ-4’s original 7,700 lbf (34 kN). This upgrade had, limited by the airframe’s aerodynamics, only marginal impact on the aircraft’s top speed, but the extra power almost doubled its initial rate of climb, slightly raised the service ceiling and markedly improved acceleration and carrier operations handling through a better response to throttle input and a higher margin of power reserves.
Internal armament still consisted of four 20mm cannon. These had to be placed lower in the nose now, flanking the air intake underneath the radome. The FJ-4B’s six underwing hardpoints were retained and could carry AIM-9 Sidewinders (both the IR-guided AIM-9B as well as the Semi-Active Radar Homing (SARH) AIM-9C) as well as the new radar-guided medium-range AIM-7C Sparrow, even though the latter only on the outer pylons, limiting their number to four. Up to six pods with nineteen unguided 70 mm/2.75” unguided Mk 4/Mk 40 Folding-Fin Aerial Rocket (Mighty Mouse FFARs) were another armament option.
Beyond these air-to-air weapons, a wide range of other ordnance could be carried. This included the AGM-12 “Bullpup” guided missile (which necessitated a guidance pod on the right inner wing hardpoint), bombs or napalm tanks of up to 1.000 lb caliber, missile pods, drop tanks and ECM pods. The FJ-4B’s strike capabilities were mostly retained, even though the dedicated fighter lost the ability to carry and deliver nuclear weapons in order to save weight and internal space for the radar equipment.
The first FJ-5, a converted early FJ-4, made its maiden flight in April 1958. After a short and successful test phase, the type was quickly put into production and introduced to service with US Navy and US Marine Corps units. The new fighter was quickly nicknamed “Fury Dog” by its crews, a reminiscence of the USAF’s F-86D “Sabre Dog” and its characteristic nose section, even though the FJ-5 was officially still just called “Fury”, like its many quite different predecessors.
With the new unified designation system adopted in 1962, the FJ-4 became the F-1E, the FJ-4B the AF-1E and the FJ-5 the F-1F. From the prolific Fury family, only the FJ-5/F-1F became involved in a hot conflict: in late 1966, the USMC deployed F-1Fs to Vietnam, where they primarily flew escort and top cover missions for fighter bombers (esp. A-4 Skyhawks) from Da Nang AB, South Vietnam, plus occasional close air support missions (CAS) on their own. The Marines’ F-1Fs remained in Vietnam until 1970, with a single air-to-air victory (a North-Vietnamese MiG-17 was shot down with a Sidewinder missile), no losses and only one aircraft seriously damaged by anti-aircraft artillery (AAA) fire.
After this frontline experience, a radar upgrade with an AN/APQ-124 was briefly considered but never carried out, since the F-1F showed the age of the original Fifties design – the type already lacked overall performance for an all-weather fighter that could effectively engage supersonic bomber targets or low flying attack aircraft. However, the aircraft was still popular because of its ruggedness, good handling characteristics and compact dimensions.
Other upgrades that would improve the F-1F’s strike capability, e. g. additional avionics to deploy the AGM-62 Walleye glide bomb or the new AGM-65 Maverick, esp. the USMC’s laser-guided AGM-65E variant, were also rejected, because more capable types for both interceptor and attack roles, namely the Mach 2 Douglas F-4 Phantom II and the LTV A-7 Corsair II, had been introduced in the meantime.
Another factor that denied any updates were military budget cuts. Furthermore, the contemporary F-8 Crusader offered a better performance and was therefore selected in favor of the F-1F to be updated to the H-L variants. In the wake of this decision, all F-1Fs still in Navy service were, together with the decommission of the last Essex Class carriers, in 1975 handed over to the USMC in order to purge the Navy’s inventory and simplify maintenance and logistics.
FJ-4 and FJ-4B Fury fighter bombers served with United States Naval Reserve units until the late 1960s, while the F-1F soldiered on with the USMC until the early Eighties, even though only in reserve units. A considerable number had the heavy radar equipment removed and replaced by ballast in the late Seventies, and they were used as fighter-bombers, for dissimilar air combat training (simulating Soviet fighter types like the MiG-17 and -19), as high-speed target tugs or as in-flight refueling tankers, since the FJ-5 inherited this capability from the FJ-4, with up to two buddy packs under the wings. A few machines survived long enough to receive a new low-visibility livery.
However, even in the USMC reserve units, the FJ-5 was soon replaced by A-4 Skyhawks, due to the age of the airframes and further fleet reduction measures. The last F-1F was retired in 1982, ending the long career of North American’s F-86 design in US service.
A total of 1,196 Furies of all variants were received by the Navy and Marine Corps over the course of its production life, including 152 FJ-4s, 222 FJ-4Bs and 102 FJ-5s.
General characteristics:
Crew: 1
Length: 40 ft 3 in (12.27 m)
Wingspan: 39 ft 1 in (11.9 m)
Height: 13 ft 11 in (4.2 m)
Wing area: 338.66 ft² (31.46 m²)
Empty weight: 13,518 lb (6,132 kg)
Gross weight: 19,975 lb (9,060 kg)
Max. takeoff weight: 25,880 lb (11,750 kg)
Powerplant:
1× Wright J65-W-18 turbojet with 7,400 lbf (32.9 kN) dry thrust
and 10,500 lbf (46.7 kN) with afterburner
Performance:
Maximum speed: 708 mph (1,139 km/h, 615 kn) at sea level,
737 mph (1,188 km/h/Mach 0.96) at height
Range: 2,020 mi (3,250 km) with 2× 200 gal (760 l) drop tanks and 2× AIM-9 missiles
Service ceiling: 49,750 ft (15,163 m)
Rate of climb: 12,150 ft/min (61.7 m/s)
Wing loading: 69.9 lb/ft² (341.7 kg/m²)
Armament:
4× 20 mm (0.787 in) Colt Mk 12 cannon (144 RPG, 578 rounds in total)
6× underwing hardpoints for 3,000 lb (1,400 kg) of ordnance, including AIM-9 and AIM-7 missiles
The kit and its assembly:
A project I had on the agenda for a long time. But, due to the major surgeries involved, I have been pushing it away – until the “In the navy” group build at whatifmolders.com came along in early 2020. So I collected my courage, dusted off the donor kits that had already been stashed away for years, and eventually started work.
The original inspiration was the F-8 Crusader’s career: I really like the look of the late RF-8s, which were kept long enough in service to receive the Eighties’ Low-Viz USN “Compass Ghost” livery. This looks cool, but also a little wrong. And what if the FJ-4B had been kept in service long enough to receive a similar treatment…?
In order to justify a career extension, I made up an all-weather development of the FJ-4B with a radar and a more powerful engine, a kind of light alternative to the Vought A-7. A plausible solution was a mix of FJ-4B and F-86D parts – this sounds easy, but both aircraft and their respective model kits actually have only VERY little in common.
At its core, the FJ-5 model is a kitbashing of parts from an Emhar FJ-4B (Revell re-boxing) and an Airfix F-86D. The FJ-4B provided the raised cockpit section with the canopy, spine and fin in the form of a complete transplant, which furthermore had to be extended by about 1cm/0.5” because the F-86D is longer than the Fury. The FJ-4B also provided its wings, stabilizers and the landing gear. The Fury’s ventral arrester hook section, a separate part, was also transferred into the F-86D’s lower rear fuselage, under the openings for the air brakes.
For a more lively look, the (thick!) Fury canopy was sawed into two pieces for open display and the flaps were lowered, too.
The cockpit was taken from the Airfix kit, since it would fit well into the lower fuselage and it looked much better than their respective counterparts from the relatively basic Emhar kit, which just comes with a narrow board with a strange, bulky seat-thing. As an extra, the cockpit received side consoles, a scratched gunsight and a different ejection seat that raised the pilot’s position into the Fury’s higher canopy.
Since the F-1F was supposed to be a fighter, still equipped with the radar set, I retained the OOB pylons from the Fury with its four launch rails. For an aircraft late in the career, I gave it a reduced ordnance, though, just a pair of drop tanks (left over from a Matchbox F3D Skyknight; I wanted something more slender than the stubby OOB drop tanks from the Emhar Fury kit), plus a better Sidewinder training round (hence its blue body) and a single red ACMI data pod on the outer pylons, as an aerial combat training outfit and nice color highlights on the otherwise dull/grey aircraft.
Painting and markings:
As mentioned above, the idea for livery was a vintage aircraft in modern, subdued markings. So I adapted the early USN Compass Ghost scheme, and the F-1F received a two-tone livery in FS 36320 and 36375 (Dark and Light Compass Ghost Grey, Humbrol 128 and 127, respectively) with a high, wavy waterline and a light fin. In front of the cockpit, a slightly darker anti-glare panel in Humbrol 145 (FS 35237) was added, inspired by early USN F-14s in Compass Ghost camouflage.
The radome was painted with Humbrol 156, for a slightly darker/different shade of grey than the aircraft’s upper surfaces – I considered a black or a beige (unpainted glass fiber) radome first, but that would have been a very harsh contrast to the rest.
The landing gear as well as the air intake duct were painted glossy white (Humbrol 22), the cockpit became medium grey (Humbrol 140, Dark Gull Gray). The inside of the air brakes as well es the edges of the flaps, normally concealed when they are retracted, were painted in bright red (Humbrol 174). The same tone was also used to highlight the edges of the land gear covers.
The grey leading edges on the wings the stabilizers were created with decal sheet strips (generic material from TL Modellbau), the gun blast plates were made with silver decal material.
In order to give the model a worn look, I applied a black ink wash, an overall, light treatment with graphite and some post shading. Some extra graphite was applied around the exhaust and the gun nozzles.
The markings were taken for an USMC A-4E/F from a Revell kit (which turned out to be a bit bluish). I wanted a consequent dull/toned-down look, typical for early Compass Ghost aircraft. Later, colored highlights, roundels and squadron markings crept back onto the aircraft, but in the early Eighties many USN/USMC machines were consequently finished in a grey-in-grey livery.
Finally, the model was sealed with matt acrylic varnish (Italeri) and the ordnance added.
Well, the end result looks simple, but creating this kitbashed Fury all-weather fighter was pretty demanding. Even though both the Fury and the F-86D are based on the same aircraft, they are completely different, and the same is also true for the model kits. It took major surgeries and body sculpting to weld the parts together. But I am quite happy with the outcome, the fictional F-1F looks pretty conclusive and natural, also in the (for this aircraft) unusual low-viz livery.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
The North American FJ-4 Fury was a swept-wing carrier-capable fighter-bomber for the United States Navy and Marine Corps. The final development in a lineage that included the Air Force's F-86 Sabre, the FJ-4 shared its general layout and engine with the earlier FJ-3, but, compared to that of the FJ-3, the FJ-4's new wing was much thinner, with a six percent thickness-to-chord ratio, and featured skin panels milled from solid alloy plates. It also had an increased area and tapered more sharply towards the tips. Slight camber behind the leading edge improved low speed characteristics. The main landing gear design had to be considerably modified to fold wheel and strut within the contours of the new wing. The track of the main wheels was increased, and because they were closer to the center of gravity, there was less weight on the nosewheel. Wing folding was limited to the outer wing panels.
The FJ-4 was intended as an all-weather interceptor, a role that required considerable range on internal fuel. The FJ-4 had 50% more fuel capacity than the FJ-3 and was lightened by omitting armor and reducing ammunition capacity. The new wing was "wet"; that is, it provided for integral fuel tankage. The fuselage was deepened to add more fuel and had a distinctive "razorback" rear deck. A modified cockpit made the pilot more comfortable during the longer missions. The tail surfaces were also extensively modified, had a thinner profile and featured an extended, taller fin. The overall changes resulted in an aircraft that had little in common with the earlier models, although a family resemblance was still present.
The FJ-4 was developed into a family of aircraft. Of the original order for 221 FJ-4 day fighters, the last 71 were modified into the FJ-4B fighter-bomber version. This had a stronger wing with six instead of four underwing stations and stronger landing gear. Additional aerodynamic brakes under the aft fuselage made landing safer by allowing pilots to use higher thrust settings and were also useful for dive attacks. External load was doubled. The most important characteristic of the FJ-4B was, since the Navy was eager to maintain a nuclear role in its rivalry with the Air Force, that it was capable of carrying a nuclear weapon on the inboard port station. For the delivery of nuclear weapons, the FJ-4B was equipped with the Low-Altitude Bombing System (LABS), and with this capability it replaced the carrier-based A-3 Skywarrior bombers, which were not suited well for the new low-level approach tactics.
In April 1956, the Navy ordered 151 more FJ-4Bs, 10 US Navy squadrons became equipped with the FJ-4B, and the type was also flown by three Marine squadrons. At the same time, the Navy requested a carrier-borne fighter with all-weather capability, radar-guided missiles and a higher performance. This new type was to replace several 1st generation US Navy jets, including the ponderous and heavy Douglas F3D Skyknight, the lackluster Vought F7U as well as the Grumman F9F-8 Cougar. This requirement led to the Douglas F4D Skyray and North American’s FJ-5, another thorough modification of the Fury’s basic design and its eventual final evolution stage.
North American’s FJ-5 was designed with compact dimensions in mind, so that the type could be operated on older Essex Class carriers, which offered rather limited storage and lift space. At the time of the FJ-5’s conception, several of these carriers were still in service – and this argument led to an order for the FJ-5 in addition to the F4D.
For the FJ-5, the FJ-4’s aerodynamic surfaces were retained, but the fuselage had to be modified considerably in order to accept an APQ-50A radar with a parabolic 24 inches diameter antenna in the nose. The radome was placed above the air intake, similar to the F-86D, and coupled with an Aero 13F fire-control system, which together provided full all-weather capability and information on automatic firing of rockets.
A deeper rear fuselage became necessary, too, because the FJ-5 was powered by a reheated J65-W-18 engine (a development of the Armstrong Siddeley Sapphire turbojet, optimized for a naval environment), which delivered up to 10,500 lbf (47 kN) at full power instead of the FJ-4’s original 7,700 lbf (34 kN). This upgrade had, limited by the airframe’s aerodynamics, only marginal impact on the aircraft’s top speed, but the extra power almost doubled its initial rate of climb, slightly raised the service ceiling and markedly improved acceleration and carrier operations handling through a better response to throttle input and a higher margin of power reserves.
Internal armament still consisted of four 20mm cannon. These had to be placed lower in the nose now, flanking the air intake underneath the radome. The FJ-4B’s six underwing hardpoints were retained and could carry AIM-9 Sidewinders (both the IR-guided AIM-9B as well as the Semi-Active Radar Homing (SARH) AIM-9C) as well as the new radar-guided medium-range AIM-7C Sparrow, even though the latter only on the outer pylons, limiting their number to four. Up to six pods with nineteen unguided 70 mm/2.75” unguided Mk 4/Mk 40 Folding-Fin Aerial Rocket (Mighty Mouse FFARs) were another armament option.
Beyond these air-to-air weapons, a wide range of other ordnance could be carried. This included the AGM-12 “Bullpup” guided missile (which necessitated a guidance pod on the right inner wing hardpoint), bombs or napalm tanks of up to 1.000 lb caliber, missile pods, drop tanks and ECM pods. The FJ-4B’s strike capabilities were mostly retained, even though the dedicated fighter lost the ability to carry and deliver nuclear weapons in order to save weight and internal space for the radar equipment.
The first FJ-5, a converted early FJ-4, made its maiden flight in April 1958. After a short and successful test phase, the type was quickly put into production and introduced to service with US Navy and US Marine Corps units. The new fighter was quickly nicknamed “Fury Dog” by its crews, a reminiscence of the USAF’s F-86D “Sabre Dog” and its characteristic nose section, even though the FJ-5 was officially still just called “Fury”, like its many quite different predecessors.
With the new unified designation system adopted in 1962, the FJ-4 became the F-1E, the FJ-4B the AF-1E and the FJ-5 the F-1F. From the prolific Fury family, only the FJ-5/F-1F became involved in a hot conflict: in late 1966, the USMC deployed F-1Fs to Vietnam, where they primarily flew escort and top cover missions for fighter bombers (esp. A-4 Skyhawks) from Da Nang AB, South Vietnam, plus occasional close air support missions (CAS) on their own. The Marines’ F-1Fs remained in Vietnam until 1970, with a single air-to-air victory (a North-Vietnamese MiG-17 was shot down with a Sidewinder missile), no losses and only one aircraft seriously damaged by anti-aircraft artillery (AAA) fire.
After this frontline experience, a radar upgrade with an AN/APQ-124 was briefly considered but never carried out, since the F-1F showed the age of the original Fifties design – the type already lacked overall performance for an all-weather fighter that could effectively engage supersonic bomber targets or low flying attack aircraft. However, the aircraft was still popular because of its ruggedness, good handling characteristics and compact dimensions.
Other upgrades that would improve the F-1F’s strike capability, e. g. additional avionics to deploy the AGM-62 Walleye glide bomb or the new AGM-65 Maverick, esp. the USMC’s laser-guided AGM-65E variant, were also rejected, because more capable types for both interceptor and attack roles, namely the Mach 2 Douglas F-4 Phantom II and the LTV A-7 Corsair II, had been introduced in the meantime.
Another factor that denied any updates were military budget cuts. Furthermore, the contemporary F-8 Crusader offered a better performance and was therefore selected in favor of the F-1F to be updated to the H-L variants. In the wake of this decision, all F-1Fs still in Navy service were, together with the decommission of the last Essex Class carriers, in 1975 handed over to the USMC in order to purge the Navy’s inventory and simplify maintenance and logistics.
FJ-4 and FJ-4B Fury fighter bombers served with United States Naval Reserve units until the late 1960s, while the F-1F soldiered on with the USMC until the early Eighties, even though only in reserve units. A considerable number had the heavy radar equipment removed and replaced by ballast in the late Seventies, and they were used as fighter-bombers, for dissimilar air combat training (simulating Soviet fighter types like the MiG-17 and -19), as high-speed target tugs or as in-flight refueling tankers, since the FJ-5 inherited this capability from the FJ-4, with up to two buddy packs under the wings. A few machines survived long enough to receive a new low-visibility livery.
However, even in the USMC reserve units, the FJ-5 was soon replaced by A-4 Skyhawks, due to the age of the airframes and further fleet reduction measures. The last F-1F was retired in 1982, ending the long career of North American’s F-86 design in US service.
A total of 1,196 Furies of all variants were received by the Navy and Marine Corps over the course of its production life, including 152 FJ-4s, 222 FJ-4Bs and 102 FJ-5s.
General characteristics:
Crew: 1
Length: 40 ft 3 in (12.27 m)
Wingspan: 39 ft 1 in (11.9 m)
Height: 13 ft 11 in (4.2 m)
Wing area: 338.66 ft² (31.46 m²)
Empty weight: 13,518 lb (6,132 kg)
Gross weight: 19,975 lb (9,060 kg)
Max. takeoff weight: 25,880 lb (11,750 kg)
Powerplant:
1× Wright J65-W-18 turbojet with 7,400 lbf (32.9 kN) dry thrust
and 10,500 lbf (46.7 kN) with afterburner
Performance:
Maximum speed: 708 mph (1,139 km/h, 615 kn) at sea level,
737 mph (1,188 km/h/Mach 0.96) at height
Range: 2,020 mi (3,250 km) with 2× 200 gal (760 l) drop tanks and 2× AIM-9 missiles
Service ceiling: 49,750 ft (15,163 m)
Rate of climb: 12,150 ft/min (61.7 m/s)
Wing loading: 69.9 lb/ft² (341.7 kg/m²)
Armament:
4× 20 mm (0.787 in) Colt Mk 12 cannon (144 RPG, 578 rounds in total)
6× underwing hardpoints for 3,000 lb (1,400 kg) of ordnance, including AIM-9 and AIM-7 missiles
The kit and its assembly:
A project I had on the agenda for a long time. But, due to the major surgeries involved, I have been pushing it away – until the “In the navy” group build at whatifmolders.com came along in early 2020. So I collected my courage, dusted off the donor kits that had already been stashed away for years, and eventually started work.
The original inspiration was the F-8 Crusader’s career: I really like the look of the late RF-8s, which were kept long enough in service to receive the Eighties’ Low-Viz USN “Compass Ghost” livery. This looks cool, but also a little wrong. And what if the FJ-4B had been kept in service long enough to receive a similar treatment…?
In order to justify a career extension, I made up an all-weather development of the FJ-4B with a radar and a more powerful engine, a kind of light alternative to the Vought A-7. A plausible solution was a mix of FJ-4B and F-86D parts – this sounds easy, but both aircraft and their respective model kits actually have only VERY little in common.
At its core, the FJ-5 model is a kitbashing of parts from an Emhar FJ-4B (Revell re-boxing) and an Airfix F-86D. The FJ-4B provided the raised cockpit section with the canopy, spine and fin in the form of a complete transplant, which furthermore had to be extended by about 1cm/0.5” because the F-86D is longer than the Fury. The FJ-4B also provided its wings, stabilizers and the landing gear. The Fury’s ventral arrester hook section, a separate part, was also transferred into the F-86D’s lower rear fuselage, under the openings for the air brakes.
For a more lively look, the (thick!) Fury canopy was sawed into two pieces for open display and the flaps were lowered, too.
The cockpit was taken from the Airfix kit, since it would fit well into the lower fuselage and it looked much better than their respective counterparts from the relatively basic Emhar kit, which just comes with a narrow board with a strange, bulky seat-thing. As an extra, the cockpit received side consoles, a scratched gunsight and a different ejection seat that raised the pilot’s position into the Fury’s higher canopy.
Since the F-1F was supposed to be a fighter, still equipped with the radar set, I retained the OOB pylons from the Fury with its four launch rails. For an aircraft late in the career, I gave it a reduced ordnance, though, just a pair of drop tanks (left over from a Matchbox F3D Skyknight; I wanted something more slender than the stubby OOB drop tanks from the Emhar Fury kit), plus a better Sidewinder training round (hence its blue body) and a single red ACMI data pod on the outer pylons, as an aerial combat training outfit and nice color highlights on the otherwise dull/grey aircraft.
Painting and markings:
As mentioned above, the idea for livery was a vintage aircraft in modern, subdued markings. So I adapted the early USN Compass Ghost scheme, and the F-1F received a two-tone livery in FS 36320 and 36375 (Dark and Light Compass Ghost Grey, Humbrol 128 and 127, respectively) with a high, wavy waterline and a light fin. In front of the cockpit, a slightly darker anti-glare panel in Humbrol 145 (FS 35237) was added, inspired by early USN F-14s in Compass Ghost camouflage.
The radome was painted with Humbrol 156, for a slightly darker/different shade of grey than the aircraft’s upper surfaces – I considered a black or a beige (unpainted glass fiber) radome first, but that would have been a very harsh contrast to the rest.
The landing gear as well as the air intake duct were painted glossy white (Humbrol 22), the cockpit became medium grey (Humbrol 140, Dark Gull Gray). The inside of the air brakes as well es the edges of the flaps, normally concealed when they are retracted, were painted in bright red (Humbrol 174). The same tone was also used to highlight the edges of the land gear covers.
The grey leading edges on the wings the stabilizers were created with decal sheet strips (generic material from TL Modellbau), the gun blast plates were made with silver decal material.
In order to give the model a worn look, I applied a black ink wash, an overall, light treatment with graphite and some post shading. Some extra graphite was applied around the exhaust and the gun nozzles.
The markings were taken for an USMC A-4E/F from a Revell kit (which turned out to be a bit bluish). I wanted a consequent dull/toned-down look, typical for early Compass Ghost aircraft. Later, colored highlights, roundels and squadron markings crept back onto the aircraft, but in the early Eighties many USN/USMC machines were consequently finished in a grey-in-grey livery.
Finally, the model was sealed with matt acrylic varnish (Italeri) and the ordnance added.
Well, the end result looks simple, but creating this kitbashed Fury all-weather fighter was pretty demanding. Even though both the Fury and the F-86D are based on the same aircraft, they are completely different, and the same is also true for the model kits. It took major surgeries and body sculpting to weld the parts together. But I am quite happy with the outcome, the fictional F-1F looks pretty conclusive and natural, also in the (for this aircraft) unusual low-viz livery.
W124
Les Grandes Marques du Monde au Grand Palais
Bonhams
Estimated : € 25.000 - 35.000
Sold for € 28.750
Parijs - Paris
Frankrijk - France
February 2018
In 1984 Mercedes-Benz introduced a revised range of seven medium-sized 'E-Class' saloons, all sharing the new W124 body style and with engines ranging from a 2.0-litre four up to a 3,0-litre six. When introduced, this state-of-the art example of automotive technology possessed one of lowest drag coefficients of any passenger vehicle, the 200 model achieving the remarkable figure of 0,28 Cd. Enhanced safety had been another priority, the W124 being designed to withstand an offset impact at 56 km/h from front and rear without serious harm to the occupants, while within the passenger cabin there were numerous clever features contrived to minimise injuries in the event of an accident. Needless to say, build quality and reliability were both excellent.
Larger-engined versions were added as the range matured before the W124's ultimate expression - the limited edition 500 E - arrived in 1991. First shown at the Paris Salon in 1990, the 500 E sports saloon had been developed with assistance from Porsche. It was hand built at Porsche's Zuffenhausen factory, each and every car being transported back and forth between the Mercedes plant and Porsche's Rossle-Bau facility during assembly, taking a full 18 days to complete. The 500 E and face-lifted E 500 were only produced in left-hand drive form for all markets.
Despite possessing all the luxury accoutrements associated with a range-topping Mercedes-Benz, the 500 E contrived to be lighter than the 500 SL sports car. Powered by the latter's 5,0-litre, 32-valve, 326 bhp V8, the 500 E delivered shattering performance, reaching 100 km/h (62 mph) in 6,1 seconds and topping out at around 260 km/h (162 mph). When the W124 range was face-lifted in 1993, model designations changed from suffix to prefix, the 500 E becoming the E 500. In this guise the E 500 was produced until the end of the 1994 model year.
Finished in Brilliant Silver Metallic with Anthracite leather interior, this superb E 500 was built in June 1994. Supplied new in Germany and subsequently delivered to Japan, the car has had two previous owners and is said to be in excellent condition. Noteworthy features include an electric sunroof, electrically adjustable heated front seats, automatic climate control, heat-insulating glass all round, alarm/immobiliser, and an electric rear-window roller blind (full original order specification available). The car is offered with a UK V5C Registration Certificate, roadworthiness certificate, tax form, owner's manual, instruction books, service records, and three keys.
...the sunlight and minutes of this day were rapidly passing. I had followed the Wisconsin Northern south and found a WN job switching at the frac sand plant north of New Auburn (Dovre?). They had an interesting lashup of a blue SD-type leaser, SD39 #40, and GP15 #1500. There was also a loaded lumber car (for Chetek). I waited around with hopes of shooting this job on the way up to Chetek. Unfortunately there was also a lashup of four UP units parked on the main just to the north. Once ready to go north the train pulled up to those units and prepared to add them to the front. Mechanical issues prevented a timely connection and air test. A second job was then consulted on the radio and I broke off to try and intercept this second train that sounded like it was on the way north. No joy there either as I reached Bloomer with no sign of the second job.
I did find a truck delivering to this neat old elevator along the tracks in Bloomer. The old lettering reads, "FOR THE LAND'S SAKE" SOW CRANES SELECTED SEEDS. Not a bad way to end the day and with that properly documented I headed back west.
January 18, 2016.
W124
Les Grandes Marques du Monde au Grand Palais
Bonhams
Estimated : € 25.000 - 35.000
Sold for € 28.750
Parijs - Paris
Frankrijk - France
February 2018
In 1984 Mercedes-Benz introduced a revised range of seven medium-sized 'E-Class' saloons, all sharing the new W124 body style and with engines ranging from a 2.0-litre four up to a 3,0-litre six. When introduced, this state-of-the art example of automotive technology possessed one of lowest drag coefficients of any passenger vehicle, the 200 model achieving the remarkable figure of 0,28 Cd. Enhanced safety had been another priority, the W124 being designed to withstand an offset impact at 56 km/h from front and rear without serious harm to the occupants, while within the passenger cabin there were numerous clever features contrived to minimise injuries in the event of an accident. Needless to say, build quality and reliability were both excellent.
Larger-engined versions were added as the range matured before the W124's ultimate expression - the limited edition 500 E - arrived in 1991. First shown at the Paris Salon in 1990, the 500 E sports saloon had been developed with assistance from Porsche. It was hand built at Porsche's Zuffenhausen factory, each and every car being transported back and forth between the Mercedes plant and Porsche's Rossle-Bau facility during assembly, taking a full 18 days to complete. The 500 E and face-lifted E 500 were only produced in left-hand drive form for all markets.
Despite possessing all the luxury accoutrements associated with a range-topping Mercedes-Benz, the 500 E contrived to be lighter than the 500 SL sports car. Powered by the latter's 5,0-litre, 32-valve, 326 bhp V8, the 500 E delivered shattering performance, reaching 100 km/h (62 mph) in 6,1 seconds and topping out at around 260 km/h (162 mph). When the W124 range was face-lifted in 1993, model designations changed from suffix to prefix, the 500 E becoming the E 500. In this guise the E 500 was produced until the end of the 1994 model year.
Finished in Brilliant Silver Metallic with Anthracite leather interior, this superb E 500 was built in June 1994. Supplied new in Germany and subsequently delivered to Japan, the car has had two previous owners and is said to be in excellent condition. Noteworthy features include an electric sunroof, electrically adjustable heated front seats, automatic climate control, heat-insulating glass all round, alarm/immobiliser, and an electric rear-window roller blind (full original order specification available). The car is offered with a UK V5C Registration Certificate, roadworthiness certificate, tax form, owner's manual, instruction books, service records, and three keys.
I have become quite a forager this spring thanks to my inspiring friends over in the A Slow Year flickr group. I've found all kinds of beautiful and edible things growing semi-wild in my suburban neighborhood and love putting them to good use in my garden. Just last week I discovered that it was grape leaf season so I harvested some from a vine growing out of the community garden and set to work stuffing them.
Most of the recipes I came across called for filling the blanched grape leaves with a mixture of cooked meat and uncooked rice and then simmer/steaming them in a thin layer until the rice was cooked. I wasn't sure about that whole system so I made up my own recipe. These were good. So good I had to pack these four up for lunch the next day before I inhaled them along with the other dozen I had made.
Totally Not Authentic Stuffed Grape Leaves
1/3 lb ground beef
1 tbs goose fat or other cooking fat if necessary
1/2 white onion, diced fine
1/2 tsp dried spearmint
1/4 tsp dried dill
salt and pepper
2/3 cup rice
1/3 cup canned tomatoes, diced with their liquid
1cup chicken stock or water
12 young grape leaves the size of your hand
Trim the stems from the grape leaves with scissors or a sharp knife. Pile six leaves together and dunk them in boiling water, holding them with your tongs, until they change color to a darker, almost olivey green. Take them out and rinse them under cold water. Repeat with the second batch. You want to hold onto them because you want them to stay whole and not tear. Handle them carefully before and after blanching.
Cook up the ground beef along with the onion, salt, pepper, mint and dill. Add more fat to the pan if it's looking dry and add the rice to the pan. Stir and cook until the rice is coated in oil and starting to look a little translucent around the edges. Add the tomatoes, chicken stock and/or water and stir to combine. I added another pinch of mint at this time.
Bring rice mixture to a boil, turn the heat down to a simmer and cover. Cook approximately 20 minutes until the rice is cooked, but the contents are still a little wet. Turn out onto a plate or shallow bowl so it can cool a little.
Lay one grape leaf down on your work surface shiny side down. Add about 2-3 tbs of filling on the "palm" of your grape leaf in a little rectangle or log shape. Fold the bottom of the grape leaf over the filling, then the two sides in. Then roll the filling into the leaf as tightly as you can without ripping the leaf or spilling the filling.
Lay the filled leaf, seam side down, in a bamboo steamer basket and continue to fill the rest of the leaves. When they are all filled and in the steamer place over boiling water and steam for just a few minutes to heat through.
Serve warm or room temperature, as is or with a yogurt sauce. Nuts and dried fruit could easily be added to the filling for an authentic variation.
Qube's 1311 empty containerised paper train from Port Botany to Harefield in southern NSW, arrived in Goulburn this morning with no less than five locomotives. On arrival it detached VL357, before departing with four up front, passing EL60-EL53 which was shunting an empty 2170 consist after it's own arrival from Canberra.
August 4. I had a really fun shoot tonight with Doug Keith in Tiny Town at Mason's Mill Park. A a model, a bunch of strobes, and a bucket-o-flour later, I had a bunch of fun shots which I couldn't choose my favorite from. So I put four up. Check them out - you won't regret it.
Also, if you follow my photos through Facebook I created a fan page in the hopes that it'll make it easier for everyone. Click this text to check it out.
Strobist:
430exii @ 1/8 into reflective umbrella high camera left
LP120 camera left (optical slave)
LP120 camera right (optical slave)
Qube's 1311 empty containerised paper train from Port Botany to Harefield in southern NSW, arrived in Goulburn this morning with no less than five locomotives. On arrival it detached VL357, before departing with four up front, passing EL60-EL53 which was shunting an empty 2170 consist after it's own arrival from Canberra.
It’s actually now been 65 years since Jowett’s Jupiter first hit the streets, but this photo depicts part of a birthday celebration for the car at LeMans. In 1950, just a few months after it’s debut, the unconventional Jupiter won its class (and finished 16th overall) at the grueling 24 hours of LeMans, won overall that year by a Talbot Lago T26.
Jowett was a relatively small British manufacturer which, before the war, had built relatively pedestrian machines. They were competent and dependable but not exciting. That all changed in 1947 with the introduction of the Jowett Javelin, a slick lightweight sedan with a sweet flat four up front. The sophisticated Javelin was, mechanically, light years ahead of most other British vehicles at the time and more modern than many Detroit cars. With plenty of power, durable mechanicals, and a low center of gravity and stiff unibody, Javelins were excellent rally cars and won their class at the Monte Carlo rally in 1949.
It wasn’t long before the company decided to build something a little sportier – and, teaming up with ERA, the Jupiter was born.
In post-WW2 Britain, automakers had to export cars for sale in ordered to be allocated the still-limited quantities of things like steel. Demand for cars was still weak in Britain and government policy favored exporting domestically-produced consumer goods and big-ticket items - which would then bring in currency to the economy. With British sports cars hot in the U.S., it was thought a sports car would be an export hit and help the company expand.
The Jupiter mated a spaceframe chassis with a lightweight aluminum body and the mechanical pieces of the Javelin, which produced arguably the most sophisticated British Sports car of the era short of the Jaguar XK120. The chassis design was done by Ebaran von Eberhost, formerly with Auto Union and then with race-car manufacturer ERA.
As good as the Jupiter was, it wasn’t easy to make, and just 825 (731 mk1s and 94 mk2s) were made. A further 75 chassis were made for coachbuilders, and there were many special bodies for these cars. In 1954, Jowett was working on a follow-up sports car with a cheaper fiberglass body, the R4, but around that time the bottom fell out at the company due to increased competition and the sale of its main body supplier to a competitor.
46 years later, these immaculate Jupiters gathered at LeMans to celebrate the car’s golden anniversary and its 1950 class win.
©2000 A. Kwanten.
I've released another FREE Android game called CONNECT FOUR
You can get it from Google Play
Connect Four (also known as Captain's Mistress, Four Up, Plot Four, Find Four, Fourplay, Four in a Row and Four in a Line) is a two-player game in which the players first choose a color and then take turns dropping colored discs from the top into a seven-column, six-row vertically suspended grid. The pieces fall straight down, occupying the next available space within the column. The object of the game is to connect four of one's own discs of the same color next to each other vertically, horizontally, or diagonally before your opponent.
Features:
- Single Player vs. CPU
- 10 difficulty levels
- Two Players
- Undo function
- Sounds and Vibrations
- Beautiful graphics with 7 inch and 10 inch tablet support
- Support for slower and low resolution phones
- Multilanguage (English - default, Italian, Slovenian and Croatian + more to come)
This game is ideal to play on the beach in the summer - so try it out.
Developed using AndEngine GLES 2
Tested with Samsung Galaxy S3
Follow my development projects on: www.adesignstudio.net
Follow my photography blog on: photo.adesignstudio.net
Four pictures.
On the left is as normal as I can get with a full spectrum camera, UV&IR blocked and a custom white balance. Next to it is a simple trichome combining red, green and blue. After that is adding yellow. Finally on the right is adding infrared to the red channel.
Four UP units for a northbound coal train as it rolls through Dubuque Junction on a very dreary January morning.
66728 Leads with 66741/66738/69008 through Metheringham with 6E86 08.15 Middleton Towers to Monk Bretton sand freight on Thursday 2nd January 2025.
W124
Les Grandes Marques du Monde au Grand Palais
Bonhams
Estimated : € 25.000 - 35.000
Sold for € 28.750
Parijs - Paris
Frankrijk - France
February 2018
In 1984 Mercedes-Benz introduced a revised range of seven medium-sized 'E-Class' saloons, all sharing the new W124 body style and with engines ranging from a 2.0-litre four up to a 3,0-litre six. When introduced, this state-of-the art example of automotive technology possessed one of lowest drag coefficients of any passenger vehicle, the 200 model achieving the remarkable figure of 0,28 Cd. Enhanced safety had been another priority, the W124 being designed to withstand an offset impact at 56 km/h from front and rear without serious harm to the occupants, while within the passenger cabin there were numerous clever features contrived to minimise injuries in the event of an accident. Needless to say, build quality and reliability were both excellent.
Larger-engined versions were added as the range matured before the W124's ultimate expression - the limited edition 500 E - arrived in 1991. First shown at the Paris Salon in 1990, the 500 E sports saloon had been developed with assistance from Porsche. It was hand built at Porsche's Zuffenhausen factory, each and every car being transported back and forth between the Mercedes plant and Porsche's Rossle-Bau facility during assembly, taking a full 18 days to complete. The 500 E and face-lifted E 500 were only produced in left-hand drive form for all markets.
Despite possessing all the luxury accoutrements associated with a range-topping Mercedes-Benz, the 500 E contrived to be lighter than the 500 SL sports car. Powered by the latter's 5,0-litre, 32-valve, 326 bhp V8, the 500 E delivered shattering performance, reaching 100 km/h (62 mph) in 6,1 seconds and topping out at around 260 km/h (162 mph). When the W124 range was face-lifted in 1993, model designations changed from suffix to prefix, the 500 E becoming the E 500. In this guise the E 500 was produced until the end of the 1994 model year.
Finished in Brilliant Silver Metallic with Anthracite leather interior, this superb E 500 was built in June 1994. Supplied new in Germany and subsequently delivered to Japan, the car has had two previous owners and is said to be in excellent condition. Noteworthy features include an electric sunroof, electrically adjustable heated front seats, automatic climate control, heat-insulating glass all round, alarm/immobiliser, and an electric rear-window roller blind (full original order specification available). The car is offered with a UK V5C Registration Certificate, roadworthiness certificate, tax form, owner's manual, instruction books, service records, and three keys.
A northbound mixed consist totalling 111 cars heading past the cement plant situated at Monolith, a couple of miles from Summit. We're just under 4000 feet above sea level here, the actual summit is 4028 feet.
This Union Pacific consist has five locomotives, four up front and a helper at rear, although the fourth loco was dead in tow. They are #5564 and 5386, GE C44ACCTE's, #4635 and 4592 (the DIT loco), both EMD SD70-M's, and out of sight on the rear is # 5426, another C44ACCTE.
And the consist? Box cars, box wagons, tanks, refridgerated cars, hoppers, you name it, it was probably there...
29 June 2013
On especially heavy or long freights climbing the Tehachapi Mountains, Southern Pacific would use a second set of helpers about 2/3 of the way back, which in this shot, are exiting Tunnel 9 at the bottom of the famous Loop. This manifest had a total of ten units: four up front, four more at about 1/3, and then two more. All EMD! Man, I miss that great EMD sound!
The Standing Stones of Stenness form an impressive Neolithic monument on the mainland of Orkney, Scotland. Various traditions associated with the stones survived into the modern era and they form part of the Heart of Neolithic Orkney World Heritage Site.
The surviving stones are sited on a promontory at the south bank of the stream that joins the southern ends of the sea loch Loch of Stenness and the freshwater Loch of Harray. The name, pronounced stane-is, comes from Old Norse meaning stone headland. The stream is now bridged, but at one time was crossed by a stepping stone causeway, and the Ring of Brodgar lies about 1.2 km (3/4 mile) away to the north-west, across the stream and near the tip of the isthmus formed between the two lochs. Maeshowe chambered cairn is about 1.2 km (3/4 mile) to the east of the Standing Stones of Stenness and several other Neolithic monuments also lie in the vicinity, suggesting that this area had particular importance. The Stenness Watch Stone stands outside the circle, next to the modern bridge leading to the Ring of Brodgar.
The stones are thin slabs, approximately 300 mm (1 ft) thick. Four, up to about 5 m (16 ft) high, were originally elements of a stone circle of 12 stones, laid out in an ellipse about 32 m (104 ft) diameter on a levelled platform of 44 m (144 ft) diameter surrounded by a ditch. The ditch is cut into rock by as much as 2 m (7 ft) depth and is 7 m (23 ft) wide, surrounded by an earth bank, with a single entrance causeway on the north side. The entrance faces towards the Neolithic Barnhouse Settlement which has been found adjacent to the Loch of Harray. The Watch Stone stands outside the circle to the north-west and is 5.6 m (18 ft) high. Other smaller stones include a square stone setting in the centre of the circle platform where cremated bone, charcoal and pottery were found, and animal bones were found in the ditch. The pottery links the monument to Skara Brae and Maeshowe, and the site is thought to date from at least 3000 BC.
(Wikipedia)
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Wherever being in Outer Hebrides, northern Highlands or in Orkney, we finally found stones standing silently in the blowing wind...
On the 29th January 2018 the "Sea Charente" (1996, 2,100DWT) unloads a cargo from Erith on the Thames at Teignmouth. The "Smarago" (2003, 3,195DWT) waits her turn astern having arrived from Blaye, France.
Teignmouth has seen 16 ships in January, four up on last year. 2017 was the best year for tonnage through the port since 2008 so hopefully the upward trend is continuing.
Royale Sabre (1990) Engine 3 litre Ford
Registration Number JIW 420
ROYALE CARS SET
www.flickr.com/photos/45676495@N05/sets/72157623815123508...
Royale cars of Bamber Bridge was founded by John Barlow in 1990, offering two models of 1930's-40's style kit cars, the Windsor, with a passing resemblence to a Bentley Mk,VI, and the Sabre with a nod to the styling of the BMW 327. Designed by John Barlow, both kits wer based on a substantial, steel, ladder-frame chassis clad in aluminium/glassfibre bodywork with reinforcing door bars for increased crash protection, and had good build quality. Ford Sierra/Granada running gear was the norm, with engines ranging from the 1.6-litre four up to the 2.9-litre V6.
The rights to the designs passed to a firm in the Netherlands, then to the Vintage Motor Company of Carcroft, Doncaster and finally to Asquith Motors Ltd of London and a relaunch of the Sabre was planned.
Many Thanks for a fan'dabi'dozi 26,086,500 views
Shot 09:06:2014 ar The Luton Classic Car Show, Stockwell Park, Luton REF 102-646
Exile in the Vastari - Chapter Four: Up From the Depths
From the journals of Raphael of Gannetgul, recorded during his time in exile.
“I have been exploring the Mines of Myst for what feels like hours; however, no evidence can be found of any living dwarves. Merely the odd pick or shovel is all that remains of their race beneath the granite peaks of the Myst Range. The still darkness of these dusky corridors seemed to be a welcomed change from the unyielding desert sun. That is until I just barely avoided becoming the next victim for a haunter of these depths. While crossing what seemed to be a bottomless chasm, a great set of spindly legs groped up from the dark pit and eight blood red eyes glowed hungrily as the beast lunged. I narrowly dodged the beast’s venomous fangs as I dove the remaining distance to solid ground. Looking behind me, I saw the great horror silhouetted in the flickering light of my torch. A great six-legged abomination. A creature born in the darkest depths of the earth. I turned and ran through the darkness, battering my legs as I traveled ever deeper into the mines.
I couldn’t help but wonder as I ran through the cave if that beast was a creature of nature, or something much more sinister in origin. The dwarves do not worship the Seven Divines, they have their own beliefs centered around the twin concepts of creation and destruction. Ruled over by two powerful beings, a great forge smith and an equally great destroyer. I have herd tale of the minions of the destroyer… abyssal terrors spawned from a hellish pit of blackness and unyielding despair. Perhaps there is more to the pagan beliefs of the dwarves than I once thought.
Anora preserve me, I am a pilgrim in a bleak and dangerous land.”
For the entire story, click here... www.flickr.com/photos/10211834@N07/sets/72157635218437758...
For more information on the Vastari Desert, or to follow Raphael's progress... Click this link... www.flickr.com/photos/10211834@N07/9508632581/
Comments and feedback are always welcome!
The village of Olveston, seven or eight miles north of Bristol, is associated with a number of my memories. As little more than a boy I sometimes used to come through here on my bicycle for a good long stare at the Severn Bridge, then under construction. I returned to Downend via Avonmouth and the centre of Bristol. Where did I find the energy? Not so very long after ...was it 1967? ...I was making a delivery to the village's general store for my first employer when the very first Concorde prototype passed directly overhead on its maiden flight from Filton.
Ten years later I was driving buses to Olveston. Here, too, there were noteworthy happenings. This duty involved leaving Bristol Bus Station at 05:42. Upon reaching Olveston the bus departed at 06:38 for Filton, being mainly patronised by BAC and Rolls-Royce workers. It returned at 07:13 from Filton to Olveston, leaving the village for the second time at 07:46 for Bristol. One morning, approaching Olveston on the journey from Filton, I noticed something odd about the trajectory of a motor-cycle approaching from the opposite direction. It seemed to be veering out towards the crown of the road ...cripes! ...on a collision course with the bus. With a tall hedge on the nearside there wasn't much I could do by way of "avoiding action". As the motor-bike got closer I could see sparks coming from underneath. I squirmed the bus up against the hedge, the motor-bike zoomed under the cab window and struck the back corner a glancing blow. The rider went sprawling across the tarmac but got up with no more than abrasions and torn clothing. He said that he had lost control when his bike's stand had dropped down into contact with the road.
On another morning when I was doing this same duty I had somehow not particularly fancied my breakfast. Throughout the duration of the two journeys to Olveston I felt progressively queasy. Back at the bus station I pondered whether or not to make an attempt on some canteen toast. But suddenly I knew I was going to be sick. I made a dash for the staff toilets and just made it, slamming and bolting the door behind me ...although hurling is a difficult thing to keep entirely to one's self. There was a hissing noise in my ears and I blacked out, coming to ...I suppose a few moments later... on my knees with my left elbow on the crapper seat. I caught a city bus home, feeling terrible. Wouldn't you know it, there was some sort of "bomb scare" in Stapleton Road and the traffic was at a standstill. I remember the bus was full of Mormon missionaries and we were eventually diverted up Thrissell Street.
This was one of four or five episodes that occurred during my thirties of "stomach upsets" involving near or actual loss of consciousness. I was careful not to mention the loss of consciousness part at work; they'd have taken me off the road, sent me to the Company doctor and I'd have spent the rest of my days sweeping up in the canteen. The scariest incident occurred on the 820 limited stop service from Gloucester. I manoeuvred down Gloucester Road in the Mk II Leyland National, in and out of the ever-present parked cars and double-parked lorries making deliveries from their tail-lifts, hardly knowing who or where I was and actually shaking my head like a dog flicking off water, in order to stay conscious. I "went sick" upon reaching the bus station.
The most embarrassing of these occurrances happened during the minibus era and culminated in a precipitate dash around to the back of the vehicle where, with both hands on the body panels and my head hanging between my shoulders I ralphed onto the asphalt of Brislington Square. I don't think I've had a "stomach upset" since.
The bus, a Bristol LH then little more than a year old, was photographed waiting to depart from Olveston (Post Office) on the journey to Filton. It was Tuesday 12th July 1977 and must have been about 6:30 in the morning. The background is remarkably unchanged. I had feared uPVC windows but, on Google Street View all the correct four-up three-across windows remain ...in fact that one above the bus's destination has had its glazing bars restored. Full marks to the owner.
Nipped down the fen as the light improved this morning. Guessed right 6 beardies along sand bank on my arrival and they stayed in the area for 45mins. No one else there lol