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Steam-heat memories - swan song 1986
A station stop quick photo opportunity at Ladybank station! This would have probably been either 47017 or 47018 on an Edinburgh-Dundee 'Circuit' service - location forgotten in the mists of time, but locoman1966 has kindly fixed it :) see comments section below.
Logbook update! - now confirmed as 47018 on 2J60 Dundee-Edinburgh, photographed at Ladybank, taken from Leuchars to Aberdour :)
Steam-heat was coming to an end, and my close bashing friends Tim & Llew and I made the trip north to see what we could sample, aiming mainly for the Class 27 Tip-Tops on Edinburgh-Dundees - otherwise known as 'The Circuit'. As seen here, if a dreaded steaming Duff turned up, we still took it, to get as much steam as we could!
I was never a fan of the the ubiquitous and hugely annoying (in their day) Brush Type 4s or Class 47s. Known in the bashing fraternity as Duffs (unpopular locos), Strummers or Strums (engine sound on acceleration) or Spoons (source unknown - possibly the sound of the horn ;) - they appeared with such regular monotony on both passenger and freight trains, it became a fine art trying to avoid them 😄. It was certainly quite a challenge to cop them all for sight - something I didn't achieve until well into the 1980s (with the exception of the early casualties). Now, of course, in the 21st century, they have acquired a certain aura of nostalgia - as most of the original BR locomotive classes have - and some are still in mainline service some 60 years on, mostly in the guise of re-engined Class 57s.
47018 loco history Built - BR Crewe. Originally delivered to British Railways as D1572 in 1964. Into traffic - 13th Apr 1964 to 55A
Numbers carried
D1572 - April 13th 1964
47018 - March 1974
Liveries carried
D1572
BR: Dual Green (Yellow warning panels)
BR: Dual Green (full yellow ends)
47018
BR: Monastral Blue (Standard)
BR: Monastral Blue (Grey/silver roof)
BR: Railfreight (Grey+large logo)
BR: Railfreight (Grey+large logo+red solebar)
03/94 withdrawn at HQ
03/94 cut up by Coopers Metals Sheffield
More on the locomotive here: www.class47.co.uk/c47_numbers.php?index=0&jndex=0&...
Taken with a Soviet made Zenith TTL SLR camera using Kodachrome slide film. Scanned from the original slide with no digital restoration.
You can see a random selection of my railway photos here on Flickriver: www.flickriver.com/photos/themightyhood/random/
A wonderful morning flight from Ann Arbor for pattern work at Oakland Pontiac (KPTK) and Brighton (45G) with a side excursion over my home in Rochester Hills.
Stellantis Headquarters [formerly known as Fiat Chrysler (FCA)] complex is the large campus in the center of the photo
Photos courtesy of my CFI.. Grace!
Yet another pretty common car for its age, joined by a Mazda RX7 as you can see behind. It has seen better days and has been parked here for a least 6 years. Currently on SORN with the last MOT being on the 22nd of December 2016, of which it had an incredible but surprising 209,952 miles! Some massive jumps in mileage happened between 2007 and 2015. It is a diesel though and old Peugeot Diesels usually have high mileages. Last logbook change was on the 25th of November 2014.
Aviation Memories
Starting 2021 with another dip into the written archives :)
Another page from one of my school note books - what a useful way of utilising what we called our 'Rough Books' - I was an early adopter of Recycling :)
I had just turned 14 years of age, and I was looking to expand my portfolio of hobbies! I had already been indoctrinated into the world of bus spotting and train spotting by my older brother, but he never had an interest in aviation. It was my school mates at senior school who encouraged me to visit Heathrow - a mere 4 miles from where I lived in Southall! I was quickly hooked, and the interest never really went away, although it waned by the early 1990s when all the best aircraft had disappeared :(
Some comments on the sightings
In August 1978 I had just turned 16, and I made what was to be my only grand tour of Ireland, visiting as many airports and airfields as I could :) This sheet shows my written up log of visits to Shannon, Dublin and Galway. Plenty of variety in Ireland in the 1970s!
Shannon highlights
N1034F ONA & N102TV TIA DC-10s
C-GNDA Nordair DC-8
EI-BBH Aer Turas Bristol Britannia
You can see a random selection of my aviation memories here: www.flickriver.com/photos/heathrowjunkie/random/
'Aircraft spotting or plane spotting is a hobby of tracking the movement of aircraft, which is often accomplished by photography. Besides monitoring aircraft, aircraft spotting enthusiasts (who are usually called plane spotters) also record information regarding airports, air traffic control communications and airline routes.'
See more here! en.wikipedia.org/wiki/Aircraft_spotting
Tove Jansson illustrated the covers for the Jansson family's photo albums.
From an exhibition at the Helsinki Art Museum, HAM, that celebrates 80 years of the Moomins - the first Moomin book was published in 1945. The exhibition presents over 180 artworks and other exhibits. It is the first occasion that Tove Jansson’s (1914-2001) public paintings are featured collectively in one exhibition. It provides an overview of murals that Jansson painted on commission in public spaces during the 1940s and 1950s.
www.hamhelsinki.fi/en/exhibitions/tove-jansson-paradise/
The Moomin books were written and illustrated by Tove Jansson, a Swedish-speaking Finnish author, novelist, painter, illustrator and comic strip author.
The description of this funny cache was 'Niet zomaar een plekje, uh ... plukje'/'Not just a place, uh ... tuft'.
I was exited when I found my first, micro, geocache, and had a nice morning figuring out how Geocaching works.
But I do struggle with this text, so that's why I know this will not be my new hobby ;-)
52 Weeks of 2018
Theme: Geocaching
Category: Creative
Registration YGU599Y
Make ROVER
Model 2000
Date of first registration December 1982
Year of manufacture 1982
Cylinder capacity 1994cc - PETROL
Export marker No
Vehicle status Untaxed - Tax due 5 February 2020
Vehicle colour RED
Date of last V5C (logbook) issued - 7 October 2011
lake basin, kings canyon national park, california
© 2016 All Rights Reserved
'I would rather my footsteps never be seen, and the sound of my voice be heard only by those near, and never echo, than leave in my wake the fame of those whom we commonly call great.'
~ Randy Morgenson, Kings Canyon logbook, September 12, 1978
Registration L149GUL
Make ROVER
Model 827 SI AUTOMATIC
Date of first registration September 1993
Year of manufacture 1993
Cylinder capacity 2675cc - PETROL
Export marker No
Vehicle status Untaxed - Tax due 1 December 1998
Vehicle colour WHITE
Date of last V5C (logbook) issued 12 October 1998
Every year, for as long as anyone can remember, Tom Gagnon has had two plots at the local community gardens in which he creates beautiful butterfly gardens. His favorite flower is Purpletop Vervain (Verbena bonariensis) which he plants in perfectly engineered rows covering almost the entire area of each garden. And then he adds narrow borders of red zinnia, orange milkweed, Red Cypress vine and butterfly bushes (...just to "up the ante.")
Each garden becomes a sea of tiny, delicate, waist-high purple flowers which pollinators of all varieties LOVE. Butterflies, humming birds, humming bird moths and bees are there from sunrise until sunset.
Tom has benches at both plots where anyone can sit and watch the dance. In exchange all he asks is that you grab the butterfly logbook from under one of the benches and note the date and which pollinators you've seen.
Tom's first note of this year's season said that he'd planted 844 Purpletop plants...which had self-seeded from last year's crop. Amazing! On behalf of all the humans and pollinators who love your gardens, Thanks, Tom! :)
* Thank you, everyone, for your "faves" and kind comments!
Magnetic nanocache mini-box and logbook.
Near Bremen. Northern Germany. 03/2025.
Feel free to comment.
***
Magnetisches Nanocache Behältnis und Logbuch.
In der Nähe von Bremen. Norddeutschland. 03/2025.
Kommentare sind willkommen.
***
© All rights reserved.
291/365.
Just not feelin' it today.
Then I noticed the weekly theme for ": the 2011 edition" and since I just recently updated my logbook (don't ask how far in arrears I was, but let's just say that it took a while) I figured, "why not"?
I made up a 20 question math sheet before bed for Thing 1 and gave myself until he was done them to shoot this. Voila.
Oh yeah, about me (Professionally. Personally is a diff ballgame):
1) I'm a commercial pilot. If you are a contact you probably know this so here's some new info:
2) I am caught up on my logbook!
3) I have spent the equivalent of 429 1/2 days behind the controls of an aircraft (not including my glider time, I don't even know where that logbook is… probably in a box in storage :/ )
4) If you did the math above to convert to hours you will be sad to know that I passed 416 2/3 days on June 25th of this year without even knowing it 'cause my damn logbook wasn't up to date… :(
Oh well. There's always day 833 1/3...
p.s. That kinda math was not on his sheet… maybe tomorrow night?
p.p.s. I should train him to DO my logbook, that'll kill TWO birds with one stone...
This one looked extremely clean and well looked after, and the mileage reflects its condition! Currently taxed until the 1st of October 2022 and MOT'ed until the 23rd of August 2022. Currently sits at the low mileage of 40,086 miles and the last logbook change was on the 13th of April 2021.
Seen at the Stony Stratford Classic Car Show
An interesting one. Untaxed since 2001 and last logbook issued in 2000. Presumably this has been sat in storage somewhere.
Peter John 1
This Spitfire MKIX has quite a history, Spitfire AB910's colour scheme is based on Spitfire Mk Vb BM327, ‘SH-F’, named “PeterJohn1”, the personal aircraft of Flight Lieutenant Tony Cooper, one of the flight commanders on 64 Squadron in 1944.
Tony Cooper’s desire to become a pilot began when he had a ‘joyride’ in an aircraft of Alan Cobham’s Flying Circus, sitting on his sister’s lap at the age of five. His dreams were almost shattered when his applications to join the RAF were refused twice, because the medicals showed that he had a badly damaged ear drum. Then in late 1937, aged 21, Cooper was accepted for pilot training with the RAF Volunteer Reserve at Luton. It seemed that the RAFVR was less particular and, as he says, “There was a war coming”.
Instructor
After completing his flying training on Miles Magisters and Hawker Harts, Cooper was sent to the Central Flying School (CFS) at Upavon in July 1940 on a flying instructor’s course. There he flew the Avro Tutor biplane and the North American Harvard – the first aircraft he had experienced with a retractable undercarriage – and within the month he had qualified as a flying instructor.
Cooper spent some time instructing at No 7 Service Flying Training School (SFTS), Peterborough, on the Fairey Battle. Then, in November 1940, he was posted to No 31 FTS at Kingston, Ontario, Canada, instructing on the Fairey Battle, the North American BT-9 Yale training aircraft and, from July 1941, on the Harvard. By June 1942 he had over 1,300 hours total flying and was assessed as an above average flying instruct
Back to UK & to the Spitfire
Whilst at Kingston, Cooper met and married a Canadian girl, but this did not stop him from continually pestering the authorities to be allowed to return to the UK on ‘ops’. Eventually, his wish was granted and he returned to England with his wife, who was moving from a land of plenty to a strange war-torn country with all its restrictions, shortages and dangers, where she knew no-one. Cooper’s parents took her in whilst he attended a Spitfire conversion course at No 61 Operational Training Unit (OTU) at Rednal (and its ‘satellite’ airfield of Montford Bridge) in Shropshire, initially flying the Harvard, with which he was by now very familiar, and then Mk 1 and Mk II Spitfires. He completed the OTU course at the end of June 1943 and, although he had less than 60 hours on the Spitfire, he was assessed as an above average Spitfire pilot.
64 Squadron Spitfires
PeterJohn1 In July 1943, Tony Cooper joined No 64 Squadron, which was temporarily based at Ayr in Scotland with its Mk Vb Spitfires, undergoing a period of rest and training. He was to serve with the squadron for the next 16 months. He had yet to acquire any operational experience, but he was now a very experienced pilot with some 2,000 hours of flying under his belt as he entered the fray.
His exposure to operational flying began when 64 Squadron moved from Ayr to Friston in August 1943 and, a few days later, on to Gravesend in Kent. Many of the operations conducted by the Squadron were over occupied Europe. The pilots flew on fighter sweeps and escort missions to daylight bombing raids carried out by medium bombers, such as Martin Marauders or Lockheed Venturas. They also escorted Coastal Command Bristol Beaufighters on anti-shipping strikes off the coast of Holland.
On these sorties enemy anti-aircraft fire, ‘flak’, was, if anything, more dangerous than encounters with Luftwaffe fighters and, in his comments in his logbook, Cooper frequently wrote, “Heavy flak”. The escorting Spitfires were often hit by enemy ground fire and on many occasions Cooper witnessed one or more of the bombers they were escorting being shot down. Sometimes Cooper led a section of Spitfires down low over the Continent to strafe targets such as barges.
Deanland (“Tentland”)
At the end of April 1944, in preparation for the impending invasion of France, 64 Squadron moved to the Advanced Landing Ground at Deanland, near Lewes in Sussex, where conditions were somewhat Spartan. There was no permanent accommodation for personnel, everyone was expected to live under canvas and only four blister hangars were provided for aircraft maintenance work. For many of the Squadron, Deanland (or “Tentland” as it was sometimes known) took some getting used to. Tony Cooper recalls: “Deanland was a bit of a come-down; luckily it was summer time when we suddenly found ourselves on this hump in the middle of the Downs. We were in tents and I found myself using the same equipment my father had used in the First World War: a truckle bed made of wood and canvas and the same materials for a bath and wash stand. Food and drink did arrive fairly regularly, but where from I’m not absolutely sure. At night it was very cold, but when D-Day came along we didn’t get much sleep as we were doing up to four shows a day and were kept very busy.”
An entry in Cooper’s logbook against 5th May 1944 – a day when he flew a dawn patrol for 1 hour and 55 minutes – proudly notes the birth of his son, Peter John. On 22nd May, he records that he took over a new personal aircraft, Spitfire Mk Vb BM327, coded ‘SH-F’, which was named “PeterJohn 1” after his newly-born son, who he was not able to see until the baby’s christening some weeks later.
D-Day
On D-Day, 6th June 1944, Cooper’s logbook shows that he flew twice. No 64 Squadron was tasked with providing ‘Low Beach Cover’ over the American assault. The Squadron ORB records that Cooper was allocated his personal Spitfire BM327, ‘SH-F’, for both sorties. He took off at 0430 hours (before dawn) for his first sortie of the day, as part of a 13-aircraft formation, providing “Fighter Cover for Utah Beach” and landed back after a total of 2 hours and 40 minutes airborne (the first hour recorded as night flying). The naval barrage was so intense that it was not safe to be over the coast and the Wing Leader withdrew the formation to a safer distance. Cooper’s remarks in his logbook give an interesting picture of the confusion that reigned and suggest that the invasion stripes, so painstakingly painted on by the ground crew, were not entirely effective: “Navy shelling coast defences – first landing [by the invading troops - Ed] made at 0620 hours. Nearly shot down by a Thunderbolt – Spitfire in front actually was – Another Spit hit by naval shell and blew up – General Brock’s benefit!”
D-Day from Tony Cooper cockpit Remarkably, Tony Cooper carried his camera with him in the cockpit and took a photograph over the invasion-striped wing of his Spitfire just after dawn broke on D-Day, looking towards another of the Squadron’s Spitfires in tactical formation. The thousands of Allied ships in the Channel are not really visible in the photograph, but they were to the pilots.
On the evening of 6th June Cooper flew his aircraft on another sortie over the invasion beaches, taking off at 2200 hours, this time tasked with, “Fighter Cover for Omaha Beach”. His comments in his logbook against this sortie read, “Hun bombers attacked invasion fleet – tremendous return fire from ships – one bomber destroyed.” He landed back at ten minutes past midnight – almost 18 hours after his first take-off that day – logging two hours and five minutes of night flying. When asked about night landings in the Spitfire on the short, temporary runways at Deanland, which were lit only by ‘goose-neck’ flares, Tony says, “I remember them well, with reasonably controlled terror, especially when it was raining!”
D-Day+1
On 7th June (D-Day +1) Tony Cooper flew three fighter cover patrols over Utah and Omaha beaches; two of them in his personal aircraft “PeterJohn 1”. In all, Cooper was airborne for a total of 7 hours 25 minutes that day. The Spitfires’ freedom of movement was severely restricted by the low cloud base and the many anti-aircraft balloons being flown from the Allied ships involved in supporting the landings; this led to a much increased risk of collision. The last operation of the day took place in the late evening, with Cooper leading a section of 4 Spitfires flying in formation on him in the dark, with no lights showing. This sortie provided ample evidence that it was possible to be nearly as frightened by your own side as by the enemy, as Cooper recorded in his logbook: “Very bad visibility – no attacks – sent forty miles out to sea on return owing to reciprocal homing vectors – very shaky experience – brought in eventually by rockets”. By the time Cooper’s section landed, it was completely dark and his No 4 ran out of fuel as he was taxying back to dispersal. Cooper recorded 2 hours and 35 minutes of night flying in his logbook for the sortie.
June 1944
The intense flying rate continued: on 10th June, Cooper flew three times, then once on 11th, twice on 12th and three times on 13th. As was typical of many other units, June 1944 was the busiest month of the war for No 64 Squadron; its total flying hours amounted to a staggering 1150 hours – the bulk of which were flown in the two-week period after D-Day. Everyone was stretched to the limit, especially the ground crews who had to work long hours to keep the Squadron’s Spitfires in the air. Meanwhile, the pilots had to endure the strain of continuous operations. Cooper’s experience was typical and his personal flying total for the month was 75 hours of which 71 were operational and 25 were flown in the dark.
Spitfire Mk IXs
Tony Cooper In late June 1944, No 64 Squadron was moved to Harrowbeer, in Devon, to become part of the Harrowbeer Spitfire Wing with No 129 Squadron, with Wing Commander ‘Birdie’ Bird-Wilson as the Wing Leader. No 129 Squadron was commanded by Cooper’s good friend, Squadron Leader Johnny Plagis, who was godfather to Cooper’s son Peter John. BBMF Spitfire Mk IX MK356 is now painted as Plagis’ aircraft at that time. His story features on page 28 of this magazine.
A few days later 64 Squadron was re-equipped with Mk IXB Spitfires with which it flew fighter sweeps over France. It continued to take losses. Sometimes pilots were able to bring a flak-damaged aircraft safely home to base, sometimes they force-landed, sometimes they had to bale out and all too frequently a pilot was killed. Many sorties now involved strafe attacks against ground targets such as locomotives, vehicles and barges; inevitably there was enemy flak to contend with and on almost every sortie at least one of the Spitfires was hit. It was, therefore, an event worthy of note when Cooper wrote in his logbook against one bomber escort sortie, “No aircraft hit! All returned”.
On 5th August, after escorting 15 Lancasters of 617 Squadron, which dropped 12,000lb ‘Tallboy’ bombs on the U-boat pens at Brest, Cooper led his section of four Spitfires in a strafe attack on flak positions. He says that as they dived on their target, “It was the worst flak I’ve ever seen in my life”. The No 3 in Cooper’s section was killed during the attack; his No 4 was also hit and forced to bale out only 2 miles off the enemy coastline. The pilot climbed into his dinghy and was picked up by an Air-Sea-Rescue Walrus seaplane, in a courageous rescue, and he was back at base within three hours
September 1944
In September 1944, 64 Squadron and Tony Cooper flew sorties in support of Operation ‘MARKET GARDEN’, the Arnhem Para-landings. Then, on 27th September, during an escort mission for 130 Halifax bombers on a daylight raid against the synthetic oil plants at Bottrop, in Germany, the engine of Tony’s Spitfire Mk IX failed when he was almost halfway across the sea between Belgium and England, having apparently been hit by flak over the target. With the Belgian coast being the nearest, he turned around and glided through 12,000 feet of cloud, breaking out at only 1,000 feet, to crash-land, wheels-up, near Moerbek, Belgium, an area that, as it turned out, was just 4 miles inside the Allied lines and which had been in enemy hands only 36 hours earlier! Tony managed to ‘hitch a lift’ in an aircraft back to Thruxton the next morning and he was flying again that afternoon. His comment in his logbook simply reads: “Engine failed – crash landed – PITY!”
Off ‘Ops’
In November 1944 Tony Cooper was posted off ‘ops’ and back to instructing. In his 16 months with 64 Squadron he had flown some 600 hours, the vast majority of it operational flying and had twice been ‘mentioned in despatches’. He had seen much action, including being involved in the D-Day operations; he had made a significant contribution and was very lucky to be alive. Many of his fellow pilots on the Squadron – his friends and colleagues – had not been so fortunate.
Instructor at 53 OTU
During his time as an instructor at No 53 Spitfire Operational Training Unit (OTU) at Kirton Lindsey and Hibaldstow, Tony Cooper once flew Spitfire Mk Vb AB910 (on 19th November 1944), which is now, of course, part of the BBMF fleet of Spitfires. Remarkably, he also witnessed the infamous ‘girl on the tail’ incident with AB910 at Hibaldstow on 14th February 1945, when Flt Lt Neill Cox DFC* inadvertently took off with WAAF Margaret Horton on the tail of the Spitfire. Tony Cooper’s last sortie in the RAF was flown on 18th June 1945. He now had over 3,200 hours total flying; he had flown some 160 operational sorties and had survived 5 forced landings, two of them at night, two on fire and one as a result of being hit by enemy fire.
Registration XWK740X
Make LAND ROVER
Date of first registration May 1982
Year of manufacture 1982
Cylinder capacity 2286cc - PETROL
Export marker No
Vehicle status Untaxed - Tax due 1 March 2014
Vehicle colour BROWN
Date of last V5C (logbook) issued 16 October 2013
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Registration A341KRE
Make NISSAN
Model STANZA
Description 1.8 SGL
Date of first registration March 1984
Year of manufacture 1984
Cylinder capacity 1809cc - PETROL
Export marker No
Vehicle status Untaxed - Tax due 1 November 1995
Vehicle colour SILVER
Date of last V5C (logbook) issued 15 June 1995
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Registration E624MPV
Make ROVER
Model STIRLING
Date of first registration January 1988
Date of first registration in UK November 2019
Year of manufacture 1988
Cylinder capacity 2494cc - PETROL
Export marker No
Vehicle status SORN
Vehicle colour RED
Date of last V5C (logbook) issued 27 November 2019
Vehicle makeHILLMAN
Date of first registrationSeptember 1961
Year of manufacture1961
Cylinder capacity1592 cc
Fuel typePETROL
Vehicle statusSORN
Vehicle colourBLACK
Wheelplan2 AXLE RIGID BODY
Date of last V5C (logbook) issued9 June 2005
Registration MA52JYT
Make ROVER
Model 75 CONNOISSEUR CDT TOURER
Date of first registration September 2002
Year of manufacture 2002
Cylinder capacity 1951cc - DIESEL
Export marker No
Vehicle status Untaxed - Tax due 1 September 2015
Vehicle colour BLUE
Date of last V5C (logbook) issued 15 October 2012
From Wikipedia, the free encyclopedia
History
United States
NameBlackhaw
BuilderMarine and Iron Shipbuilding Corporation
Laid down16 April 1943
Launched18 June 1943
Commissioned17 February 1944
Decommissioned26 February 1993
FateSold on 24 November 2000, eventually scrapped
BadgeUSCGC Blackhaw Badge.png
General characteristics
Class and typeIris-class buoy tender
Displacement935 long tons (950 t)
Length180 ft (55 m)
Beam47 ft 1 in (14.35 m)
Draft12 ft (3.7 m)
Propulsion1 × electric motor connected to 2 Westinghouse generators driven by 2 Cooper Bessemer-type GND-8, 4-cycle diesels; single screw
Speed
8.3 kn (15.4 km/h; 9.6 mph) cruising
13 kn (24 km/h; 15 mph) maximum
Complement
6 officers
74 enlisted
Armament
1 × 3 inch gun
2 × 20 mm/80
2 × depth charge tracks
2 × Mousetraps
4 × Y-guns
USCG Blackhaw Logbook March 1-31, 1969, page 19, noting the setting of lighted buoys to warn vessels they were coming up on the DMZ. x
The USCGC Blackhaw (WLB-390) was a Iris-class buoy tender belonging to the United States Coast Guard launched on 18 June 1943 and commissioned on 17 February 1944.[1]
Design
The Iris-class buoy tenders were constructed after the Mesquite-class buoy tenders. Blackhaw cost $871,771 to construct and had an overall length of 180 feet (55 m). She had a beam of 37 feet (11 m) and a draft of up to 12 feet (3.7 m) at the time of construction, although this was increased to 14 feet 7 inches (4.45 m) in 1966. She initially had a displacement of 935 long tons (950 t; 1,047 short tons); this was increased to 1,026 long tons (1,042 t; 1,149 short tons) in 1966. She was powered by one electric motor. This was connected up to two Westinghouse generators which were driven by two CooperBessemer GND-8 four-cycle diesel engines. She had a single screw.[2]
The Iris-class buoy tenders had maximum sustained speeds of 13 knots (24 km/h; 15 mph), although this diminished to around 11.9 knots (22.0 km/h; 13.7 mph) in 1966. For economic and effective operation, they had to initially operate at 8.3 knots (15.4 km/h; 9.6 mph), although this increased to 8.5 knots (15.7 km/h; 9.8 mph) in 1966. The ships had a complement of six officers and seventy-four crew members in 1945; this decreased to two warrants, four officers, and forty-seven men in 1966. They were fitted with a SL1 radar system and QBE-3A sonar system in 1945. Their armament consisted of one 3"/50 caliber gun, two 20 mm/80 guns, two Mousetraps, two depth charge tracks, and four Y-guns in 1945; these were removed in 1966.[2]
Career
International radio call sign of
USCGC Blackhaw (WLB-390)[1]
ICS November.svg ICS Oscar.svg ICS Delta.svg ICS India.svg
November Oscar Delta India
For March and April 1944
Blackhaw was assigned to general aid to navigation (ATON) and icebreaking duties on the Great Lakes. Afterward she was assigned to the 6th Coast Guard District and homeported in Charleston, South Carolina, where she was used for general ATON duties.[1] After the war, until 1 August 1954, Blackhaw continued to be stationed at Charleston, and used for ATON. On 19-20 December 1951, along with Koiner , Blackhaw assisted the tanker Bulkfuel which was disabled due to a casualty to main-engine fuel pump. The two cutters escorted the tanker to Jacksonville, Florida. From 7-9 September 1952, Blackhaw searched for survivors from MV Foundation Star. Two months later, 19-20 November 1952, the cutter discovered and recovered wreck of an F8F-2 aircraft. On 29 October 1953, the crew assisted vessel T N. Gill off Charleston. On 1 August 1954, the cutter was transferred to the Pacific and homeported at Honolulu, Hawaii, until 1967. She was used for ATON throughout the Pacific including American Samoa , the Marshalls , the Marianas, the Carolines, and the Philippines. On 11 October 1954 the cutter helped medevac a sailor from USS Kearsarge off Honolulu.
From June to August 1957
Blackhaw operated off Alaska on Special Arctic Operation, including ice breaking. From 9-14 November 1957, she searched for Pan American Flight 944 off Hawaii. On 24 December 1957 the ship assisted FV Hawaiian Fisherman off Kahului, Hawaii and later, on 15 October 1958, did likewise for FV Flying Fish Victor 3. Following a fire onboard MV Nicoline Maersk, Blackhaw responded and escorted the vessel to Honolulu, HI from 23-24 November 1958. On 18 July 1959 Blackhaw relieved USCGC Dexter of tow of FV Cloud Nine and proceeded to Hawaii.
USCGC Blackhaw (WLB-390) hauls in a buoy in Qui Nhơn harbor
From 1967 to 1971
Blackhaw was stationed at Sangley Point, Philippines and used to service ATON. From March 1968 through May 1971 performed numerous tours in Vietnamese waters servicing ATON. After returning from Vietnam the cutter was reassigned to San Francisco from 1971-90, docked at Yerba Buena Island, and used for ATON. During July 1983 the crew replaced the destroyed Blunts Reef Large Navigational Beacon with a new Exposed Location Buoy. During the spring of 1989 the ship and its crew were used in the movie The Hunt for Red October to depict a Soviet icebreaker and its crew.
The cutter was decommissioned at Curtis Bay, MD on 26 February 1993 and her crew was cross-decked to USCGC Buttonwood which was commissioned that same day.
In popular culture
During the spring of 1989, the ship and her crew were used during the filming of The Hunt for Red October to depict a Soviet icebreaker and its crew.[1]
Adding another cycle to the logbook of this Ex North Central, Northwest bird as she climbs off 22L in Chicago.
Some transfers are lasting many hours … Why do not take a nap in these kind of capsules ?
China. Xi'an airport.
Please NOTE and RESPECT the copyright.
© 2015 photos4dreams - All rights reserved.
This image may not be copied, reproduced, published or distributed in any medium without the expressed written permission of the copyright holder.
for purchase information see my profile
A well used Honda Accord, but despite its looks it passed its last MOT with no advisories! Taxed until the 1st of September 2022 and MOT'ed until the 8th of November 2022. Currently sits at around 119,226 miles and still being used regularly. The last logbook change was on the 24th of February 2016.
Creator(s): Department of the Interior. U.S. Fish and Wildlife Service. Bureau of Commercial Fisheries. Region 1 (Pacific). Division of Resource Management. Branch of Marine Mammals. Saint Paul (Alaska) Operations Office. 3/8/1959-10/3/1970
Series: Series: Pribilof Island Logbooks, 1870 - 1961
Production Date: 6/9/1892 - 6/16/1896
Scope & Content: Logbook contains information concerning sealing activities on the Pribilof Islands, the weather, activities of the Alaska Native (Aleut) population, and deliveries of supplies by U.S. government vessels.
Access Restriction(s):Unrestricted
Use Restriction(s):Unrestricted
Contact(s): National Archives at Seattle (RW-SE)
6125 Sand Point Way NE
Seattle, WA 98115-7999
Phone: 206-336-5115
Fax: 206-336-5112
Email: seattle.archives@nara.gov
National Archives Identifier: 25724547
Local Identifier: SEAL-717
Persistent URL: catalog.archives.gov/id/25724547
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These two pages are in one of my school note books - a useful way of utilising what we called our 'Rough Books' - I was an early adopter of Recycling :)
They show another page of cops at RAF Northolt, and some rough notes from Heathrow.
Highlights from the log books
Heathrow
Undoubted highlight is the entry for Wed 8th March 1978 18.45 SV622 HZ-AGQ Saudia Boeing 737 arrived 28L, seen from home at Southall. That was HUGE!
Anyway, two pages into the log book, I have some more rough notes from Fri 10th March 1978, and I obviously went up to the airport, as I bagged HZ-AGQ 737 so it must have hung around.
Just checked RZJets and it was the delivery flight!
HZ-AGQ tfrd 1/96 Saudi Arabian Airlines
HZ-AGQ dd 3/8/78 Saudia
HZ-AGQ ff 2/17/78 The Boeing Company
Also seen that day were 74301/YU-AKH and 74302/YU-AKD Yugoslav Air Force Boeing 727s - a nice pair!
N866F ONA DC-8S on SB866 (Seaboard World)
N8636 Saudia DC-8S on SV1600
G-AYSI B Cal 707 on BR 6431 (unusual at LHR)
Maersk Air Boeing 720 on Ariana FG201 - most likely OY-APV, already copped on 26th Feb!
Air France 747 on AF852 - unconfirmed!
RAF Northolt
152687 Douglas C-118 (DC-6) US Navy (Keflavik)
150505 Lockheed EP-3E Orion US Navy (AEW a/c?)
and a Vulcan overflying at 15,000' :)
That's about it...
'Aircraft spotting or plane spotting is a hobby of tracking the movement of aircraft, which is often accomplished by photography. Besides monitoring aircraft, aircraft spotting enthusiasts (who are usually called plane spotters) also record information regarding airports, air traffic control communications and airline routes.'
See more here! en.wikipedia.org/wiki/Aircraft_spotting
You can see a random selection of my aviation memories here: www.flickriver.com/photos/heathrowjunkie/random/
1943. Willys Jeep. YFF 457. Green. 1600 cc.
Date of last V5C (logbook) issued: 6 June 2012
Seen at: Chasewater Railway 1940s weekend. Aug 2024
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Album: 1940s Weekends. flic.kr/s/aHsmuATmb6
Album: Transport. flic.kr/s/aHskJ5x2Kq
My YouTube video: Chasewater Railway. Steam Train Ride. Aug 2024
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Aviation Memories - 40 years+ ago!
From a day at Heathrow - the highlight of the day is satisfyingly ringed - N731T Boeing 720 of AeroAmerica, which was operating an Air Malta flight that day (KM104/5) :)) Also notable that day - two more Boeing 720s - TF-VLB of Eagle Air Arnaflug, and HZ-KA4 neither copped, as well as Kar-Air DC-8 OH-KDM on a Cyprus flight (CY326/7)!
There's the usual fantastic variety that was the norm back in the 70s/80s at Heathrow:
18 aircraft noted - 14 different aircraft types!!!
86970 VC-137
JY-AFR, N794TW Boeing 707s
HZ-KA4, N731T, TF-VLB Boeing 720s
OH-KDM DC-8
HB-ISW DC-9
G-BFCC L-1011
F-GBRR F-27
G-AOHM Viscount
N6JW, N10XY G2s
D-IAEV Citation
D-CBVW Sabreliner
G-BDJE HS.125
G-BRON Beech 200
G-BCSV Cessna
Quite impressive really :)
But that's not all! - I also attempted a spontaneous drawing of N731T - I was so impressed with this exotic visitor :)
Then there's a list of the Soviets seen that day:
YR-IRA Tarom Il-62
HA-LCL Malev Tu-154B
OK-GBH CSA Il-62M
CCCP86457 Aeroflot Il-62M
LZ-BTA Balkan TU-154B
a rather good tally even for 1979 :)
and then the unusual sighting of the Battle of Britain flight overflying towards RAF Northolt!
and finally - of great note - the morning SAS flight from Stockholm (SK501/2) brought in DC-10 SE-DFD :)
European DC-10s were still being used into Heathrow due t them being grounded in the USA at the time!
You can see a random selection of my aviation memories here: www.flickriver.com/photos/heathrowjunkie/random/
'Aircraft spotting or plane spotting is a hobby of tracking the movement of aircraft, which is often accomplished by photography. Besides monitoring aircraft, aircraft spotting enthusiasts (who are usually called plane spotters) also record information regarding airports, air traffic control communications and airline routes.'
See more here! en.wikipedia.org/wiki/Aircraft_spotting
You can see a random selection of my aviation memories here: www.flickriver.com/photos/heathrowjunkie/random/
Of course, it's not exactly a "Window Seat" picture because the view is taken by by the A-380 tail camera.
Note the flight over a curious circular lake…
Six years later, a new city surrounds it!
* * *
"Le majestueux A380 s'apprête à atterrir à Shanghai"
Il ne s'agit pas d'une classique "vue depuis le hublot" mais de l'image de la caméra du queue de l'A 380 reprise sur l'écran passager…
Notez le survol d'un curieux lac circulaire …
Six ans après une ville nouvelle l'entoure !
Arild, finally, after 5 years we managed to spend the night in this little gasthamn (host harbor). Not a harbor to visit with SE winds as they happen to make waves directly into the entrance. It was a turbulent night. "Tillfålliga 7 ledig", where?
View large on black to see a bit of ghosting that I did not remove.