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Going to be a bigger job, thought I could get away with replacing the fronts but three rotten posts means starting again. Wore my Nora Dolomits sockless all day, 16,244 steps, 11 hours!
Replacing the Bus Operator of 2014 advert, one of a number of buses now features a generic bright blue advert for the new Easyrider cards.
636 departs High Street Avenue in Arnold with a 58 to Killisick.
Built in 1970-1974, this Modern International-style skyscraper was designed by Skidmore, Owings and Merrill and Fazlur Rahman Khan for Sears, Roebuck and Company, replacing their earlier headquarters in Chicago’s North Lawndale neighborhood where the company had been since 1905. The Sears, Roebuck and Company headquarters remained in the building until 1994, when they moved to a new suburban office park in Hoffman Estates, Illinois. The Sears Tower stands 108 stories and 1,451 feet (442 meters) tall, becoming the tallest building in Chicago in 1972, surpassing the Aon Center, which had held the title for only a month, and surpassing the height of the Empire State Building in New York City in early 1973. The building surpassed the Twin Towers of the World Trade Center in New York City when it topped out on May 3, 1973, and was the world’s tallest building from 1973 until 1998, when the spires of the Petronas Towers were completed in Kuala Lumpur, Malaysia. The building, however, did not hold the title of the world’s tallest structure, being surpassed by several communication towers, and did not hold the designation as the tallest structure in North America, as the CN Tower in Toronto, Ontario, Canada stood 350 feet taller, but as the CN Tower does not have habitable floors for much of its height, it is not defined as a building. The building also did not hold the designation of having the world’s tallest pinnacle height until 2000, with the 1,500-foot antennas atop the older John Hancock Building to the northeast being taller than the building upon its completion, and the 1,727-foot high antenna atop One World Trade Center holding the designation for decades. The land for the building was acquired by Sears in 1970, and involved the closure of one block of Quincy Street, as well as the acquisition and demolition of two blocks full of buildings. The construction process was fraught with difficulties as bad weather and labor strikes delayed the project, with five workers dying during construction. The building also faced controversy over the tower blocking television signals being broadcast from other towers in the Chicago Loop, which was the subject of lawsuits during construction that ultimately led to the building receiving broadcast antennas atop the roof, resulting in its eventual distinctive silhouette and height of 1,729 feet from the ground to the top of the western antenna after it was extended in 2000. The building was also the first structure in the Chicago Loop to feature blinking FAA beacons to warn air traffic atop the roof, due to its height. The building was not fully leased for over a decade due to its immense size and a massive wave of office construction around the time it was built, leading to a 50% vacancy rate during the 1970s and much of the 1980s.
The building was designed as a clustered series of nine 75-foot square tubes of varying heights within the structural grid of the building’s 225-foot square footprint, with the full site being occupied by the building on the lower floors, gradually tapering as various tubes terminate on the upper floors, eventually leaving only two tubes at the top that rise from the base of the site. Two tubes, at the southeast and northwest corners, rise 50 floors, with the tubes at the southwest and northeast corners rising 66 floors, the tubes in the middle of the south, north, and east sides of the building rising 90 floors, and the central tube and the tube in the middle of the west side of the building rising the full 108 floors of the building’s overall height. This system of construction and method of design was highly economical, and has been repeated by subsequent supertall skyscrapers, including the Burj Khalifa. The exterior of the building is clad in anodized aluminum, which has been painted black, with columns evenly spaced 15 feet apart on the exterior, with bronze-tinted ribbon windows, and bands of louvers at the mechanical floors. The building was renovated in 1984, with a shopping center being added to the first four floors of the building, and a visitor center was added for the building’s skydeck observation deck. The building has two lobbies, one on the north side of the building, utilized by office tenants, and one on the south side of the building, utilized for visitors, with the entrances being located on the first floor and ground floor of the building, respectively, due to the grade change and sloping of the site from north to south. The lobbies contain artworks by Jacob Hashimoto and Olafur Eliasson, a sculpture honoring Fazlur Rahman Khan, and from 1974 until 2017, the building’s lobby housed a notable sculpture by Alexander Calder, which was removed during the building’s renovations. The 103rd floor of the building houses the skydeck observation deck, which features several boxes made entirely of glass that extend outside of the building’s exterior walls and allow visitors a 180-degree viewing experience of the city outside, outwards, above, and below their feet, with the glass floors of the boxes allowing visitors to see the streets below.
The building today is the third-tallest in the western hemisphere, being surpassed by the new One World Trade Center in 2014 and Central Park Tower in 2020, both in New York City, and the twenty-third tallest building in the world, with the list now being dominated by towers in Asia. However, despite its reduced status on the world stage, the building remains the tallest in Chicago. In 2009, the building’s naming rights were sold to Willis Group, which renamed the building the Willis Tower, with Sears having sold the tower in 1994 and the naming rights in 2003. The tower’s original namesake, a far cry from the robust and successful company it was a half-century ago, is now bankrupt and on the verge of going defunct. In 2017-2022, the building underwent a substantial renovation that involved the addition of a three-story podium, which wraps the base of the tower, and replacing building's original plaza and entrances. The new podium contains a food hall, two lobbies, and an atrium with a glass roof, with the exterior matching the appearance of the original building, with the exception of a dynamic sculptural facade on the exterior of the previously existing mechanical ventilation shaft along Jackson Boulevard. The building houses multiple office tenants with retail space in the base, and attracts many visitors annually who mostly visit to ascend to the skydeck and view the city from the building’s impressive height.
Replacing an earlier scanned photo with a better version 17-Oct-16, plus Topaz DeNoise AI 01-Jun-25.
Fleet No: "516".
Delivered to USAir as N385AU in Nov-87, this aircraft was re-registered N516AU in Nov-88. USAir was renamed US Airways in Feb-97. In Apr-05 the aircraft was sold to a lessor and leased back to US Airways.
It continued in service until it was retired and stored at Miami, FL, USA in Aug-12 after 25 years in service. It was ferried to Lakeland, FL, USA in early 2013 for further storage. It was last noted at Lakeland in Mar-14 without engines and was broken up there in mid 2014.
My first attempt at purist figs in a long time. Also, possible to replace my old faction? You decide. :3
Durka Durka Jihad RC XD is for Viro. :3
Hilt/scope made by EclipseGrafx
Replacing an earlier scanned photo with a better version 11-Jul-19.
Transitional livery. The 'british midland' titles were later discarded and it was just 'bmi'
First flown with the Airbus test registration F-WWDQ, this aircraft was delivered to BMA British Midland Airways as G-MIDY in Jun-99. BMA was re-named 'bmi british midland' in Feb-01. 'bmi' was merged into British Airways in Aug-12. Current, updated (Jul-19).
Replacing an earlier scanned slide with a better version 16-Dec-15.
Taken on a very dark, wet & misty day at Manchester.
Delivered to SABENA Belgian World Airlines in Apr-74 as OO-SDA, the aircraft was leased to Luxair in Jan-88 as LX-LGN and returned to SABENA as OO-SDA in Jan-92. It was leased to SABENA subsidiary, Sobelair, in Mar-92. Sobelair briefly sub-leased it to TransMed Airlines Dec-93/Jan-94 and it was returned to SABENA in Oct-95. However, it was leased to Sobelair again from Jun/Aug-96. The aircraft was sold to European Aviation (UK) in May-98 and leased back to SABENA. It was returned to European Aviation in Mar-99. The following day it was leased to West Aero as F-GVAC and immediately sub-leased to Aigle Azur Airlines. It was returned to West Aero in Mar-02 and was stored at Perpignan, France in Apr-03 before being returned to European Aviation in Jul-03 as G-GPFI. The same day, it was sold to another European Aviation company, European Skybus, and leased to European Aviation Air Charter. It was returned to European Skybus in Jul-05 and on 01-Aug-05 it departed Bournemouth en-route to Australia where it was leased to another European Aviation start-up company, OzJet Airlines Pty Ltd. It was re-registered VH-OZQ in Sep-05. OzJet didn't do too well on Australian domestic services up against the might of QANTAS and Virgin Blue operating more modern equipment and in Mar-06 the aircraft was returned to European Skybus as G-GPFI and ferried back to Bournemouth the following month. In Jun-06 it returned to Australia and was again leased to OzJet, becoming VH-OZQ again in Jul-06. In Jan-07 it again returned to European Skybus as G-GPFI and returned to the UK. It was leased to European Aviation Air Charter in Apr-07 and operated still in basic OzJet livery. The company went into administration in Dec-08 and this aircraft was returned to European Skybus and stored at Bournemouth in Jan-09. It was subsequently broken up there in Jul-11.
North chancel stained glass window designed by Glenn Carter, given by the Officers and Airmen of RAF Swanton Morley to celebrate the 50th anniversary of the Station in 1990.
This replaced stained glass recorded in 17c “On two of ye north Chancel windows are 2 persons kneeling in blue gowns but no arms or inscription.”
“On the south windows are some words in round pieces of glass. I believe J..hu Mcy and Lady Help.” . - Church of All Saints, Swanton Morley, Norfolk
This youngster has replaced the proximal six primaries, and still retains its juvenile secondaries and rectrices. Molt won't be complete until Mar.
When Bedford replaced its long-running OB with the forward-control 'Big Bedford' SB, it left the company without a true small-capacity bus chassis for some time. One of the more innovative solutions adopted by some operators was to take the O-Series truck chassis, which remained in production for a short while. This OLAZ is, in reality, a MacBraynes bus; but it would have been equally suitable for rural services in England and Wales. This fictional version carries the livery of Weardale Motor Services from Stanhope in County Durham (15-Aug-14).
See my North East Independent Buses album:
www.flickr.com/photos/northernblue109/sets/72157626183466...
All rights reserved. Follow the link below for terms and conditions, additional information about my work; and to request work from me. I cannot undertake to respond to requests, or to queries of a general nature, which are posted as comments under individual images.
www.flickr.com/photos/northernblue109/6046035749/in/set-7....
As part of the current refurbishment, the windows have been replaced and photovoltaic panels placed on this the south-facing elevation.
Appleton Tower recladding: www.ed.ac.uk/projects-estates/current-projects/appleton-t...
Appleton Tower (1962-6) designed by Alan Reiach was the first of two projected phases of Science buildings (not realised as planned as some existing houses in George Square were retained). A slab block, it was the second of Basil Spence's University towers in his 1955 development plan for the area. The terrace on the north elevation was intended as the first stage of a podium intended to traverse Crichton Street, linking up with projected academic and amenity buildings. In addition to being a practising architect, Alan Reiach taught at Edinburgh College of Art.
The process of re-cladding the building was completed in 2017. Ths project also created a new rooftop enclosure, made alterations to the fenestration pattern, created a new east entrance and altered the boundary wall on Chapel Street. See Edinburgh City planning application 13/04874/FUL.
LDN Archtects' images: www.ldn.co.uk/projects/appleton_tower.php
Article by architectural historian Clive Fenton on the redevelopment of George Square: edit.ed.ac.uk/articles/issue/2/last-word/
CCG: c-c-g.co.uk/project/appleton-tower-edinburgh/
Appleton as originally constructed: flic.kr/p/a9yyAz
DVT 82206 stands at the head of 1E14 1200hrs Edinburgh Waverley to London King’s Cross at Waverley’s platform 6 just minutes before departure. Journey time for this service is 4hrs 40 mins. State run LNER replaced Virgin Trains East Coast in June 2018 and these electric loco hauled trains are gradually being replaced by new Azuma bimode trains in 2019/2020. The train will pass through Calton North Tunnel on leaving the platform.
Replacing an earlier digital photo with a better version 15-Nov-21 (DeNoise AI).
Named: "Al Riggah".
First flown in May-95 with the Airbus test registration F-WWJJ, this aircraft was delivered to Kuwait Airways as 9K-AND in Jul-95.
After 22 years in service the aircraft was withdrawn from use and stored at Kuwait City in Jul-17.
It was thought to be permanently retired, however, after almost three years in storage it was ferried to Banjul (The Gambia, West Africa) in Mar-20 and sold to an unknown company as C5-AST.
It was stored at Banjul for another 19 months before being ferried to Johannesburg (No!) at the end of Oct-21.
It might have been flightplanned for Johannesburg but it shows up on FR24 (under 9K-AND) as flying for around 30 minutes. It never got higher than 9,000 feet and the trace was lost at 4,525 feet and descending towards Bissau, Guinea Bissau. Updated 15-Nov-21.
Replacing an earlier scanned photo with a better version 22-Nov-21 (DeNoise AI).
This aircraft was delivered new to Channel Airways in Mar-69 as G-AWKJ. It was leased to BUA British United Airways in Apr-69 and returned to Channel Airways at the end of the summer season in Oct-69.
At the end of Feb-72, Channel Airways ceased trading and the aircraft was returned to the British Aircraft Corporation and stored. In Jan-74 it was re-registered G-BIII and sold to Air Hanson Helicopters who fitted it out for their VIP Charter operation.
Obviously it wasn't terribly lucrative and in Jul-74 it was sold to the Philippine Government as RP-C1. In May-85 it was sold to Bryan Aviation and returned to the UK as G-NIII. It was stored at Manchester, UK, and remained there.
In Nov-86 it was sold to Okada Air, Nigeria, however it remained stored until Sep-87 when it became 5N-AYV. It operated for Okada Air for another 10 years until it was retired and stored at Benin City, Nigeria in Dec-97. It was eventually broken up.
I also have a photo of this aircraft with British United as G-AWKJ taken in May-69, see...
Replacing your old full bed headboard with the new model may be part of your house renovation. This is common, as people sometimes can be bored of their home decoration or interior design look. It is not so difficult to design your new full bed headboard, or you can even utilize your used doors...
Replacing an earlier scanned print with a better version 23-Jan-19.
I love the cans hanging under each engine to catch the oil drips!
Replacing an earlier digital photo with a better version 06-Nov-21 (DeNoise AI).
The Avro Lancaster of the UK Royal Air Force 'Battle of Britain Memorial Flight' performing at fly-past at Manchester Airport's (MAN) 75th Anniversary celebration. This is one of only two flying Lancasters left in the world. The other one is in Canada.
The amazing sound of those four Rolls Royce Merlin engines made the hairs rise on the back of my neck (or it would have done if I'd had any hairs on the back of my neck!)
via WordPress bit.ly/2WWtl13
I’ve recently finished replacing the wiring harness on my P5B Coupe with a ‘New Old Stock’ harness, so it seems a good time to cover this in some detail in an article. I also plan to write a series of articles explaining how each of the main circuits of the Rover P5 electrical system works, but that’s for the (near) future.
Why???
Before we begin, it’s worth mentioning why I took this drastic step. My car, like many classics of the period, had numerous places where the insulation on the old harness was fraying and cracked. This is obviously a fire hazard and needed repairing. My original plan was to re-terminate wires and/or splice-in new sections. That would be the simplest thing, and if done properly would have been fine.
However, my car had suffered a small engine fire a few years before I bought it. The fire had damaged the engine and ancillaries, but had been extinguished before doing too much damage, although the wiring in the engine had been damaged. The repairers had cut the old harness at the 4 places it passes through the firewall, and connected parts of another harness in the engine bay.
Unfortunately not only had they used the wrong harness with inconsistent wire colours (and hadn’t removed redundant wires), but they spliced the two harnesses together using about 60 bullet connectors, which are not the most reliable electrical connectors. Again, I could have crimped and soldered these properly, or replaced the engine wiring with the correct wires, but the whole thing would have been a patchwork and a definite weak point.
There was also the related issue that the engine-bay was looking very tired and dirty, and there was a lot of surface-rust in places, so sorting that was important as well.
As I contemplated my options, a New Old Stock (NOS) harness for a P5B Coupe popped-up on eBay. I also could have ordered a new harness from Autosparks, but the eBay harness was ¼ of the price, so I ordered it. This could have been a mistake, as old wiring will still degrade with age even if not fitted to a car, but when it arrived the harness was almost as new. It was slightly the wrong year, so a couple of wires were wrong, but as I wanted to fit some additional components anyway, I could easily fix this. I’d then have a period-correct harness, adapted to exactly how I want it.
I’ll talk more about how I adapted the harness a little later.
Recommended Reading
Whilst re-wiring my car and researching this topic I’ve found the following book invaluable, and thoroughly recommend you obtain a copy:
Classic British Car Electrical Systems
“Your guide to understanding, repairing and improving the electrical components and systems that were typical … from 1950 to 1980.”
An Invaluable guide for any classic car electrical system, taking the reader from basics of car electrical theory to a complete understanding. What makes this especially good for us is that it covers many of the Lucas components that the P5 uses, so is very relevant. Its well written, detailed, and logically laid-out.
Classic British Car Electrical Systems
Classic British Car Electrical Systems: Your guide to understanding, repairing and improving the electrical components and systems that were typical ... from 1950 to 1980 (Essential Manual Series)
by Rick Astley [Veloce Publishing Ltd.]
Price: £26.00
Wiring Diagram
A good wiring diagram is an absolute necessity. The diagram in the Workshop manual is quite poor as it’s small, has errors and isn’t in colour. There is a free PDF available from the Rover P5 Club for members, but as I wanted to make some changes I decided to create my own full-colour circuit diagrams of the complete P5B electrical system. This was rather time-consuming, but invaluable in understanding the wiring and planning the changes I wanted.
The overall layout I used is somewhat similar to the free PDF version as that seems the most logical layout, so thanks are due for inspiration to the Club Member who created that version. My version is quite different in detail, and has lots of additional information as well. It’s 3-pages in total, and is correct for a 1968 P5B (both Saloon and Coupe), although Rover sometimes made running changes, so I can’t guarantee everything is correct for your car.
To make things easier, I’ve had the standard version of my diagram professionally printed at A3 size, and these are available to buy in the website Shop and also below here, in full colour, both on plain-paper and also laminated. A3 is a great size as there is so much information packed-in, and they look really smart (I may be biased). The A3 laminated prints look great on the garage wall as well!
RoverP5.com Wiring Diagram
Rover P5B Saloon and Coupe Wiring Diagram (A3, Plain Paper)
£8.00
Rover P5B Saloon and Coupe Wiring Diagram (A3, Laminated)
£20.00
Recommended Tools and Consumables
In order to work on Rover P5 and P5B electrics to a standard similar to original, whether replacing the harness or re-terminating a wire, there are a few general tools you’ll need, plus a few specialised tools that I strongly recommend you buy – they will transform the quality of the final result.
General Tools
Wire Cutters
Wire Strippers
Knife
Soldering Iron (I tend to use a propane gas iron, which saves the need for a power connection, but that’s a personal preference. Any soldering iron of about 30W upwards should be fine).
Specialised Tools
Multi-Meter
I recommend a pen-type meter, as they allow you to see the display next to where you’re probing – much less chance of the probe slipping as you turn to look at the display. You want a meter with at least D.C. voltage measurement and an audible continuity check. I bought and used this one – I recommend it: amzn.to/2BhmYvR
It’s also very useful if one lead is extra-long (I’d suggest 3 metres), with a clip rather than a probe. This allows you to, for example, clip the meter to a wire in the engine bay, then take the meter inside the car to probe for continuity behind the dashboard. I made my own using a crocodile clip, some flexible wire and 4mm banana plug.
Lucar-type Crimp Tool
You can get cheap crimping tools, but often the jaws don’t align properly and the quality of the crimp will be poor. I recommend this one – the crimped connectors look as good as the factory:
www.vehicle-wiring-products.eu/product.php/269/ratchet-cr...
Bullet Crimp Tool
These aren’t as widely available as the above, but they are vital and well worth buying if you’re doing any work on a Rover P5 or P5B electrical system, which uses a great may Bullet connectors:
www.vehicle-wiring-products.eu/product.php/272/bullet-cri...
Bullet Closing Tool
These aren’t essential, but they do make inserting bullet connectors into connection blocks much easier, especially in confined areas, and you won’t damage the crimp or the cable (which pushing on the cable often does):
www.vehicle-wiring-products.eu/product.php/336/bullet-clo...
Consumables
I recommend buying a selection of ‘Lucar’ (6.3mm) crimp connectors and Bullet crimp connectors for different wire sizes. These come either plain brass and tinned brass – tinned brass are probably the most durable. Don’t use the pre-insulated Lucar terminals – they look terrible and don’t crimp or support the wire insulation properly. Vehicle Wiring Products can supply the right ones.
I also recommend that if you need to replace any wiring, try to source the correct colour-coded wire of the same or larger conductor size. Vehicle Wiring Products supply every colour cable in PVC insulation, and Autosparks can supply the correct coloured braided cable. Most modern PVC cable is ‘thin-wall’ type so it takes-up less space in the harness – this is perfectly OK for classic cars as long as the conductor rating is correct.
You might also need a selection of bullet connector blocks. These are made for 1, 2, 3 and 5 cables. Just be aware that the 2 and 3 cable types are for connecting all 3 wires together – they aren’t multi-pole. The 5 cable version is multi-pole. Again, available from Vehicle Wiring Products and Autosparks.
Re-usable ‘Velcro’ Cable Ties: These are really handy if you need to unwrap any of the harness to get to wires – you can keep the harness together using these, and can easily move and re-use them as needed. H&S 100 Reusable Cable Ties: amzn.to/2Df7iJJ
Harness Tape. Whatever you do, don’t use insulation tape to re-wrap the harness! The adhesive degrades rapidly and you end-up with a horrible, sticky mess. You should use proper harness tape that doesn’t have any adhesive and can be removed easily if needed. I recommend Tesa H5160803 Wiring Harness Harness Tape 19 mm x 15 m Roll: amzn.to/2D8aPtA
The P5 Wiring Harness
Over the years numerous changes occurred to the P5 wiring and electrical components – too many to list. The number of fuses and general complexity increased over time. Most changes happened at the major model changeovers between Mark I / IA / II / III / P5B, but between these there were lots of running changes, not all documented in the Workshop Manual.
This series of articles focuses on an early P5B from 1968 with a ballasted coil and an alternator rather than dynamo, but earlier and later P5B’s are broadly similar with only relatively minor incremental changes each year.
The biggest change to be aware of was the change from positive to negative earth in 1965 – its really important you know whether your P5 is positive or negative earth. P5B’s are simple in this regard – all were negative earth, and all P5B’s used an alternator, not a dynamo.
Most P5 and P5B harnesses seem to use a combination of braided wire and PVC-insulated wire. The braided wire was mainly used on the ‘supply’ side of the fusebox. Perhaps Rover used this as an extra layer of protection against wire damage on the unfused supply wires? I’m not sure as it seems like a significant complication, but Rover were very-much engineering-led at this time, so that may be the case. To maintain originality I recommend getting the correct braided wire from Autosparks if your car had this originally – little details like this are an interesting part of the cars history.
Crimp or Solder?
Terminals on the standard Rover harness were mainly both crimped and soldered, and that’s what I’d recommend if you replace any terminals. Crimping (done correctly) should give the best electrical connection, but there is a chance for water to get into the joint through capillary action. That will increase resistance over time. Soldering is watertight, but will normally have a slightly higher resistance than a crimped joint. Doing both is best – crimp first, then solder.
Replacing the Wiring Harness
Now, finally we can cover the process of replacing the harness.
Step 1: Label the New Harness
It may be tempting to jump-in and start ripping wires out of your car, but I strongly advise taking your time and doing Step 1 first. It makes fitting the new harness much easier and less error-prone. This is what I did, and at the same time I made a number of modifications to the harness (see later). My car started first-time after connecting the last wire of the harness – even I was surprised by that.
The main reason I recommend labelling the harness first is that if there are things you’re unsure of at this stage, either in the wiring diagram or new harness, you still have a functioning harness in your car that you can refer to. This can be invaluable, and save you a great deal of heartache later.
I worked through every wire in the harness checking against the wiring diagram, checking it with the continuity tester on my multimeter, and making sure the wire colour-code matched the diagram. Any discrepancies were noted on the diagram, and checked against my car. I found a couple of wires in the NOS harness that were different to the diagram – perhaps some of Rover’s undocumented running changes, or expediency by the harness supplier.
To make this easier, and since it was Summer, I hung the harness on nails hammered into the garden fence! Obviously any wall would do, although a fence makes this very easy. I hung the harness in the approximate layout it would sit in the car. This made things much easier, and I got a sun tan at the same time.
As I checked each wire, I labelled the end with a flag of PVC insulation tape. In permanent market I wrote the component it was connecting to with the terminal number if appropriate. Underneath that, in brackets, I wrote what was as the other end of the cable. So one of the tape tabs on a cable might look like this:
HEADLAMP MAIN LHS
(FUSEBOX F14)
At a glance I could then see this wire was to be connected to the Headlamp Main Beam on the left-hand-side (nearside). In case of problems, I can also see the other end connects to the Fusebox terminal 14. This made troubleshooting much easier, and once tested in the car I removed most of the flags (I left a few that were hidden – you never know if they may be useful in the future).
Not only does this step check your harness against the wiring digram, it makes re-connecting the harness quite simple and familiarises you with the harness itself. And you’re not upside down under the dashboard when doing this, but standing comfortably getting a suntan in your garden.
OK, I think this part is long enough. Here’s a video I’ve posted about the whole re-wiring – well worth a watch (and a subscribe!), and you’ll get a sneak-peak of what will be covered next.
In Part 2 I’ll cover in some detail the process to actually replace the harness in a Rover P5B. This should be published on the website in a few days.
1001v 4f 1/28/17
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Also known as McDonnell Douglas CF-18 Hornet.
McDonnell-Douglas F-18 Hornet CF-188B.
In the 1970s, the Air Force decided that a single multi-role fighter type would replace its CF-101 Voodoos , CF-104 Starfighters and CF-116 Freedom Fighters. The resulting New Fighter Aircraft competition culminated in the selection of the McDonnell-Douglas F/A-18 Hornet. Canada became the first export customer for the type in a contract worth $2.34 (Cdn) billion. A number of Canadian-unique modifications were incorporated into the aircraft design. These included changes for Canadian unique weapons, a 600,000 candle power searchlight in the starboard nose for night intercepts, a modified survival kit and a land based ILS system replacing the USN automatic carrier landing system. Deployed to Canadian air defence (NORAD) and NATO squadrons, the CF-18 Hornet has lived up to all expectations. The multi-role capability of the Hornet has been repeatedly proven in CF use and the aircraft have been operationally employed in the Gulf War and more recently, in the NATO campaign over Kosovo. In the Gulf War, the aircraft were employed in both CAP and conventional strikes. Flying from Aviano, Italy, in the skies over Kosovo and Serbia, the aircraft was primarily employed in the attack role dropping both conventional and precision guided munitions.
The need to upgrade the CF-18 was demonstrated during the Gulf War I deployment and during the 1998 Kosovo conflict as advances in technology had rendered some of the avionics on board the CF-18 obsolete and incompatible with NATO allies. In 2000, CF-18 upgrades became possible when the government increased the defence budget.
In 2001 the Incremental Modernization Project (IMP) was initiated. The project was broken into two phases over a period of eight years and was designed to improve air-to-air and air-to-ground combat capabilities, upgrade sensors and the defensive suite, and replace the datalinks and communications systems on board the CF-18 from the old F/A-18A and F/A-18B standard to the current F/A-18C and D standard. Boeing and L-3 Communications, was issued a contract for the modernization project starting in 2002. A total of 80 CF-18s, consisting of 62 single-seat and 18 dual-seat models were selected from the fleet for the upgrade program. The project along with the IMP II will extend the life of the CF-18 until around 2017 to 2020 when they are to be replaced by the F-35 Lightning II JSF.
Aircraft Specifications
CDN Reg: CF-188
US/NATO Reg.: F/A-18A
Manufacturer: McDonnell-Douglas Aircraft Corporation.
Crew / Passengers: 1 pilot (CF-18A) or 2 pilots (CF-18B).
Power Plant(s): 2 x General Electric F404-GE-400 low-bypass turbofans @ 16,000 lb (7,258 kg) thrust.
Performance: Max Speed: Mach 1.8 Service Ceiling: 49,000 ft (15,000 m) Unrefuelled Range: 2,300 mi (3,704 km) *(retractable air-to-air refueling probe fitted).
Weights: Empty: 23,400 lb (10,614 kg) Gross: 37,000 lb (16,783 kg) Maximum Take-off: 49,355 lb (22,387 kg).
Dimensions: Unfolded Span: 40 ft 5 in (12.32 m) (with missiles) Folded Span: 27 ft 6 in (8.38 m) Length: 56 ft 0 in (17.07 m) Height: 15 ft 3 in (4.66 m) Wing Area: 400 sq ft (37.16 sq m)
Armament: Internally mounted M61A1 20mm cannon & provisions for AIM9 Sidewinder and AIM7 Sparrow air-to-air missiles, Maverick air-to-ground missiles, conventional bombs and precision-guided bombs, unguided CRV7 rockets, fuel tanks etc.
Two CF-18 fighter squadrons are assigned the air defence role in North America. They maintain limited air-to-surface capability to provide support to maritime operations, as well as support to land operations in defence of Canada. They are also available for contingency operations anywhere in the world.
CFB Cold Lake - Cold lake, Alberta, Canada
■410 Cougar Tactical Fighter (Operational Training) Squadron
■409 Nighthawk Tactical Fighter Squadron*
CFB Bagotville - Bagotville, Quebec, Canada
■425 Alouétte Tactical Fighter Squadron**
*Detachment at CFB Comox, British Columbia, Canada
** Detachment at CFB Goosebay, Labrador, Canada
Note: Current operational aircraft strength is 60 aircraft with the additional 60 aircraft undergoing upgrading and rotation.
www.canadianwings.com/Aircraft/aircraftDetail.php?HORNET-37
www.aviation.technomuses.ca/collections/artifacts/aircraf...
en.wikipedia.org/wiki/McDonnell_Douglas_CF-18_Hornet
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Dassault Falcon 50EX.
Dassault Aviation was the first to create a private jet with intercontinental range: the Falcon 50. Seventeen years later, they re-created it, keeping the features that made it such a success, while modifying others with more advanced technology. The result is a private jet that looks and feels like its predecessor, but easily supersedes it. The Falcon 50EX cruises faster at high altitudes; flies further; burns less fuel; and generally outperforms the Falcon 50 in every respect.
The cabin of the Falcon 50EX is perhaps the part of the jet that has changed the least. It still has a height and width of 5.9 and 6.1 feet, respectively. At 23.5 feet in length the Falcon 50EX features a total cabin volume of 700 cubic feet. 115 cubic feet of baggage storage is available in internal compartments. Three closets in the cabin provide space for coats, suits, and briefcases. All baggage compartments are fully pressurized. A total of 2,205 pounds of bags can be stored.
The nine-passenger seating configuration is generally laid out in one four-seat club arrangement, and a separate section of two facing seats and a three-seat divan. Work tables fold out between facing seats so work can be completed in-flight. Power plugs are available for laptops and office equipment. Temperature control is separate for the cockpit and the cabin, so both parties are comfortable in-flight. Space and equipment for hot and cold food preparation come standard, including an oven, ice chest, and coffee maker.
The Falcon 50EX uses three Honeywell TFE731-40 turbofan engines, the second generation of the TFE731 series. They provide more thrust at cruise speeds and burn less fuel than the Falcon 50’s TFE731-3-1C engines. Providing the same amount of thrust for a sea level takeoff as the -3-1C engines, the -40s have an increased ambient temperature, meaning that they perform nearly the same at high altitudes and temperatures as they do at sea level. At an elevation of 5,000 feet and a temperature of 77°F, the -40 engines produce 3,440 pounds of thrust – 93% of the thrust produced at standard sea level conditions.
Furthermore, the -40 engines are equipped with FADEC (Full Authority N1-reference Digital Electronic Engine Control) systems, which automatically start and restart the engines on the ground, reducing pilot workload and optimizing fuel burn and performance. The engine manufacturing process used on the -40 engines is more precise, resulting in higher tolerances and reduced leakage.
The Falcon 50EX, like the Falcon 50, has great runway performance. It can take off in 4,935 feet at sea level and in 7,247 at an elevation of 5,000 feet and a temperature of 77°F. Its maximum takeoff weight (MTOW) has increased from 38,800 pounds to 39,700 pounds – a 900 pound increase. The Falcon 50EX can climb directly to an altitude of 37,000 feet in 17 minutes (13 minutes more quickly than the Falcon 50). It can cruise at 417 knots at an altitude of 43,000 feet for long range trips, or at 481 knots and an altitude of 39,000 feet for optimum speed. The maximum flight ceiling for the Falcon 50 is 49,000 feet.
The Falcon 50EX was designed using computer-molded fluid dynamics software and lightweight materials. Its primary structures are made of aluminum monocoque, while composites are used for some secondary structures. The aerodynamic design and materials slightly decrease the sound produced by the Falcon 50EX on takeoff to 83.8 EPNdB.
The three fuel tanks for the Falcon 50EX are regulated by electrical transfer pumps. These pumps can be used as emergency backup systems if both of the hydraulic systems that power the avionics fail. As unlikely as it would be to have all three systems fail, a fourth option is still available – all flight controls can be operated manually.
The avionics suite of the Falcon 50EX is based on the Collins Pro Line 4 suite. Four 7.25×7.25 inch screens display flight information. Flight controls are located close to the corresponding displays in an intuitive cockpit layout. The cockpit comes standard with a dual Pro Line II radio system, dual digital air-computers, a TWR-850 Doppler turbulence detection radar, an AlliedSignal dual Global GNS-XMS Flight Management System, and several other flight control and environmental awareness systems.
The Falcon 50 was a successful and high-performing private jet, but the Falcon 50EX outdoes it in every way. Everything from its cabin to its engines has been improved, resulting in a decidedly better private jet.
Replacing an earlier photo from Apr-17 with a better version
20-Sep-18.
First flown with the Airbus test registration F-WWST in Jan-16, the aircraft was ferried to the Airbus factory at Hamburg-Finkenwerder for interior fitout and painting. It was delivered to Babcock & Brown Aircraft Management and leased to Emirates as A6-EOZ in May-16.
The aircraft was stored at Dubai World Central in Mar-20 due to the COVID-19 Pandemic. It returned to Dubai International in Nov-20 for further storage and returned to service in Sep-21. Current, updated 31-Oct-23.
Construction of the current castle started around 1325. This served to replace an older castle (known as 't Oude Huys ), which stood a few hundred meters west of the present castle, and whose excavations in 1981 have revealed the foundations of a stone keep and objects.
In the twelfth century, the area around Helmond was part of the possessions of the van Hornes. The current castle was initially owned by the van Berlaer family. In 1433 this family was succeeded by the van Cortenbach family. In 1683 the castle passed into the hands of the Arberg family by marriage. The mint master Carel Frederik Wesselman bought the manor with the castle Helmond in 1781.
In 1549 a fierce fire raged in the castle, in which especially the west wing and the roofs of the building were damaged. Complete destruction has certainly not taken place. Evidence of this was found in later renovations in the 20th century .
In 1921, the ownership of the castle was transferred to the municipality of Helmond by the widow of the last lord of the castle Carel Frederik Wesselman van Helmond, jkvr. Anna Maria de Jonge van Zwijnsbergen and her two daughters, on the condition that the castle was only used for the municipal administration. or intended for other public use. After a thorough renovation, the castle was taken into use as a town hall from 1923. The space became too small in the 1970s. A new town hall was put into use. Of the municipal functions, two wedding halls and the council chamber remained in use. In 2001 the council chamber moved to a new location in nearby Boscotondo . Museum Helmond has been in the castle since 1982.
The current castle was designed as a square water castle with a round tower at each corner and no central residential tower or keep, very similar in ground plan to similar castles such as Muiden Castle, Radboud Castle, or Ammersoyen Castle. These square castles turned out to have better defensive qualities than older round castles. The ground plan of the castle measures approximately 35 X 35 meters. The diameter of the corner towers is approximately 8 meters. The entrance is on the north side through a gatehouse that is almost integrated with the adjacent buildings.
The castle used to have a double ring of moats, only the moat around the building itself remains. The castle also included some outbuildings and entrance gates. Apart from two square towers and one entrance gate, these have to make way for the construction of the Kasteel-Traverse (a bridge crossing straight through the center of Helmond). Over the centuries, the building was adapted several times to the then current use. During the major renovation in 1923, a system of corridors was built in front of the original rooms. The cellar vaults have remained virtually authentic. Almost nothing remains of the original interior. A few authentic fireplaces can still be seen.
Source: wikipedia.org
Replacing an earlier scanned photo with a better version, plus Topaz DeNoise AI 04-May-24. (very yellowed negative!).
British European was just becoming 'FlyBe'
First flown with the British Aerospace test registration G-11-128, this aircraft was leased to Thai Airways International as HS-TBK in Apr-89. It returned to British Aerospace as G-BTJT in Apr-91.
It was briefly re-registered G-6-212 in 1992 before being leased to Jersey European Airways in May-93. Jersey European bought it in Sep-96. The aircraft was wet leased to British Regional Airlines for a month between Sep / Oct-98.
In Oct-98 it was wet leased to Flightline (UK) and returned to Jersey European in Dec-98. British Regional wet-leased it again in Dec-98 and operated it on behalf of British Airways.
It returned to Jersey European in Sep-99.
It was immediately leased to CityJet, operating on behalf of Air France, and returned to Jersey European in Feb-00. Jersey European was renamed British European Airways in Jun-00 and then FlyBe Airlines in Jul-02. The aircraft was permanently retired at Exeter, UK in Apr-08. It was broken up there in Jun-10. Updated 04-May-24.
Replacing an earlier scanned slide with a better version 22-Mar-15, plus Topaz DeNoise AI 13-Aug-23.
Believe it or not, that's a 22 year old me standing in a field roughly half way between Penticton and Kelowna, BC, Canada. I was acting as a civilian 'spotter' on this CH113 Labrador. The 'bubble window' just aft of the door was my 'spotting' position.
We were looking for a missing Piper Cherokee (CF-UFP I think) carrying four Firemen from Vancouver. They were returning to Vancouver after a golfing weekend in Kelowna and flew up the wrong valley on the way home.
They didn't make it! The valley was too narrow for them to turn and fly back and the pass was too high for the heavily loaded Cherokee to climb over.
Basically, the valley floor came up and hit them. The crashed Cherokee was eventually spotted by an RCAF C-47 the following day. We were directed to the site and landed in a nearby clearing to recover the bodies. I won't go into the details but they had been missing for over a week.
Boy could those RCAF guy's drink at the end of a long day! I never did get round to writing that book...
Heli History... First flown with the Boeing test registration N6681D on 13-May-64. This helicopter was registered CF-POB between May/Aug-64 for Royal Canadian Air Force acceptance trials before becoming 10402 in Sep-64.
The RCAF was renamed the CAF Canadian Armed Forces in 1968 and it was re-serialled 11302 in 1969. It was withdrawn from service in Oct-05 and stored at CFB Trenton. ON, Canada.
It was sold to Columbia Helicopters in 2008 'for refurbishment' and stored at Aurora, OR, USA. I can find no further information and think it was probably used for parts. Updated 12-Aug-23.
Donna should have gotten her brother David into this act. He’s a civil engineer and designs bridges and all kinds of stuff. He would have told her that all that glass would over stress that thin bird feeder pole. Out of frame you can see the pole is bent about 35º! Back to the drawing board.
In case you don’t know, in addition to bottles, there are several glass insulators on the tree. These were seen on utility poles all over the country. Now a nice decorator item. Ceramics replaced the glass insulators decades ago..
I replaced the walnuts in the banana muffins I made last month with poppy seeds. The poppy seeds add an interesting textural component, but I probably prefer the combination of banana and walnut.
These muffins are made with cake flour, sugar, baking powder, baking soda, salt, butter, sour cream, eggs, vanilla, bananas, and poppy seeds.
SR 527 is seven lanes wide at Penny Creek - two southbound lanes, two left turn lanes from northbound to 164th Street SE, two northbound through lanes and a right turn lane from northbound to Mill Creek Road. It also has a bike lane in each direction. Numerous utilities are underneath the roadway. Relocating these and replacing the culvert under the highway will require two weekends with full closures in both directions of SR 527. The work also will require numerous nights when the highway is reduced to one lane in each direction.
Replacing an earlier scanned photo with a better version 04-Aug-18. plus Topaz DeNoise AI 23-Aug-24..
Operated for the US Department of Justice by the US Marshalls Service.
This aircraft was delivered to Swissair as HB-IFB in Aug-66. It was sold to the US FAA Federal Aviation Administration as N119 in Aug-68 (as Swissair's DC-9-32's were being delivered).
The aircraft was re-registered N29 in 1975 and withdrawn from use and stored at Oklahoma City, OK, USA in Oct-93. It was sold to the US Department of Justice as N813TL in Jun-94 and transferred to the United States Marshalls Service.
After 38 years in service it was sold to Robinson Air Crane Inc in Jun-04 and stored at Opa Locka, FL, USA. The aircraft was ferried to San Salvador, El Salvador in Nov-05 and the registration was cancelled 6 days later as 'exported to El Salvador'.
It was stored at San Salvador and not registered or operated. It was last noted still stored at San Salvador (still painted as N813TL) in Feb-17.
New to first Aberdeen in 2013 , 67792 was new for the “Northern Lights” service however, it was repainted and replaced last year by the Wright Streetdeck’s new last year.
+++ 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 Panther tank, officially Panzerkampfwagen V Panther (abbreviated PzKpfw V) with ordnance inventory designation Sd.Kfz. 171, was a German medium tank of World War II. It was used on the Eastern and Western Fronts from mid-1943 to the end of the war. The Panther was intended to counter the Soviet T-34 medium tank and to replace the Panzer III and Panzer IV. Nevertheless, it served alongside the Panzer IV and the heavier Tiger I until the end of the war. It is considered one of the best tanks of World War II for its excellent firepower, protection, and mobility although its reliability in early times were less impressive.
The Panther was a compromise. While having essentially the same Maybach V12 petrol (700 hp) engine as the Tiger I, it had better gun penetration, was lighter and faster, and could traverse rough terrain better than the Tiger I. The trade-off was weaker side armor, which made it vulnerable to flanking fire. The Panther proved to be effective in open country and long-range engagements.
The Panther was far cheaper to produce than the heavy Tiger I. Key elements of the Panther design, such as its armor, transmission, and final drive, were simplifications made to improve production rates and address raw material shortages. Despite this the overall design remain described by some as "overengineered". The Panther was rushed into combat at the Battle of Kursk in the summer of 1943 despite numerous unresolved technical problems, leading to high losses due to mechanical failure. Most design flaws were rectified by late 1943 and early 1944, though the bombing of production plants, increasing shortages of high-quality alloys for critical components, shortage of fuel and training space, and the declining quality of crews all impacted the tank's effectiveness.
Though officially classified as a medium tank, at 44.8 metric tons the Panther was closer to a heavy tank weight and the same category as the American M26 Pershing (41.7 tons), British Churchill (40.7 tons) and the Soviet IS-2 (46 tons) heavy tanks. The Panther's weight caused logistical problems, such as an inability to cross certain bridges, otherwise the tank had a very high power-to-weight ratio which made it highly mobile.
The Panther was only used marginally outside of Germany, mostly captured or recovered vehicles, some even after the war. Japan already received in 1943 a specimen for evaluation. During March–April 1945, Bulgaria received 15 Panthers of various makes (D, A, and G variants) from captured and overhauled Soviet stocks; they only saw limited (training) service use. In May 1946, Romania received 13 Panther tanks from the USSR, too.
After the war, France was able to recover enough operable vehicles and components to equip its army and offer vehicles for sale. The French Army's 503e Régiment de Chars de Combat was equipped with a force of 50 Panthers from 1944 to 1947, in the 501st and 503rd Tank Regiments. These remained in service until they were replaced by French-built ARL 44 heavy tanks.
In 1946, Sweden sent a delegation to France to examine surviving specimens of German military vehicles. During their visit, the delegates found a few surviving Panthers and had one shipped to Sweden for further testing and evaluation, which continued until 1961.
However, this was not the Panther’s end of service. The last appearance by WWII German tanks on the world’s battlefields came in 1967, when Syria’s panzer force faced off against modern Israeli armor. Quite improbably, Syria had assembled a surprisingly wide collection of ex-Wehrmacht vehicles from a half-dozen sources over a decade and a half timeframe. This fleet consisted primarily of late production Panzer V, StuGIII and Jagdpanzer IVs, plus some Hummel SPAAGs and a handful Panthers. The tanks were procured from France, Spain, and Czechoslovakia, partly revamped before delivery.
All of the Panthers Syria came from Czechoslovakia. Immediately after Germany’s collapse in May 1945, the Soviet army established a staging area for surrendered German tanks at a former Wehrmacht barracks at Milovice, about 24 miles north of Prague, Czechoslovakia. By January 1946, a total of roughly 200 operational Panzer IVs and Panthers of varying versions were at this facility. Joining them was a huge cache of spare parts found at a former German tank repair depot in Teplice, along with ammunition collected from all over Czechoslovakia and the southern extremity of the Soviet occupation zone in Germany. Throughout 1946, the Czechoslovak government’s clean-up of WWII battlefields recovered more than one hundred further tank wrecks, of which 80 were pieced back together to operational status and handed over to the Czechoslovakian Army,
In early 1948, the now-nationalized CKD Works began a limited upkeep of the tanks, many of which had not had depot-level overhauls since the war. A few were rebuilt with a Czechoslovak-designed steering system, but this effort was halted due to cost. These tanks remained operational in the Czechoslovak army until the end of 1954, when sufficient T-34s were available to phase them out.
A Syrian military delegation visited Prague from 8 April – 22 April 1955. An agreement was struck for the sale, amongst other items, of 45 Panzer IVs and 15 Panthers. Despite their obsolescence the Czechoslovaks were not about to just give the tanks away and demanded payment in a ‘hard’ western currency, namely British pounds. The cost was £4,500 each (£86,000 or $112,850 in 2016 money), far above what they were probably worth militarily, especially considering the limited amount of foreign currency reserves available to the Damascus government. The deal included refurbishment, a full ammunition loadout for each, and a limited number of spare parts. Nonetheless, the deal was closed, and the tanks’ delivery started in early November 1955.
The Syrians were by that time already having dire problems keeping their French-sourced panzers operational, and in 1958, a second contract was signed with CKD Works for 15 additional Panzer IVs and 10 more Panthers, these being in lesser condition or non-operational, for use as spare parts hulks. An additional 16 refurbished Maybach engines for both types were also included in this contract, as well as more ammunition.
The refurbished Panthers for Syria had their original 7.5 cm KwK 42 L70 replaced with the less powerful Rheinmetall 7.5 cm KwK 40 L48 gun – dictated by the fact that this gun was already installed in almost all other Syrian tanks of German origin and rounds for the KwK 42 L70 were not available anymore. and the Panther’s full ammo load was 87 rounds. The KwK 40 L48 fired a standard APCBC shell at 750 m/s and could penetrate 109 mm (4.3 in) hardened steel at 1.000 m range. This was enough to take out an M4 Sherman at this range from any angle under ideal circumstances. With an APCR shell the gun was even able to penetrate 130 mm (5.1 in) of hardened steel at the same distance.
Outwardly, the gun switch was only recognizable through the shorter barrel with a muzzle brake, the German WWII-era TZF.5f gunsight was retained by the Syrians. Additionally, there were two secondary machine guns, either MG-34s or MG-42s, one coaxial with the main gun and a flexible one in a ball mount in the tank’s front glacis plate.
A few incomplete Panther hulls without turret were also outfitted with surplus Panzer IV turrets that carried the same weapon, but the exact share of them among the Syrian tanks is unknown – most probably less than five, and they were among the batch delivered in the course of the second contract from 1958.
As they had been lumped all together in Czechoslovak army service, the Syrians received a mixed bag of Panzer IV and Panther versions, many of them “half-breeds” or “Frankensteins”. Many had the bow machine gun removed, either already upon delivery or as a later field modification, and in some cases the machine gun in the turret was omitted as well.
An obvious modification of the refurbished Czech export Panthers for Syria was the installation of new, lighter road wheels. These were in fact adapted T-54 wheels from Czechoslovakian license production that had just started in 1957 - instead of revamping the Panthers’ original solid steel wheels, especially their rubberized tread surfaces, it was easier to replace them altogether, what also made spare parts logistics easier. The new wheels had almost the same diameter as the original German road wheels from WWII, and they were simply adapted to the Panther’s attachment points of the torsion bar suspension’s swing arms. Together with the lighter main gun and some other simplifications, the Syrian Panthers’ empty weight was reduced by more than 3 tonnes.
The Czechoslovaks furthermore delivered an adapter kit to mount a Soviet-made AA DShK 12.7mm machine gun to the commander cupola. This AA mount had originally been developed after WWII for the T-34 tank, and these kits were fitted to all initial tanks of the 1955 order. Enough were delivered that some could be installed on a few of the Spanish- / French-sourced tanks, too.
It doesn’t appear that the Czechoslovaks updated the radio fit on any of the ex-German tanks, and it’s unclear if the Syrians installed modern Soviet radios. The WWII German Fu 5 radio required a dedicated operator (who also manned the bow machine gun); if a more modern system was installed not requiring a dedicated operator, this crew position could be eliminated altogether, what favored the deletion of the bow machine gun on many ex-German Syrian tanks. However, due to their more spacious hull and turret, many Panthers were apparently outfitted with a second radio set and used as command tanks – visible through a second whip antenna on the hull.
A frequent domestic Panther upgrade were side skirts to suppress dust clouds while moving and to prevent dust ingestion into the engines and clogged dust filters. There was no standardized solution, though, and solutions ranged from simple makeshift rubber skirts bolted to the tanks’ flanks to wholesale transplants from other vehicles, primarily Soviet tanks. Some Panthers also had external auxiliary fuel tanks added to their rear, in the form of two 200 l barrels on metal racks of Soviet origin. These barrels were not directly connected with the Panther’s fuel system, though, but a pump-and-hose kit was available to re-fuel the internal tanks from this on-board source in the field. When empty or in an emergency - the barrels were placed on top of the engine bay and leaking fuel quite hazardous - the barrels/tanks could be jettisoned by the crew from the inside.
Inclusive of the cannibalization hulks, Syria received a total of roughly 80 former German tanks from Czechoslovakia. However, at no time were all simultaneously operational and by 1960, usually only two or three dozen were combat-ready.
Before the Six Day War, the Syrian army was surprisingly unorganized, considering the amount of money being pumped into it. There was no unit larger than a brigade, and the whole Syrian army had a sort of “hub & spokes” system originating in Damascus, with every individual formation answering directly to the GHQ rather than a chain of command. The Panthers, Panzer IVs and StuG IIIs were in three independent tank battalions, grossly understrength, supporting the normal tank battalions of three infantry brigades (the 8th, 11th, and 19th) in the Golan Heights. The Jagdpanzer IVs were in a separate independent platoon attached to a tank battalion operating T-34s and SU-100s. How the Hummel SPGs were assigned is unknown.
The first active participation of ex-German tanks in Syrian service was the so-called “Water War”. This was not really a war but rather a series of skirmishes between Israel and Syria during the mid-1960s. With increasing frequency starting in 1964, Syria emplaced tanks on the western slope of the Golan Heights, almost directly on the border, to fire down on Israeli irrigation workers and farmers in the Galilee region. Surprisingly (considering the small number available) Syria chose the Panzer IV for this task. It had no feature making it better or worse than any other tank; most likely the Syrians felt they were the most expendable tanks in their inventory as Israeli counterfire was expected. The panzers were in defilade (dug in) and not easy to shoot back at; due to their altitude advantage.
In 1964, Syria announced plans to divert 35% of the Jordan River’s flow away from Israel, to deprive the country of drinking water. The Israelis responded that they would consider this an act of war and, true to their word, engaged the project’s workers with artillery and sniper fire. Things escalated quickly; in 1965, Israeli M4 Shermans on Israeli soil exchanged fire with the Syrian Panzer IVs above inconclusively. A United Nations peacekeeping team ordered both sides to disengage from the border for a set period of time to “cool off”, but the UN “Blue Berets” were detested and considered useless by both the Israelis and Syrians, and both sides used the lull to prepare their next move. When the cooling-off period ended, the Syrians moved Panzer IVs and now some Panthers, too, back into position. However, the IDF had now Centurion tanks waiting for them, with their fire arcs pre-planned out. The Cold War-era Centurion had heavy armor, a high-velocity 105mm gun, and modern British-made optics. It outclassed the WWII panzers in any imaginable way and almost immediately, two Syrian Panzer IVs and a Panther were destroyed. Others were abandoned by their crews and that was the end of the situation.
Syria’s participation in the Six Say War that soon followed in 1967 war was sloppy and ultimately disastrous. Israel initially intended the conflict to be limited to a preemptive strike against Egypt to forestall an imminent attack by that country, with the possibility of having to fight Syria and Jordan defensively if they responded to the operations against Egypt. The war against Egypt started on 5 June 1967. Because of the poor organization of the Syrian army, news passed down from Damascus on the fighting in the Sinai was scarce and usually outdated by the time it reached the brigade level. Many Syrian units (including the GHQ) were using civilian shortwave radios to monitor Radio Cairo which was spouting off outlandish claims of imaginary Egyptian victories, even as Israeli divisions were steamrolling towards the Suez Canal.
Syrian vehicles of German origin during the Six Day War were either painted overall in beige or in a dark olive drab green. Almost all had, instead of tactical number codes, the name of a Syrian soldier killed in a previous war painted on the turret in white. During the Six Day War, no national roundel was typically carried, even though the Syrian flag was sometimes painted to the turret flanks. However just as the conflict was starting, white circles were often painted onto the top sides of tanks as quick ID markings for aircraft, and some tanks had red recognition triangles added to the side areas: Syrian soldiers were notoriously trigger-happy, and the decreased camouflage effect was likely cancelled out by the reduced odds of being blasted by a comrade!
During the evening of 5 June, Syrian generals in Damascus urged the government to take advantage of the situation and mount an immediate invasion of Israel. Planning and preparation were literally limited to a few hours after midnight, and shortly after daybreak on 6 June, Syrian commanders woke up with orders to invade Israel. The three infantry brigades in the Golan, backed up by several independent battalions, were to spearhead the attack as the rest of the Syrian army mobilized.
There was no cohesion at all: Separate battalions began their advance whenever they happened to be ready to go, and brigades went forward, missing subunits that lagged behind. A platoon attempting a southern outflank maneuver tried to ford the Jordan River in the wrong spot and was washed away. According to a KGB report, at least one Syrian unit “exhibited cowardice” and ignored its orders altogether.
On 7 June, 24 hours into their attack, Syrian forces had only advanced 2 miles into Israel. On 8 June, the IDF pushed the Syrians back to the prewar border and that afternoon, Israeli units eliminated the last Egyptian forces in the Sinai and began a fast redeployment of units back into Israel. Now the Syrians were facing serious problems.
On 9 June, Israeli forces crossed into the Golan Heights. They came by the route the Syrians least expected, an arc hugging the Lebanese border. Now for the first time, Syria’s panzers (considered too slow and fragile for the attack) were encountered. The next day, 10 June 1967, was an absolute rout as the Syrians were being attacked from behind by IDF units arcing southwards from the initial advance, plus Israel’s second wave coming from the west. It was later estimated that Syria lost between 20-25% of its total military vehicle inventory in a 15-hour span on 10 June, including eight Panthers. A ceasefire was announced at midnight, ending Syria’s misadventure. Syria permanently lost the Golan Heights to Israel.
By best estimate, Syria had just five Panthers and twenty-five Panzer IVs fully operational on 6 June 1967, with maybe another ten or so tanks partially operational or at least functional enough to take into combat. Most – if not all – of the ex-French tanks were probably already out of service by 1967, conversely the entire ex-Spanish lot was in use, along with some of the ex-Czechoslovak vehicles. The conflict’s last kill was on 10 June 1967 when a Panzer IV was destroyed by an Israeli M50 Super Sherman (an M4 Sherman hull fitted with a new American engine, and a modified turret housing Israeli electronics and a high-velocity French-made 75mm gun firing HEAT rounds). Like the Centurion, the Super Sherman outclassed the Panzer IV, and the Panther only fared marginally better.
Between 1964-1973 the USSR rebuilt the entire Syrian military from the ground up, reorganizing it along Warsaw Pact lines and equipping it with gear strictly of Soviet origin. There was no place for ex-Wehrmacht tanks and in any case, Czechoslovakia had ended spares & ammo support for the Panzer IV and the Panthers, so the types had no future. The surviving tanks were scrapped in Syria, except for a single Panzer IV survivor sold to a collector in Jordan.
Specifications:
Crew: Five (commander, gunner, loader, driver, radio operator)
Weight: 50 tonnes (55.1 long tons; 45.5 short tons)
Length: 6.87 m (22 ft 6 in) hull only
7.52 m (24 ft 7¾ in) overall with gun facing forward
Width: 3.42 m (11 ft 3 in) hull only
3,70 m (12 ft 1¾ in) with retrofitted side skirts
Height: 2.99 m (9 ft 10 in)’
Ground clearance: 56 cm (22 in)
Suspension: Double torsion bar, interleaved road wheels
Fuel capacity: 720 liters (160 imp gal; 190 US gal),
some Syrian Panthers carried two additional external 200 l fuel drums
Armor:
15–80 mm (0.6 – 3.93 in)
Performance:
Maximum road speed: 56 km/h (35 mph)
Operational range: 250 km (160 mi) on roads; 450 km (280 mi)with auxiliary fuel tanks
100 km (62 mi) cross-country
Power/weight: 14 PS (10.1 kW)/tonne (12.7 hp/ton)
Engine & transmission:
Maybach HL230 V-12 gasoline engine with 700 PS (690 hp, 515 kW)
ZF AK 7-200 gearbox with 7 forward 1 reverse gear
Armament:
1× 7,5 cm KwK 40 (L/48) with 87 rounds
2× 7.92 mm MG 34 or 42, or similar machine guns;
one co-axial with the main gun, another in the front glacis plate
with a total of 5.100 rounds (not always mounted)
Provision for a 12.7 mm DShK or Breda anti-aircraft machine gun on the commander cupola
The kit and its assembly:
A rather exotic what-if model, even though it’s almost built OOB. Inspiration came when I stumbled upon the weird Syrian Panzer IVs that were operated against Israel during the Six Day War – vehicles you would not expect there, and after more than 20 years after WWII. But when I did some more research, I was surprised about the numbers and the variety of former German tanks that Syria had gathered from various European countries, and it made me wonder if the Panther could not have been among this shaggy fleet, too?
I had a surplus Dragon Panther Spähpanzer in The Stash™, to be correct a “PzBeobWg V Ausf. G”, an observation and artillery fire guidance conversion that actually existed in small numbers, and I decided to use it as basis for this odd project. The Dragon kit has some peculiarities, though: its hull is made from primed white metal and consists of an upper and lower half that are held together by small screws! An ambiguous design, because the parts do not fit as good as IP parts, so that the model has a slightly die-cast-ish aura. PSR is necessary at the seams, but due to the metal it’s not easy to do. Furthermore, you have to use superglue everywhere, just as on a resin kit. On the other side, surface details are finely molded and crisp, even though many bits have to be added manually. However, the molded metal pins that hold the wheels are very robust and relatively thin – a feature I exploited for a modified running gear (see below).
For the modified Panther in my mind I had to retrograde the turret back to a late standard turret with mantlet parts left over from a Hasegawa kit – they fitted perfectly! The PzBeobWg V only comes with a stubby gun barrel dummy. But I changed the armament, anyway, and implanted an aftermarket white metal and brass KwK 40 L48, the weapon carried by all Syrian Panzer IVs, the Jagdpanzer IVs as well as the StuG IIIs. This standardization would IMHO make sense, even if it meant a performance downgrade from the original, longer KwK 42 L70.
For a Syrian touch, inspired by installations on the Panzer IVs, I added a mount for a heavy DShK machine gun on the commander’s cupola, which is a resin aftermarket kit from Armory Models Group (a kit that consists of no less than five fiddly parts for just a tiny machine gun!).
To change and modernize the Panther’s look further, I gave it side skirts, leftover from a ModelCollect T-72 kit, which had to be modified only slightly to fit onto the molded side skirt consoles on the Panther’s metal hull. A further late addition were the fuel barrels from a Trumpeter T-54 kit that I stumbled upon when I looked for the skirts among my pile of tank donor parts. Even though they look like foreign matter on the Panther’s tail, their high position is plausible and similar to the original arrangement on many Soviet post-WWII tanks. The whip antennae on turret and hull were created with heated black sprue material.
As a modern feature and to change the Panther’s overall look even more, I replaced its original solid “dish” road wheels with T-54/55 “starfish” wheels, which were frequently retrofitted to T-34-85s during the Fifties. These very fine aftermarket resin parts (all real-world openings are actually open, and there’s only little flash!) came from OKB Grigorovich from Bulgaria. The selling point behind this idea is/was that the Panther and T-54/55 wheels have almost the same diameter: in real life it’s 860 vs. 830 mm, so that the difference in 1:72 is negligible. Beneficially, the aftermarket wheels came in two halves, and these were thin enough to replace the Panther’s interleaved wheels without major depth problems.
Adapting the parts to the totally different wheel arrangement was tricky, though, especially due to the Dragon kit’s one-piece white metal chassis that makes any mods difficult. My solution: I retained the inner solid wheels from the Panther (since they are hardly visible in the “3rd row”), plus four pairs of T-54/55 wheels for the outer, more rows of interleaved wheels. The “inner” T-54/55 wheel halves were turned around, received holes to fit onto the metal suspension pins and scratched hub covers. The “outside” halves were taken as is but received 2 mm spacer sleeves on their back sides (styrene tube) for proper depth and simply to improve their hold on the small and rounded metal pin tips. This stunt worked better than expected and looks really good, too!
Painting and markings:
Basically very simple, and I used pictures of real Syrian Panzer IVs as benchmark. I settled for the common green livery variant, and though simple and uniform, I tried to add some “excitement” to it and attempted to make old paint shine through. The hull’s lower surface areas were first primed with RAL 7008 (Khakigrau, a rather brownish tone), then the upper surfaces were sprayed with a lighter sand brown tone, both applied from rattle cans.
On top of that, a streaky mix of Revell 45 and 46 – a guesstimate for the typical Syrian greyish, rather pale olive drab tone - was thinly applied with a soft, flat brush, so that the brownish tones underneath would shine through occasionally. Once dry, the layered/weathered effect was further emphasized through careful vertical wet-sanding and rubbing on all surfaces with a soft cotton cloth.
The rubber side skirts were painted with an anthracite base and the dry-brushed with light grey and beige.
The model then received an overall washing with a highly thinned mix of grey and dark brown acrylic artist paint. The vinyl tracks (as well as the IP spare track links on the hull) were painted, too, with a mix of grey, red brown and iron, all acrylic paints, too, that do not interact chemically with the soft vinyl.
The decals/markings are minimal; the Arabian scribble on the turret (must be a name?), using the picture of a Syrian Panzer IV as benchmark, was painted in white by hand, as well as the white circle on the turret roof. The orange ID triangles are a nice contrast, even though I was not able to come up with real-life visual evidence for them. I just found a color picture of a burned T-34-85 wreck with them, suggesting that the color was a dull orange red and not florescent orange, as claimed in some sources. I also found illustrations of the triangles as part of 1:35 decal sets for contemporary Syrian T-34-85s from FC Model Trend and Star Models, where they appear light red. For the model, they were eventually cut out from decal sheet material (TL-Modellbau, in a shade called “Rotorange”, what appears to be a good compromise).
Dry-brushing with light grey and beige to further emphasize edges and details followed. Finally, the model was sealed with matt acrylic vanish overall, and some additional very light extra dry-brushing with silver was done to simulate flaked paint. Dirt and rust residues were added here and there with watercolors. After final assembly, the lower areas of the model were furthermore powdered with mineral pigments to simulate dust.
The idea of a modernized WWII Panther: a simple idea that turned into a major conversion. With the resin DShK machine gun and T-54/55 wheel set the costs of this project escalated a little, but in hindsight I find that the different look and the mix of vintage German and modern Soviet elements provide this Panther with that odd touch that sets it apart from a simple paint/marking variation? I really like the outcome, and I think that the effort was worthwhile - this fictional Panther shoehorns well into its intended historical framework. :-D
Railway Gazette reported on the 16th December 2016 that the leaders of the Liverpool City Region Combined Authority had givene the go-ahead for a £460m project to replace the Merseyrail suburban electric multiple-unit fleet. This includes the selection of Stadler to supply a fleet of 52 trainsets for entry into service from the end of 2020. Contracts are expected to be signed in early 2017.
‘This is a once in a generation opportunity for custom-built trains that will be safer and carry more people more quickly’, said Chair of the combined authority and Mayor of Liverpool Joe Anderson. ‘Unusually, these trains will be owned by us locally, meaning we can make sure the trains are exactly what passengers want and that they are ready for our future plans.’
The project is being financed from a reserve fund which had been established for the purpose, as well as loans which the combined authority is to secure from sources including the European Investment Bank. Transport authority Merseytravel will own the trains and lease them to the operating concessionaire, which will be paid a lower operating fee to account for the expected increase in revenue and lower running costs.
The fleet renewal programme also includes power supply, track, and station upgrades and refurbishment of the Kirkdale and Birkenhead North depots. The reduced journey times and better reliability means the decision has been made to order 52 EMUs to replace the current fleet of 59 trains.
The first EMU is scheduled to be delivered in summer 2019 for several months of testing ahead of the delivery of series-built trains by the end of 2020. A new timetable will be introduced in 2021 once the existing Class 507 and 508 units dating from the 1970s have been withdrawn; the new trains’ better acceleration and braking is expected to enable Hunt’s Cross – Southport journey times to be reduced by 9 min.
The 65 m long four-car EMUs will have the same number of seats as the existing three-car sets, but will be 4 m longer with wide through gangways to provide an increase in standing space. This will increase total capacity per EMU from 303 to 486 passengers.
There will be a mix of airline and facing seats, with more space for bicycles, pushchairs and persons with reduced mobility. The train body will be designed specifically for the Merseyrail network, with lower floors and a sliding step to provide near-level access.
There will be a passenger intercom and CCTV linked to the driver and control room. The doors will be illuminated red, amber and green inside and out to show when they are opening or closing and when it is safe to board and alight.
At 99 tonnes, the EMUs will be lighter than the current 105 tonne trains, and energy consumption is expected to be 20% lower, including regenerative braking; options for energy storage are to be studied.
The 750 V DC third-rail EMUs will be capable of conversion to dual-voltage operation for use on 25 kV 50 Hz lines with a view to serving Skelmersdale, Warrington and Wrexham in the longer term.
The trains will be equipped for driver controlled operation, which the combined authority said was ‘put forward by all bidders’ as way to meet the requirements of a report into a fatal incident in 2011. The driver will be responsible for opening and closing the doors and for train dispatch, eliminating the need for guards. Roving customer service roles will be created, with staff available to assist passengers ‘at key locations and times’. There will be fewer customer service roles than guards positions, and while the combined authority envisages there will be natural wastage over the next four years, it has endorsed proposal to guarantee continued employment for all guards currently permanently employed.
‘In an ideal world we’d like to have a second member of staff on every train to ensure the highest level of customer service, but there aren’t the resources to do that’, said Councillor Liam Robinson, Chair of the Merseytravel Committee. ‘Some guards will have the opportunity to be employed in a new on-board customer service role and others will be able to take advantage of other redeployment opportunities, all on the same terms and conditions as now.’
The contract came in slightly over budget (£460m vs target of £400m)
52 units, slightly over the tender requirement of 50 but a reduction from current fleet of 59 (increased reliability and faster journey speeds anticipated to compensate)
65m versus tender specification of 60m to allow doubling up, though that wasn't expected to be normal operating practise just for event strengthening (3m longer than current 62m fleet) and they have significantly higher capacity (60%) from being a wide aisle articulated design.
No mention of earlier proposed fleet extension options, the tender called for 60 options on top of original 50
99 tonnes, 6 tonnes lighter than existing trains and 20% more energy efficient.
DOO but with driver aides such as radar to detect obstructions and people standing too close.
The single doors in the end cars appear to be to allow them to work in multiples without having to extend the platforms. By having a single door in the middle of the car the front and or back could potentially overhang the platform ends to provide a capacity uplift without the additional infrastructure costs.
Images- Merseytravel/Stadler.
I replaced all the electrolytic capacitors, transistors and diodes in the amp to bring it back to spec. All transistors were replaced with modern equivalents. Luckily all parts were readily available for this nearly 40 year old amp!
5410. SELECTED BIBLIOGRAPHY of sources, December 31, 2011:*
* This image has now been replaced at its original location by an impressive ca1941 image of the Armed Merchant Cruiser HMS KANIMBLA, at pic NO. 3894 here:
www.flickr.com/photos/41311545@N05/5435698338/?reuploaded=1
The car in this image [my moher's, that's here behind the wheel, is a Willy's Coupe 77 [identified here on the Photostream, see comments below. Kookaburra doesn't know much about cars].
Back to the Bibliography:
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Photo: Author [far right] home collection. Visiting HMAS QUICKMATCH, Nelson Pier, Williamstown,1958, with brother and friends, in his mother's Willys coupe 77.