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Llew Jones LJI6786 is seen at Llandudno Junction Railway Station whilst operating a Transport for Wales Rail Replacement Service to Blaenau Ffestiniog
It's been some time coming, but finally the replacements for the FJ08 batch of Volvo B9TL's with Yorkshire Coastliner are arriving, and on December 8 2016 the new buses were launched at an event outside York Minster. As a repeat of history back from 2003, the Coastliner order is a tag-on to an order made for Harrogate and District's route 36 - however an improvement from 2003-4 is that the Coastliner buses are specified to just as high a standard if not better.
The vehicles used for the launch event are BT66 MVO and BT66 MVP which are Volvo B5TL Wright Eclipse Gemini 3's - oddly these have been given 36xx fleetnumbers, the reason I've been given is simply because these 'follow on' from the Harrogate order, but for clarity I have included the *correct* fleetnumbers in brackets for the photo titles. As it stands, only these two vehicles have currently been delivered - though two more are due late next week whilst the rest are still either in Northern Ireland or at Heysham; the two buses seen here will see their first day of service on December 12 with a new timetable in effect at the same time (the timetable conveniently shows which journeys will be run by the new buses). This order of B5TL's consists of ten vehicles to fully replace 411-420, and the order is worth just over £2.3Million; the engines comply to Euro 6 standard which means these buses emit less pollution in terms of particulate matter than a small diesel hatchback car (and studies have proven this). Each bus has a gross vehicle weight of 18t and is 11.5m long and 4.4m heigh.
In famous Transdev style, the plan for 411-420 has changed at the 11th hour and 59th minute: rather than going to keighley the company has decided not to renew the lease and so those will leave the group as a whole.
Interior specification for these is amlost identical to those used for Harrogate and District's route 36, however the seats have the Creating Desire moquette trim instead of leather (probably better for long journeys to the coast anyway, less sweaty bums!). Upstairs has high-backed coach seating with individual USB charging sockets, the seats themselves are wider than normal bus seats for greater comfort. Upstairs has two seating groups arranged around a table, and an improvement over the H&D 36 buses is that each table has a wireless induction charger for mobile phones; each table is also finished with a unique vinyl which is patterned for something associated with the coastliner route (likewise the interior panel of the staircase). The upper deck has a double-glazed panoramic sunlight going the length of the bus to allow better views and more light into the bus, whilst the aisles upstairs and downstairs is finished in wood effect. The seats have blue LED lights underneath to better illuminate the aisle and provide delineation between aisle and seats. The glazing panel inside for the staircase has been finished with an etched new-style Coastliner logo which is then edge-lit by blue LED's. At the rear of the lower deck the usual group of 5 forward-facing seats have been replaced by 4 wider seats to allow passengers more room, and the seats are also provided with a table complete with USB sockets, a footrest underneath and a space for bags (and in one photo is demonstrated by fellow enthusiast Frank). The bus has full CCTV coverage in addition to audio 'next stop' announcements controlled by GPS and the Mobitech destination equipment. The destinations also follow a new innovation being rolled out with new Transdev buses in that it can count down time until the bus departs its first stop.
Externally the buses have been given an entirely new livery in the current Transdev style as also seen in York on the Cityzap and Little Explorers buses, along with a new logo and the motto "Yorkshire's Amazing Day Out", as everything is amazing apparently. Each bus is given a unique rear advertisement to promote somewhere along the route, taking up the space previously used for the route map which has now been shifted to the side panels above the lower deck windows (seen in one photo where I seem to have caught Scott Poole by surprise). And the buses have crystal white LED destinations.
Image from our basement shower replacement project - April 18th, 2011. This is the beginning of the tear-out of the old shower, showing old blue tiles and massive mold damage behind where the shower had been.
Image from our basement shower replacement project - April 18th, 2011. This is the old shower, before it was torn out.
So after a few minutes of racking our brains. I remember I had 2 frozen cakes that I could pull out and thaw in time. Granted the cake was late....but we managed to give them at least something to cut on their wedding day.
Loopy bow doesn't look half as good as my original : ( Spares from past cakes...lol
Image from our basement shower replacement project - April 18th, 2011. This is the old shower, before it was torn out. We kept the brand-new doors.
R49 GNW, a DAF/EOS of RH Transport of Finstock heads up a line of coaches from the Weaverway Group fleets including Haywards, Countywide and Abingdon Coaches vehicles. All seen at Reading Buses' depot in the town.
After iPhone screen replacement the phone passed all of our quality assurance tests and released to a customer with 3 months warranty.
Exeter St David's Station, 9th February 2014 - A large rail replacement operation was in place, due to flooding in Somerset and the collapse of the sea wall at Dawlish. Replacement coaches were operating from Exeter to Newton Abbot, Taunton and Bristol Parkway among other places.
Local operator Axe Vale's Bova Futura WA03HRC awaits it's next dut, whilst Cardiff based Watt's Coaches VDL Bova WF63LTK loads, presumably for Bristol Parkway.
At the time of my visit, a traction change from electric to diesel was undertaken at Villupuram and WDP-3A locomotive No. 15516 was tasked with taking the Vaigai Express onward to Madurai Junction.
All images on this site are exclusive property and may not be copied, downloaded, reproduced, transmitted, manipulated or used in any way without expressed written permission of the photographer. All rights reserved – Copyright Don Gatehouse
For this photo I shot a photo of this building with a small aperture at dusk/evening first. But the original sky was a little bit mediocre. So I replaced it in Photoshop with an awesome sunset sky I shot the other day with the help of a great tutorial video by Phlearn. Turned out quiet good in my opinion.
Crews working on the bridge deck of the new Roche Cove Bridge. The previous single lane timber bridge, which was built in 1928, has been replaced with a two lane concrete bridge on an improved road alignment which includes 1.5m paved shoulders for pedestrians and cyclists across the bridge.
06. DDY 222. Volvo B10M-62 with Berkhof Axial 50 Bodywork. In Rambler Coaches livery. Operating an Rail Replacement service from Hastings to Ashford International on behalf of Southern Railway. Seen at Hastings Station.
This vehicle was originally registered as Y222 PDY.
The F/A-18 Hornet came about as a US Navy replacement for late model A-4 Skyhawks, A-7 Corsair IIs, and F-4 Phantom II squadrons not replaced by the F-14 Tomcat. It was also heavily influenced by the need for a fighter cheaper than the F-14. The Navy participated in the Lightweight Fighter (LWF) competition won by the F-16 Falcon, but found the F-16 unsuited for carrier operations.
With this in mind, the Navy approached Northrop and McDonnell Douglas to build a suitable multirole fighter based around the loser of the LWF competition, the YF-17 Cobra. The resulting F-18 Hornet was larger and much more versatile than the Cobra, though it retained the latter’s basic design. Initially, Hornet production was to be divided into the dedicated fighter F-18 and strike A-18, but with advances in technology, the two were combined into a single airframe as the F/A-18.
The first YF-18A flew in 1978, the production F/A-18A in 1980, and service entry in 1983, with the US Marine Corps in January and the US Navy two months later. The Hornet was found to be very agile, exceptionally easy to maintain, and more than able to live up to its multirole reputation, to the point that it is considered to be the world’s first true multirole fighter, where fighter and attack roles are integrated into the same airframe and can be switched by literally the push of a button. Its only drawback was a lack of range and initial problems with stabilator cracks, which was solved by strengthening the stabilators and adding small wing fences to force away air from the tail.
The F/A-18A/B was superseded on the production line in early 1987 by the C/D models, which differed from the earlier type by using an upgraded APG-65 radar, improved engines, internal ECM suite, and the ability to carry the AGM-65 Maverick, AGM-88 HARM, and AIM-120 AMRAAM, though the latter would not actually come into service until 1993. The F/A-18C/D incorporated field modifications made to A/B models; those of the latter still in service by 1993 received a similar upgrade with the addition of the APG-70 radar. USN/USMC Hornets of all types would see action over Iraq in the First Gulf War, and later Bosnia, Kosovo, Afghanistan, and Iraq a second time.
USMC all-weather units replaced their A-6 Intruders with F/A-18Ds, which were night attack capable with the addition of FLIR, improved multifunction displays, and lowlight goggle compatibility. The USN later followed suit, with the F-18C replacing the A-6E as well from 1995. Though the F/A-18C/D has been supplemented by the F/A-18E/F Super Hornet and is due to be replaced by the F-35 Lightning II, it will continue as the backbone of the USN/USMC for some years to come. In addition to the US, the Hornet also serves with Canada and Spain, as well as Australia, Finland, Kuwait, Malaysia, and Switzerland.
This F/A-18A is Bureau Number 163132. While the exact dates it served with which squadron is unknown, it is known that 163132 served with VMFA-312 ("Checkerboards"), during which it wore an experimental (and unique) Ferris Splinter camouflage scheme; it also flew with VMFA-451 ("Warlords") and VMFA-115 ("Silver Eagles"), and retired from the latter squadron around 2010. It was acquired by the Pima Air and Space Museum in 2018. While with these squadrons, 163132 saw service over Kosovo, Iraq, and Afghanistan; it may have some of the highest amount of combat hours of any Marine Hornet.
When the aircraft was acquired by Pima, it was in bad shape, having been cannibalized for parts while it was in storage at AMARC. It has since nearly been completely restored, though it still awaits some paint work. The markings of its last squadron, VMFA-115 at MCAS Iwakuni, Japan, can still faintly be seen on the fuselage and more clearly on the tail.
The next part of the scene shot from another angle a few seconds on, has the boy in the dark jumper and grey shorts replaced with a different boy in similar clothing, the first boy possibly didn't make it in time when the word cut was uttered.
As to those in the Home that were required to give Sister the secret sign that you needed to go to the toilet by tugging the sides of our shorts, sometimes it was down to loose trousers.
One of the old black & white photos now automatically
colourised.
Cymru Coaches is seen at Cardiff Central whilst operating a Transport for Wales Rail Replacement Service to Ebbw Vale Town
Humphreys hosts Army 10-miler shadow run
By W. Wayne Marlow, U.S. Army Garrison Humphreys, Public Affairs
CAMP HUMPHREYS, SOUTH KOREA – Over 300 runners from across the Korean peninsula took part in the second annual Army 10-miler Shadow Run hosted here Oct. 2.
First Lieutenant Robert Anderson of the 532nd Military Intelligence Battalion won the nighttime race, designed to mirror the Army’s annual run in Washington, D.C., in 1 hour, 3 minutes and 51 seconds. First Lieutenant Sarah Rainville took the women’s crown, finishing in 1:16:44.
Anderson said he initially thought only about doing his best and having a good run. But when some entrants passed him early in the race, his focused changed.
“I was going to try and take it easy ... but then an adrenaline rush hit and I decided to pick it up,” he said.
Anderson maintained a steady pace, running the second half in just two more minutes than he did the first five miles. “I felt good the whole time,” he said. “I felt like I had some left in the tank. I started training for it last year, so I’ve been upping my mileage.”
The Camp Humphreys shadow run will be shown on a large screen during the Army 10-miler in Washington, D.C., on Oct. 9, and Anderson plans to be there to watch it and participate in his second 10-miler of the week. “This was prep for that one,” he said.
Former United States Army Garrison Humphreys Command Sgt. Maj. Jason Kim fired the opening gun at 9 p.m. locally to coincide with the actual time the run will start in Washington D.C. Led by Kim’s replacement, Command Sgt. Maj. Spencer Gray, the runners started under the Super Gym walkway, then snaked their way around the airfield twice, ending up back at Super Gym.
“It’s an absolutely great event,” Gray said. “Soldiers work hard, so when you can do something like this to build esprit de corps, it’s a positive thing. It’s an opportunity for everyone to have a good time.”
The crisp, cool October air helped keep the runners fresh, as did rehydration stations manned by volunteers along the route. The constant encouragement by fellow runners and cheering from the sidelines helped push the runners toward the finish.
“It’s not too cold. It’s nice running weather,” Gray said. “You can always wear something to keep you warm, and if it gets too hot, you can dress down.”
Anderson agreed that the race featured ideal conditions. “It’s great weather, no overheating,” he said. “It’s the best weather for running.”
Anderson said he has three brothers in the Army who are also all enthusiastic runners, and there was another family connection of note. Specialist Charles Rodgers IV flew from Hawaii to run the race with his father, Charles Rodgers III, who manages Splish and Splash Water Park on Humphreys. The two finished with identical times of 1:32:40.
Besides ideal weather and enthusiastic observers, the runners were treated to replicas of Washington, D.C., monuments built by Jeffrey Hubbard of the USAG Humphreys Family, Morale Welfare and Recreation office. The replicas, made of Styrofoam and braced by wood supports, included the Vietnam Memorial, the Pentagon, the Washington Monument, the Lincoln and Jefferson memorials, and the capitol. The project took about two weeks, according to Hubbard.
“It was to give everybody something extra to look at during the run and to do something different,” Hubbard said. “We figured looking at a poster would be kind of boring. We wanted to give them incentive to go and see the next one. They’ll be here next year. They’re built to last.”
Area III Sports Director Lonnie Herring credited volunteers with helping make the run a success.
“We had three drink tables on the trail and at the start and finish point,” he said. “We had BOSS bring in volunteers, folks standing on the road, and people handing out numbers and pace chips before the race.” The computerized chips, attached to the runners’ shoes, started and stopped when someone crossed the start and finish lines, giving everyone an accurate 10-mile time.
For all the logistics involved in having hundreds of people run 10 miles, Herring said most of the work was done beforehand.
“The pre-registration is the most time-consuming,” he said, also mentioning coordination with Military Police, road closures, medical considerations, and taxi and bus services being suspended. But all the work paid off in the end, Herring noted.
Prior to the run, entrants were addressed by USAG Humphreys Commander, Col. Joseph P. Moore.
“We’re here to have fun, and I hope your commanders told you that if you run this, there’s no P.T. tomorrow. Ten miles is no small task,” Moore said. “I’ve run this loop a lot at night. There’s plenty of light out there. The terrain is real friendly. There are no big hills, just a lot of open room to run.”
The top three finishers in the men’s 29 and under category were: Wbatt Reith (1:07:53); Samuel Smiths (1:09:09) and Daniel Bates (1:09:35). Following Anderson in the men’s 30-39 category were David Snow (1:12:41) and Nathan Stahl (1:18:02).
In the men’s 40-49 category, the top three finishers were Brett Bassett (1:14:49), Dan Burnett (1:17:06) and Felix Lassus (1:18:57). Leading the way in the men’s 50 and over category were Robert Nott (1:09:14), Mark Sullivan (1:09:57) and Kwon, Song-ki (1:19:23).
Following Rainville in the women’s 29 and under category were Kyle Wilson (1:22:20) and Liela Moser (1:26:01). In the women’s 30 and over category, top finishers were Sarah Stahl (1:20:45), Adam Leinen (1:27:52), and Jamila Moody (1:34:11). Taking the women’s over 40 crown was Kim, Hui-ok (1:37:06). In the women’s over 50 category, Barbara Garner (1:37:31) took first, followed by Susan Jentoft (1:43:23).
Photos courtesy U.S. Army Garrison Humphreys, FMWR Marketing
Click here to view the garrison’s official Facebook fan page
Day Three of the shower replacement project. Drywallers have come to installment new/replacement drywall where the old was cut away.
Crossley’s / Plymouth Road railway bridge replacement, Layton. Friday 20 January 2017.
Depot Road looking east. In the foreground is the temporary wooden bridge which maintains access for pedestrian/cyclists over the railway.
Photograph copyright: Ian 10B.
SMB81B on East West Line Replacement Service
Mercedes-Benz OC500LE (Gemilang Coachworks)
SMRT Buses, Singapore
During a major rail service disruption, replacement buses will be deployed. In Singapore's multi-modal transport scene, subway operators have their own bus companies to draw resources from in such an event.
The scenario above was from 2014, during a train disruption along the East West Line (between Tanah Merah and Pasir Ris).
On four Fridays in April and May 2017 (14, 21, 28 Apr and 05 May), Rail Replacement Services will be fielded again due to early closures along the line.
Bus model:
landtransportguru.net/mercedes-benz-oc500le/
Subway Line:
landtransportguru.net/train/ewl/
Rail replacement service (Apr/May 2017):
landtransportguru.net/parallel-bus-service-apr-may-2017/
Picture taken at:
Entered service at Go North East is the first of many ex Docklands Buses vehicles this will be allocated temporarily to Saltmeadows Road depot for Metro Replacement 900/X900 these have also been converted to single door lay out after previously been dual doored while with its previous owners seen here in South Shields on Metro Replacement Service X900 to Heworth
p.s do not trust the man upstairs on this photo he is a bully a thief a manipulator and he bugs people plus he brainwashes new bus enthusiasts or he passes a message on to them to harass me
© All rights reserved. Images are copyrighted to myself. Photographs lifted from my photostream and being reused elsewhere without my permission or being credited, will not be tolerated and the user will be blocked and reported immediately
assumption being the mother of all f**** ups! The Technika is so handmade that the holes in the springs/screws only align for their particular place in the frame and the groundglass opening is not quite a true rectangle........ hence the somewhat less than proper lefthandside of the glass, what a pain when you are too close and it won't go in.
The screen that came with the camera was not original, the glass was too thick and I suppose whoever changed it shattered it immediately upon tightening the screws. The cut corners were very good though it keeps the bellows from drawing a vacuum when pulling them out.
PMS.......Periods......Menopause anyone? My answer to the Hormone Replacement Therapy dilemma!!!! CHOCOLATE....AND LOTS OF IT
+++ 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 Hawker Typhoon was a British single-seat fighter-bomber, produced by Hawker Aircraft. It was intended to be a medium-high altitude interceptor, as a replacement for the Hawker Hurricane, but several design problems were encountered and it never completely satisfied this requirement.
Even before Hurricane production began in March 1937, Sydney Camm had embarked on designing its successor. Two preliminary designs were similar and were larger than the Hurricane. These later became known as the "N" and "R" (from the initial of the engine manufacturers), because they were designed for the newly developed Napier Sabre and Rolls-Royce Vulture engines respectively. Both engines used 24 cylinders and were designed for over 2,000 hp (1,500 kW); the difference between the two was primarily in the arrangement of the cylinders – an H-block in the Sabre and an X-block in the Vulture. Hawker submitted these preliminary designs in July 1937 but were advised to wait until a formal specification for a new fighter was issued.
In March 1938, Hawker received from the Air Ministry, Specification F.18/37 for a fighter which would be able to achieve at least 400 mph (640 km/h) at 15,000 feet (4,600 m) and specified a British engine with a two-speed supercharger. The armament fitted was to be twelve 0.303” Browning machine guns with 500 rounds per gun, with a provision for alternative combinations of weaponry. The basic design of the Typhoon was a combination of traditional Hawker construction, as used in the earlier Hawker Hurricane, and more modern construction techniques; the front fuselage structure, from the engine mountings to the rear of the cockpit, was made up of bolted and welded duralumin or steel tubes covered with skin panels, while the rear fuselage was a flush-riveted, semi-monocoque structure. The forward fuselage and cockpit skinning was made up of large, removable duralumin panels, allowing easy external access to the engine and engine accessories and most of the important hydraulic and electrical equipment.
The Typhoon’s service introduction in mid-1941 was plagued with problems and for several months the aircraft faced a doubtful future. When the Luftwaffe brought the new Focke-Wulf Fw 190 into service in 1941, the Typhoon was the only RAF fighter capable of catching it at low altitudes; as a result it secured a new role as a low-altitude interceptor.
By 1943, the RAF needed a ground attack fighter more than a "pure" fighter and the Typhoon was suited to the role (and less-suited to the pure fighter role than competing aircraft such as the Spitfire Mk IX). The powerful engine allowed the aircraft to carry a load of up to two 1,000 pounds (450 kg) bombs, equal to the light bombers of only a few years earlier. Furthermore, from early 1943 the wings were plumbed and adapted to carry cylindrical 45 imp gal (200 l; 54 US gal) drop tanks increasing the Typhoon's range from 690 miles (1,110 km) to up to 1,090 miles (1,750 km). This enabled Typhoons to range deep into France, the Netherlands and Belgium.
From September 1943, Typhoons were also armed with four "60 lb" RP-3 rockets under each wing. Although the rocket projectiles were inaccurate and took considerable skill to aim and allow for ballistic drop after firing, "the sheer firepower of just one Typhoon was equivalent to a destroyer's broadside".
By the end of 1943, eighteen rocket-equipped Typhoon squadrons formed the basis of the RAF Second Tactical Air Force (2nd TAF) ground attack arm in Europe. In theory, the rocket rails and bomb-racks were interchangeable; in practice, to simplify supply, some used the rockets only, while other squadrons were armed exclusively with bombs, what also allowed individual units to more finely hone their skills with their assigned weapons.
The Typhoon was initially exclusively operated in the European theatre of operations, but in 1944 it was clear that a dedicated variant might become useful for the RAF’s operations in South-East Asia. In the meantime, Hawker had also developed what was originally an improved Typhoon II, but the differences between it and the Mk I were so great that it was effectively a different aircraft, and it was renamed the Hawker Tempest. However, as a fallback option and as a stopgap filler for the SEAC, Hawker also developed the Typhoon Mk. IV, a tropicalized late Mk. I with a bubble canopy and powered by the new Bristol Centaurus radial engine that could better cope with high ambient temperatures than the original liquid-cooled Sabre engine. The Centaurus IV chosen for the Typhoon Mk. IV also offered slightly more power than the Sabre and the benefit of reduced vulnerability to small arms fire at low altitude, since the large and vulnerable chin cooler could be dispensed with.
3,518 Typhoons of all variants were eventually built, 201 of them late Mk. IVs, almost all by Gloster. Once the war in Europe was over Typhoons were quickly removed from front-line squadrons; by October 1945 the Typhoon was no longer in operational use, with many of the wartime Typhoon units such as 198 Squadron being either disbanded or renumbered.
The SEAC’s few operational Mk IVs soldiered on, however, were partly mothballed after 1945 and eventually in 1947 handed over or donated to regional nascent air forces after their countries’ independence like India, Pakistan or Burma, where they served as fighters and fighter bombers well into the Sixties.
The Burmese Air Force; initially only called “The military”, since there was no differentiation between the army’s nascent servies, was founded on 16 January 1947, while Burma (as Myanmar was known until 1989) was still under British rule. By 1948, the fleet of the new air force included 40 Airspeed Oxfords, 16 de Havilland Tiger Moths, four Austers, and eight Typhoon Mk. IVs as well as three Supermarine Spitfires transferred from the Royal Air Force and had a few hundred personnel.
The Mingaladon Air Base HQ, the main air base in the country, was formed on 16 June 1950. No.1 Squadron, Equipment Holding Unit and Air High Command - Burma Air Force, and the Flying Training School, were placed under the jurisdiction of the base. A few months later, on 18 December 1950, No. 2 Squadron was formed with nine Douglas Dakotas as a transport squadron. In 1953, the Advanced Flying Unit was formed under the Mingaladon Air Base with de Havilland Vampire T55s, and by the end of 1953 the Burmese Air Force had three main airbases, at Mingaladon, Hmawbi, and Meiktila, in central Burma.
In 1953, the Burmese Air Force bought 30 Supermarine Spitfires from Israel and 20 Supermarine Seafires as well as 22 more Typhoon Mk. IVs from the United Kingdom. In 1954 it bought 40 Percival Provost T-53s and 8 de Havilland Vampire Mark T55s from the United Kingdom and two years later, in 1956, the Burmese Air Force bought 10 Cessna 180 aircraft from the United States. The same year, 6 Kawasaki Bell 47Gs formed its first helicopter unit. The following year, the Burmese Air Force procured 21 Hawker Sea Fury aircraft from the United Kingdom and 9 de Havilland Canada DHC-3 Otters from Canada. In 1958, it procured 7 additional Kawasaki Bell 47Gs and 12 Vertol H-21 Shawnees from the United States. Five years later, No. 503 Squadron Group was formed with No. 51 Squadron (de Havilland Canada DHC-3 Otters and Cessna 180s) and No. 53 Squadron (Bell 47Gs, Kaman HH-43 Huskies, and Aérospatiale Alouettes) in Meiktila.
When the non-Burman ethnic groups pushed for autonomy or federalism, alongside having a weak civilian government at the center, the military leadership staged a coup d'état in 1962, and this was the only conflict in which the aging Burmese Typhoons became involved. On 2 March 1962, the military led by General Ne Win took control of Burma through a coup d'état, and the government had been under direct or indirect control by the military since then. Between 1962 and 1974, Myanmar was ruled by a revolutionary council headed by the general. Almost all aspects of society (business, media, production) were nationalized or brought under government control under the Burmese Way to Socialism, which combined Soviet-style nationalization and central planning, and also meant the end of operation of many aircraft of Western origin, including the last surviving Burmese Typhoons, which were probably retired by 1964. The last piston engine fighters in Burmese service, the Hawker Sea Furies, are believed to have been phased out in 1968.
General characteristics:
Crew: One
Length: 32 ft 6 in (9.93 m)
Wingspan: 41 ft 7 in (12.67 m)
Height: 15 ft 4 in (4.67 m)
Wing area: 279 sq ft (25.9 m²)
Airfoil: root: NACA 2219; tip: NACA 2213
Empty weight: 8,840 lb (4,010 kg)
Gross weight: 11,400 lb (5,171 kg)
Max takeoff weight: 13,250 lb (6,010 kg) with two 1,000 lb (450 kg) bombs
Powerplant:
1× Bristol Centaurus IV 18-cylinder air-cooled radial engine with 2,210 hp (1,648 kW) take-off
power, driving a 4-bladed Rotol constant-speed propeller
Performance:
Maximum speed: 412 mph (663 km/h, 358 kn) at 19,000 ft (5,800 m)
Stall speed: 88 mph (142 km/h, 76 kn)
Range: 510 mi (820 km, 440 nmi) with two 500 lb (230 kg) bombs;
690 mi (1,110 km) "clean";
1,090 mi (1,750 km) with two 45 imp gal (200 l; 54 US gal) drop tanks.[65]
Service ceiling: 35,200 ft (10,700 m)
Rate of climb: 2,740 ft/min (13.9 m/s)
Wing loading: 40.9 lb/sq ft (200 kg/m²)
Power/mass: 0.20 hp/lb (0.33 kW/kg)
Armament:
4× 20 mm (0.787 in) Hispano Mk II cannon in the outer wings with 200 rpg
Underwing hardpoints for 8× RP-3 unguided air-to-ground rockets,
or 2× 500 lb (230 kg) or 2× 1,000 lb (450 kg) bombs or a pair of drop tanks
The kit and its assembly:
The Hawker Typhoon is IMHO an overlooked WWII aircraft, and it’s also “underwiffed”. I have actually built no single Typhoon in my 45 years of model kit building - time to change that!
Inspiration was a lot of buzz in the model kit builder community after KP’s launch of several Hawker Tempest kits, with all major variants including the Sabre- and Centaurus-powered types. While the Tempest quickly outpaced the Typhoon in real life and took the glory, I wondered about a Centaurus-powered version for the SEA theatre of operations – similar to the Tempest Mk. II, which just came too late to become involved in the conflict against the Japanese forces. A similar Typhoon variant could have arrived a couple of months earlier, though.
Technically, this conversion is just an Academy Hawker Typhoon Mk Ib (a late variant without the “car door”, a strutless bubble canopy and a four-blade propeller) mated with the optional Centaurus front end from a Matchbox Hawker Tempest. Sounds simple, but there are subtle dimensional differences between the types/kits, and the wing roots of the Matchbox kit differ from the Academy kit, so that the engine/fuselage intersection as well as the wing roots called for some tailoring and PSR. However, the result of this transplantation stunt looked better and more natural than expected! Since I did not want to add extra fairings for air carburetor and oil cooler to the Wings (as on the Tempest), I gave the new creation a generous single fairing for both under the nose – the space between the wide landing gear wells offered a perfect location, and I used a former Spitfire radiator as donor part. The rest, including the unguided missiles under the wings was ordnance, was taken OOB, and the propeller (from the Academy kit) received an adapter consisting of styrene tubes to match it with the Matchbox kit’s engine and its opening for the propeller axis.
Painting and markings:
This was initially a challenge since the early Burmese aircraft were apparently kept in bare metal or painted in silver overall. This would certainly have looked interesting on a Typhoon, too – but then I found a picture of a Spitfire (UB 421) at Myanmar's Air Force Museum at Naypyidaw, which carries camouflage – I doubt that it is authentic, though, at least the colors, which markedly differ from RAF Dark Green/Dark Earth and the bright blue undersides also look rather fishy. But it was this paint scheme that I adapted for my Burmese Typhoon with Modelmaster 2027 (FS 34096, B-52 Dark Green, a rather greyish and light tone) and 2107 (French WWII Chestnut, a reddish, rich chocolate brown tone) from above and Humbrol 145 (FS 35237, USN Gray Blue) below – a less garish tone.
As usual, the model received a black ink washing and post-panel-shading for dramatic effect; the cockpit interior became very dark grey (Revell 06 Anthracite) while the landing gear became Medium Sea Grey (Humbrol 165), as a reminder of the former operator of the aircraft and its painting standards. The red spinner as well as the red-and-white-checkered rudder were inspired by Burmese Hawker Sea Furies, a nice contrast to the camouflage. It's also a decal, from a tabletop miniatures accessory sheet. This contrast was furthermore underlined through the bright and colorful national markings, which come from a Carpena decal sheet for exotic Spitfires, just the tactical code was changed.
After some signs of wear with dry-brushed silver and some graphite soot stains around the exhausts and the guns the model was sealed with matt acrylic varnish.
Voilà, a whiffy Hawker Typhoon – and it looks better than expected. Not only does the brawny Centaurus look good on the rather burly Typhoon, the transplantation worked out better than expected, too. However, with the radial engine the Typhoon looks even more like an Fw 190 on steroids?
Seen here in Birkenhead is one of Arriva Merseyside's Wright Gemini 3 bodied Volvo B5LHs with the registration of BT66 MTV and fleet number of 4806 on the Rail Replacement Shuttle betweeen Birkenhead Central and Birkenhead North. 11/2/17
The lawyers who are concerned with the DePuy recalls are willing to help the patients with the matter because they want to be sure that all the patients who have been victims of the mistake that they have no idea about should get what is right for them.
Drop here for more info: hip replacement lawyer
Our journey on The Bittern Line from Norwich to Sheringham to a railway event at the heritage North Norfolk Railway with Greater Anglia was interrupted at Cromer due to ongoing engineering works between Cromer and Sheringham. So like many others across the network at the weekend, a rail replacement coach it is then.
The irony here is that this very pleasant, clean and tidy luxury coach was light years better than the Greater Anglia train we travelled in from Norwich to Cromer.. Unusually for me, I completely neglected to record in my travel notes the details of this unbranded coach, make, model, operator, year of manufacture and so on etc.
Note the British Rail 'double arrow' logo at the top of Cromer Station location marker post thingy. This logo is designed to show two arrows showing the direction of travel on a twin track line.
The British Rail logo which first appeared in 1965 with the British Transport Commission's rebrand of British Railways was designed by Gerald Burney. It is brilliantly simplistic, instantly recognisable and arguably one of the most enduring of any logo design for a United Kingdom only brand .
Despite privatisation and the end of British Rail from 1997 the double arrow remains in use on tickets, direction signs, outside stations as shown here and as the National Rail brand logo.
My Bus and Coach album flic.kr/s/aHsjJgWqCA