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Replacing the very old Shekou ferry terminal the Shekou Cruise Center in Shenzhen is the first Cruise ship terminal in China. Also functions as a ferry terminal for boats to Hong kong, Zhuhai and Macau.
Three upper front teeth replaced many years ago by a removable denture, the loose denture has now been replaced by two dental implants and porcelain bridgework. You would never know which teeth were involved. The implants look and feel as if they were the original teeth. A little pink porcelain has been used to level the gums to achieve an ideal profile.
I replaced my xbox case with a black one as well, and had a bit of fun hooking it up to my pc while I had it open.
Michael Bartmess, Easement Specialist, Kansas Alliance for Wetlands and Streams (KAWS), replaces a damaged boundary sign on a 147 acre Agricultural Conservation Easement Program (ACEP)-Wetland Reserve Easement (WRE), Nov. 9, 2020, in Leavenworth County, Kansas. ACEP-WRE and its predecessor, Wetland Reserve Program (WRP), protect over 30,000 acres of wetlands and adjacent uplands across the state. (Photo: David Driscoll, Resource Conservationist)
Replacing an earlier digital photo with a better version 09-Oct-22.
First flown in Nov-01 with the Airbus test registration F-WWID, this aircraft was delivered to GECAS and leased to Iberworld (Spain) as EC-ICK at the end of Feb-02. It was returned to the lessor as EI-DIH in Dec-04 and immediately leased to Ryan International Airlines, (USA).
It was operated on behalf of Funjet Vacations for the 2004/05 winter season and returned to the lessor in Apr-05. Two days later it was leased to Iberworld again, still as EI-DIH, and was re-registered EC-JND in Nov-05. It was sub-leased to Go Air (India) as VT-WAW in Oct-06.
In Feb-07 it was returned to Iberworld, this time as EC-KBQ. It was wet-leased to Air Berlin between Mar / Oct-07 and was returned to the lessor in Jun-09.
The aircraft was leased to Rossiya - Russian Airlines as VQ-BDY in Jul-06 and returned to the lessor in Jul-16. A few days later it was leased to Viva Colombia as HK-5191. It returned to the lessor in Jan-19 and was stored at Mexico City.
In Jun-19 it was leased to SmartLynx Airlines - Estonia as ES-SAU. It was wet-leased to the easyJet Airline Company just two days later and returned to SmartLynx in Oct-19.
The aircraft was operated by SmartLynx on their own services and also did some short-term operations for JetTime (Denmark), LOT Polish Airlines, Norwegian Air Shuttle and TUI Airways UK before starting a long-term wet-lease for Norwegian Air Shuttle in Jan-20.
The lease was cut short when the COVID-19 Pandemic arrived and the aircraft was returned to SmartLynx in mid-Mar-20. It was returned to the lessor in Apr-20 and stored at Ostrava, Czechia. It never left!
The aircraft was transferred to AerCap in Nov-21 and the decision was made to scrap it. It was 'technically' broken up by Sep-22 and the empty shell, with all useful parts removed, was noted at Ostrava still standing on it's undercarriage in early Oct-22. Updated 09-Oct-22.
At the moment the Koninginnensluis in Nieuwegein is being renovated. Last weekend the Wilhelminabrug was placed again after being renovated on another location. Here the bridge is nearly ready for reopening.
Replacing the very old Shekou ferry terminal the Shekou Cruise Center in Shenzhen is the first Cruise ship terminal in China. Also functions as a ferry terminal for boats to Hong kong, Zhuhai and Macau.
This is a photograph from the first running of the Kilbeggan 10 Mile Road Race and Fun Run which was held in Kilbeggan, Co. Westmeath, Ireland on Sunday August 4th 2013 at 12:00. The race was organised by Michael Murphy from Tullamore Harriers who is also race director of the Athlone Flatline Half Marathon. All proceeds from the race went to the Niall Mellon Township Trust Charity.
All credit must go to Michael Murphy and his team for the staging of a very professionally organised road race. There were two waterstops, very good marshalling, accurate course measurement, and refreshments afterwards. This race has great potential to become a compliment and lead-up race to the Athlone Flatline Half Marathon and prepare runners for the Dublin Marathon.
This photograph is part of a set of photographs from the 2013 race which are viewable in a set at [http://www.flickr.com/photos/peterm7/sets/72157634929473558/]
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If you are viewing this Flickr set on a smartphone and you want to see the larger version(s) of this photograph then: scroll down to the bottom of this description under the photograph and click the "View info about this photo..." link. You will be brought to a new page and you should click the link "View All Sizes".
Overall Race Summary
Participants: There was about 150 participants
Weather: This was a beautiful warm sunny summer's day. It was a little warm for road racing particularly with the midday sun directly over-head. There was some headwind at the begining of the race but this became negligible towards the final miles of the race.
Course: The race starts on the Moate Road in Kilbeggan at the junction of the Clara Road. This road will be familiar to many as the 'old N6 Galway road' which has now been replaced with the M6 motorway. The race proceeded straight into Horseleap village which runners took a left turn bringing the race onto country roads towards the village of Clara. Before Clara runners took another left turn which brought them on the final 2.75 miles straight back into the finish at Kilbeggan GAA grounds just yards from the race start. The course is a challenging course. While there are no big hills there are numerous smaller challenging inclines including a steep motorway bridge ascent at the 9 mile mark.
Location Map: This is the link to the Google StreetView imagery of the start, finish, race HQ, and race parking facilities at Kilbeggan GAA Club (goo.gl/maps/T0UJS)
Refreshments: There was a very impressive selection of refreshments provided for participants in the village hall afterwards.
Some Useful Links
Niall Mellon Township Trust Charity: www.nmtownshiptrust.com/
Kilbeggan 10 Mile Road Race Facebook Event Page: www.facebook.com/events/188461224663046/?ref=ts&fref=ts
Start and finish area: goo.gl/maps/T0UJS
Wikipedia Page about Kilbeggan: en.wikipedia.org/wiki/Kilbeggan
How can I get a full resolution copy of these photographs?
All of the photographs here on this Flickr set have a visible watermark embedded in them. All of the photographs posted here on this Flickr set are available offline, free, at no cost, at full image resolution WITHOUT watermark. We take these photographs as a hobby and as a contribution to the running community in Ireland. Our only "cost" is our request that if you are using these images: (1) on social media sites such as Facebook, Tumblr, Pinterest, Twitter,LinkedIn, Google+, etc or (2) other websites, web multimedia, commercial/promotional material that you provide a link back to our Flickr page to attribute us. This also extends the use of these images for Facebook profile pictures. In these cases please make a separate wall or blog post with a link to our Flickr page. If you do not know how this should be done for Facebook or other social media please email us and we will be happy to help suggest how to link to us.
Please email petermooney78 AT gmail DOT com with the links to the photographs you would like to obtain a full resolution copy of. We also ask race organisers, media, etc to ask for permission before use of our images for flyers, posters, etc. We reserve the right to refuse a request.
In summary please remember - all we ask is for you to link back to our Flickr set or Flickr pages. Taking the photographs and preparing them for online posting does take a significant effort. We are not posting photographs to Flickr for commercial reasons. If you really like what we do please spread the link around your social media, send us an email, leave a comment beside the photographs, send us a Flickr email, etc.
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Many people offer payment for our photographs. As stated above we do not charge for these photographs. We take these photographs as our contribution to the running community in Ireland. If you feel that the photograph(s) you request are good enough that you would consider paying for their purchase from other photographic providers we would suggest that you can provide a donation to any of the great charities in Ireland who do work for Cancer Care or Cancer Research in Ireland.
I ran in the race - but my photograph doesn't appear here in your Flickr set! What gives?
As mentioned above we take these photographs as a hobby and as a voluntary contribution to the running community in Ireland. Very often we have actually ran in the same race and then switched to photographer mode after we finished the race. Consequently, we feel that we have no obligations to capture a photograph of every participant in the race. However, we do try our very best to capture as many participants as possible. But this is sometimes not possible for a variety of reasons:
►You were hidden behind another participant as you passed our camera
►Weather or lighting conditions meant that we had some photographs with blurry content which we did not upload to our Flickr set
►There were too many people - some races attract thousands of participants and as amateur photographs we cannot hope to capture photographs of everyone
►We simply missed you - sorry about that - we did our best!
You can email us petermooney78 AT gmail DOT com to enquire if we have a photograph of you which didn't make the final Flickr selection for the race. But we cannot promise that there will be photograph there. As alternatives we advise you to contact the race organisers to enquire if there were (1) other photographs taking photographs at the race event or if (2) there were professional commercial sports photographers taking photographs which might have some photographs of you available for purchase. You might find some links for further information above.
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If, for any reason, you are not happy or comfortable with your picture appearing here in this photoset on Flickr then please email us at petermooney78 AT gmail DOT com and we will remove it as soon as possible. We give careful consideration to each photograph before uploading.
I want to tell people about these great photographs!
Great! Thank you! The best link to spread the word around is probably www.flickr.com/peterm7/sets
Reparty - Inferno Club
19.05.12
Caso utilize as fotos adicionar os devidos créditos: Por Juliana Salles www.flickr.com/photos/juusalles
The building was commissioned to replace Sheffield's first town hall, which had opened in 1700 to a design by William Renny. This first structure stood by the parish church, on a site with little prospect for extension.
The Old Town Hall was built in 1807–8 by Charles Watson, and was designed to house not only the Town Trustees but also the Petty and Quarter Sessions. The initial building was a five-bay structure fronting Castle Street, but it was extended in 1833 and again in 1866 by William Flockton (1804-1864) of Sheffield and his partner for the project, Abbott; the most prominent feature was the new central clock tower over a new main entrance that reoriented the building to Waingate. At the same time, the building's courtrooms were linked by underground passages to the neighbouring Sheffield Police Offices.
The first Town Council was elected in 1843 and took over the lease of the Town Trustees' hall in 1866. The following year, the building was extensively renovated, with a clock tower designed by Flockton & Abbott being added.
By the 1890s, the building had again become too small, and the current Sheffield Town Hall was built further south. The Old Town Hall was again extended in 1896-7, by the renamed Flockton, Gibbs & Flockton, and became Sheffield Crown Court and Sheffield High Court. In the 1990s, these courts moved to new premises, and since at least 1997 to present, the building remains disused. In 2007, it was named by the Victorian Society as one of their top ten buildings most at-risk
Okay. These lines are fairly recent, like say somewhere between 1999-2004? I used to travel from NH past this exit countless times to see relatives in CT. I remember(!) 100% that there were updated "chicken-wing" bracket armless construction crossing I-84 here. It's clear as day in my memory. It appears the whole line was rebuilt into Hendrix insulator crossarm poles.
If I'm correct, since I've never been on Buckley Hwy itself, there must of have been many updated "chicken-wing" bracket armless poles that traversed along that road, maybe with a mix of older crossarms. Man, I wish I could back in time to see. :)
If I'm right, Bridgewater, Redding, and Union are some of the towns that once had armless poles, but have replaced them all within 15 years from 1994, since it appears 1994 was the starting date on replacement of armless poles throughout CT.
There is the exception that new poles use "classic" chicken wing brackets, but unfortunately not the updated brackets--which I've yet to come across a new pole with them.
Replaced all four. Luggage runs smoother and quieter than the stock wheels. Thicker rubber.
My DIY Project
It replaced my Nikon D40 and I have been using it since and now it has decent place in the family of cameras I have.
Replacing the tail light on my 2012 Mazda 3. For someone with no demonstrable mechanical skills, it was a modest achievement... particularly since the replacement part didn't come with instructions. Finding my way into the backside of the trunk was quite an adventure (and I cracked one of the plastic tacks before figuring out how they worked).
The DOE-WAPA crews work sunrise to sunset on Sunday,
Nov. 5, replacing hurricane-damaged utility poles and restringing conductor to support the USVI power restoration effort. The crews are working on the Feeder 07, a part of St. Thomas' transmission system.
(Photo by Will Schnyer)
Aviation Electronic Technician Airman Sean Bamber from Cleveland, Ohio, replaces EGI batteries on the MH-60S Sea Hawk aboard the amphibious assault ship USS Essex (LHD 2). Essex is the lead ship of the only forward-deployed U.S. Expeditionary Strike Group and serves as the flagship for CTF 76, the Navy’s only forward-deployed amphibious force commander. (U.S. Navy photo by Mass Communication Specialist 2nd Class Nardelito Gervacio/Released)
First problem occurred. The battery cables while flipped do not reach the terminals on the controller well enough to allow for slack. I placed a lapped washer over the terminal post and then placed the cables on top to help them clear the separation channels.
Mealworms thrive in cramped conditions and are at least 17 times more productive per unit of space than soy. They require less than 1/2 gallon of water per pound of mealworms produced, making them 500 times more efficient than soy in terms of water use. www.motherearthnews.com/homesteading-and-livestock/mealwo...
Shortly replaced by refurbished Volvos, Trent Barton "calverton connection" branded Scania L94UB / Wright Solar 626 stands on Upper Parliament Street before heading for Calverton. Of interest is that this route was the last "connection" branded route in Nottingham. The vehicle was new in August 2003
c.1523; the original entrance, in the second bay from the left, has been replaced by a window; three of the other ground-floor windows with moulded mullions are original (see hildersham.ccan.co.uk/content/catalogue_item/linton-the-g... for a photo taken c.1900 when they were plastered over.) "In 1507 Nicholas Wickham the parish priest left two marks towards making a new guildhall; the building was nearly complete in 1523. After the suppression of the guilds in 1547 it was used as the Town House; in 1697 it became a private house": list.english-heritage.org.uk/resultsingle.aspx?uid=1331166 .
The churchyard gates are separately listed Grade II: "Cast iron piers, panelled with moulded caps and water leaf finials": list.english-heritage.org.uk/resultsingle.aspx?uid=1127695 .
When Derek came to me, he was looking to replace his fairly new 27.5" carbon Nomad. He really liked certain aspects of that bike. However, the more he rode it, he realized it was more bike than he generally needed for trail riding. Mostly he just loved it in the bike park, but didn't like the dead feeling it was providing on alpine singletrack.
Derek builds pump tracks and mtb trails for a living. I meet him locally as he is currently working on 50 miles of new trails in my home town. I also had the pleasure of riding with him and seeing his skill of translating pump track finesse applied to singletrack. Suffice to say, homeboy knows where to put the wheels on the dh. He's not afraid to get that sucker in the air either! I quickly understood what he was looking for in a bike and why the honeymoon phase had worn off the nomad. We both agreed that my 27.5" platform could be tailored to what he needed. I set out to make something that would combine the playfulness of his pumptrack bike with the capability of his nomad
Anyway, back to how the bike currently sits. Chainstay length was something we put a lot of thought into. I was originally going to make them 420mm, but after some discussion of the trade offs that would bring, we agreed 425mm was better. This was done to maintain high speed stability. I also switched him to a 35mm stem and lengthened the toptube for more wheelbase/front center. Headtube angle is 66.25 degrees which is slack, but not overly so (he wasn't loving the floppy steering feel of his old bike). This bike actually has a slightly longer front center than the nomad even the the head angle is steeper. Derek thought the bb was a little low on the nomad once sagged. The static bb on this bike is the same 13.4", but the ride height is higher due to less sag.
Wood spindles were replaced with round iron balusters . Stair remodel was done by Remis Dzerzanauskas . ( 708) 257-8858
Replacing an earlier scanned photo with a better version 08-May-16, plus Topaz DeNoise AI 13-Aug-25.
'Team Lufthansa' operated by Contact Air.
First flown with the Fokker test registration PH-EXX, this aircraft was leased to DLT Deutsche Luftverkehrgesellschaft as D-AFKN in Jul-91. DLT was renamed Lufthansa CityLine in Mar-92.
It was sold to Lufthansa Leasing GmbH in Jul-92 while the lease to Lufthansa CityLine continued. The 'CityLine' titles were removed in Mar-94 although the aircraft continued to be operated by Lufthansa CityLine.
It was returned to Lufthansa Leasing in Jan-97 and leased to Contact Air in Feb-97 when it became part of 'Team Lufthansa' operated by Contact Air. It changed to Lufthansa Regional in Oct-03.
The aircraft was returned to Lufthansa Leasing in Apr-04 and sold to Air Iceland - Flugfelag Islands as TF-JMN at the end of the month. It was wet-leased to Air Baltic between Apr-09 / May-10. It was withdrawn from service and stored at Woensdrecht, Netherlands in May-17.
In Oct-17 the aircraft was sold to the Avmax Group and leased to Silverstone Air, Kenya as 5Y-SMO a few days later. It was withdrawn from service in Nov-19 and stored at Nairobi-Wilson. Silverstone Air ceased operations in Mar-20, the aircraft was returned to the lessor and remained stored.
Silverstone Air was rebranded as Jetlite Air in Feb-21 and the lease was transferred. It was wet-leased to Saacid Air, Somalia in Aug-23. Jetlite Air appear to have morphed into DragonFly Aviation, Kenya in Nov-23.
Details are a bit sketchy, however the aircraft appears to have been sold to an unknown operator in Malawi as 7Q-SMO in May-25. Now 34 years old the aircraft appears to be still active. Updated 13-Aug-25.
Replaced online image with a scanned image from my book "Tirra Lirra, Rhymes Old and New" by Laura E. Richards. First copyright 1890, with several successive copyrights until Richards herself had rights 1918, 1930 and 1932. Little Brown and Company.
"John, Frederick, and Henry,
Had once a holiday'
And they sould go a-fishing,
So merry and so gay."
Found at www.archive.org/details/tirralirrarhymes027501mbp, an e-book "Tirra Lirra, Rhymes Old and New" by Laura E. Richards, first copyright 1902. Illustrated by Marguerite Davis.
Replacing an earlier digital photo with a better version 25-May-20.
Austrian arrows is now part of Austrian Airlines.
January early morning, bad light, a bit grainy.
First flown with the Fokker test registration PH-EZW, this aircraft was leased to Alitalia as I-REJE in Dec-95. It was sub-leased to Avianova on delivery and operated on behalf of Alitalia. It was returned to Alitalia in Nov-96 and returned to Aircraft Financing and Trading (Fokker) as PH-WXE in Jun-97. The aircraft was leased to Tyrolean Airways as OE-LFL in Aug-97. As part of the Austrian Airlines Group, Tyrolean's operating name became 'Austrian arrows' in Sep-03. In early 2012, after Lufthansa had taken over Austrian Airlines, there was a lot of Union unrest and strike action over salaries. So in Jul-12, Lufthansa closed Austrian Airlines down and transferred all the aircraft to Tyrolean Airways. All Austrian Airlines staff had to re-apply for their jobs with Tyrolean. All aircraft remained in full Austrian Airlines livery with the addition of small 'Operated by Tyrolean Airways' titles. This lasted until Apr-15 when Tyrolean Airways was renamed Austrian Airlines and the 'Operated by Tyrolean' titles were removed. This aircraft was withdrawn from service in Nov-13 and was stored at Bratislava, Slovak Republic. It was returned to the lessor in Mar-14 and sold to Alliance Airlines (Australia) as VH-NKZ in Apr-14. It was permanently retired at Adelaide on delivery and used as a spares source. It was noted still at Adelaide in early 2019 without engines and missing many parts.
+++ 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:
In 1935, the U.S. Navy issued a requirement for a carrier-based fighter intended to replace the Grumman F3F biplane. The Brewster XF2A-1 monoplane, designed by a team led by Dayton T. Brown, was one of two aircraft designs that were initially considered. The XF4F-1 with a double-row radial engine was a "classic" biplane. The U.S. Navy competition was re-opened to allow another competitor, the XFNF-1, a navalized Seversky P-35 eliminated early on when the prototype could not reach more than 267 mph (430 km/h). Brewster’s XF2A-1 first flew on 2 December 1937 and early test results showed it was far in advance of the Grumman biplane entry. While the XF4F-1 did not enter production, it later re-emerged as a monoplane, the Wildcat.
The new Brewster fighter had a modern look with a stubby fuselage, mid-set monoplane wings and a host of advanced features. It was all-metal, with flush-riveted, stressed aluminum construction, although control surfaces were still fabric-covered. The XF2A-1 also featured split flaps, a hydraulically operated retractable main undercarriage (and partially retractable tailwheel), and a streamlined framed canopy. However (as was still common at this time), the aircraft lacked self-sealing fuel tanks and pilot armor. Fuel capacity was only 160 US gal (610 L), stored in the fuselage. Powered by a 950 hp (710 kW) single-row Wright R-1820-22 Cyclone radial engine, it had a good initial climb rate of 2,750 ft/min (840 m/min) and a top speed of 277.5 mph (446.6 km/h).
The aircraft was then tested in 1938 in the Langley Research Center full-scale wind tunnel, where it was determined that certain factors were contributing to parasitic drag. Based on the tests, improvements were made to the cowling streamlining and carburetor and oil cooler intakes and the Buffalo's speed rose to 304 mph (489 km/h) at 16,000 ft (4,900 m) without any increase in power. Other manufacturers took notice of this 10% increase in speed and efficiency, and wind tunnel tests became standard procedure in the US. However, with only a single-stage supercharger, high-altitude performance fell off rapidly. Fuselage armament was one fixed .50 in (12.7 mm) M2 Browning machine gun with 200 rounds and one fixed .30 in (7.62 mm) AN Browning machine gun with 600 rounds, both in the nose.
Service testing of the XF2A-1 prototype began in January 1938 and in June, production started on the F2A-1. Production aircraft were powered by 940 hp (700 kW) Wright R-1820-34 engines and had larger fins. The added weight of two additional .50 in (12.7 mm) Browning wing guns and other equipment specified by the Navy for combat operations reduced the initial rate of climb to 2,600 ft/min (790 m/min). Plagued by production difficulties, Brewster delivered only 11 F2A-1 aircraft to the Navy, from an original order of 51, and a second production run of fifty more aircraft was not accepted by the US Navy, in favor of an improved F2A-2. The remainder of the first order was later diverted to the Finnish Air Force in modified, de-navalized form under the export designation Model 239 Forty F2A-1s from the second production run were passed to the Royal Navy Fleet Air Arm which was at that time in shortage of fighters capable of operating from small escort carriers in the Northern Atlantic, where supply convoys from America to the UK required aerial protection in the vicinity of the Continental Europe. Some of these machines were financed by American and Canadian communities and carried their sponsors’ origin as a tagline under the cockpit glazing.
The FAA’s machines received the designation ’Buffalo Mk. II’ and were basically naval F2A-1s with upgrades. They were still powered by the R-1820-34 Cyclone but fitted with a cuffed Curtiss-Wright constant speed propeller (from the USN’s F2A-2 variant) which somewhat helped to compensate for the lack of engine power. All guns were upgraded to 0.5” caliber to improve firepower and simplify logistics, and the Buffalo Mk. II was furthermore retrofitted with shackles under the outer wings for single bombs of up to 100 lb weight.
While the aircraft’s overall performance was still not impressive the Buffalo had an excellent turn radius and could make an 180° turn in half the time of a more modern fighter like the German Bf 109E. In practice the Buffalo Mk. IIs quickly lost their antenna mast in front of the cockpit, which caused vibrations at certain flight speeds. As a makeshift solution the wire antenna from the fin was now mounted to a stub mast on the left wing, and an external gun camera was frequently mounted to the former mast attachment point on the right side of the hull. Other unique modifications included an armored headrest to better protect the pilot from the rear, and the underwing hardpoints were plumbed to attach 75 gal. drop tanks or smaller fixed slipper tanks with 60 gl. each, primarily intended to improve loiter time and patrol range.
Even though they remained fully carrier-capable the FAA operated its Buffalo Mk. II’s mostly from land bases. These machines were outfitted with bigger tail wheels with a pressurized tire, because the original small tailwheel offered poor handling on concrete runways.
The biggest achievement of the outdated aircraft occurred on 25 December 1940, when two of NAS 804’s Buffalos shot down a Junkers Ju 88 off Scapa Flow. In April 1941 the machines were assigned to operate from catapult-armed ships (CAM ships and fighter catapult ships) until this role was taken over by the RAF's Merchant Ship Fighter Unit in May 1942. After that era the Buffaloes were finally retired from frontline service and relegated to training duties.
General characteristics:
Crew: one
Length: 26 ft 4 in (8.03 m)
Wingspan: 35 ft 0 in (10.67 m)
Height: 12 ft 0 in (3.66 m)
Wing area: 209 sq ft (19.4 m²)
Airfoil: Root: NACA 23018; Tip: NACA 23009
Empty weight: 3,785 lb (1.719 kg)
Gross weight: 5,055 lb (2.296 kg)
Max takeoff weight: 5,370 lb (2,437 kg)
Powerplant:
1× Wright R-1820-34 Cyclone 9-cyl air-cooled radial piston engine,
delivering 940 hp (700 kW) and driving a 3-bladed constant speed propeller
Performance:
Maximum speed: 313 mph (504 km/h, 270 kn) at 18.000 ft
Cruise speed: 161 mph (259 km/h, 140 kn)
Maximum range: 1,545 mi (2.490 km, 1.330 nmi)
Combat range: 965 mi (1,553 km, 839 nmi)
Service ceiling: 33,200 ft (10,100 m)
Initial climb rate: 3.060 ft/min (15,57 m/s) at sea level
Armament:
4× 0.5” (12.7 mm) Browning M2 machine guns with 200 rounds per gun, two above the engine,
synchronized to fire through the propeller disc, and one in each outer wing
2× underwing racks for bombs of up to 100 lb (45 kg) or drop tanks of up to 75 gal. size.
The kit and its assembly:
A relatively simple project, built and photographed for the traditional annual “One Week Group Build” at whatifmodellers.com for 2026. It is based on a story constructed around the Hobby Boss F2A kit, which is a mix of an early F2A-1 (of which only a few were ever produced for the USN) with the cuffed propeller from the later F2A-2 – a combination that did not exist in real life. So, I spun the story of a F2A-1 production batch that was handed over to allies, in this case to the British Royal Navy, because I wanted to build the Buffalo in a classic FAA scheme.
The kit was built mostly OOB, even though with a few, rather cosmetic changes. These include a life raft and details behind the pilot seat, together with a headrest, and I added a dashboard. The relatively thin canopy was cut into three sections for open display, and the opening in the windscreen for the simple American “pipe sight” was closed and a reflector sight added to the dashboard, to bring the aircraft up to British standards.
The propeller received a metal axis and a matching styrene tube adapter was added inside of the front fuselage. The tall original antenna mast on the cowling was removed and replaced with a stub mast on the left wing – a real-life modification that was made to some USN machines that were used as trainers. From these aircraft I also imported the idea of an external gun camera, which was scratched from styrene profile material and a superstructure piece from a 1:700 ship model.
Under the wings I added conformal slipper tanks, for a different look – these are actually camera pods from a post-war Spitfire, from a Special Hobby kit.
Painting and markings:
Quite classic standard FAA Dark Sea Grey/Dark Slate Grey from above, with “Sky Blue“ undersides and contemporary markings. Inspiration came from a real-world FAA F4F of 804 NAS in 1941, which also featured a black port wing underside as an AA marking and red wheel discs. The camouflage pattern was adopted from the typical RAF Temperate Land scheme for the Buffalo, just with switched colors.
These were Humbrol 224 (RN Dark Slate Grey) and 164 (Dark Sea Grey). For the Sky Blue I used a mix of Humbrol 23 (Duck Egg Blue) and 65 (RLM65), to create a tone that is a bit more bluish than Sky Type S (e.g. Humbrol 90) so that there is a slight color contrast to the fuselage band.
For the overpainted and worn look of the black wing underside, I simply did that: acrylic black (Revell 06) was applied in streaks with a flat brush over the Humbrol 23 base and then treated with wet sandpaper to reveal the original color underneath and simulate wear and tear at the leading edges. Simple but effective! The cockpit interior and landing gear wells were painted in green zinc chromate primer, Humbrol 226, and the propeller spinner became black with a tip in Sky (Tamiya XF-21) to match the fuselage band decal.
The markings were puzzled together from various sources. The fuselage band and the fin flashes came from the Matchbox Buffalo’s sheet, the asymmetrical underwing roundels from a Hobby Boss Dewoitine D.420 in RAF service. Fuselage and overwing roundels came from a Revell Spitfire, the light grey tactical code letter from a Hasegawa Spitfire. The serial number belonged in real life to an FAA F4U (from an XtraDecal FAA aircraft sheet).
The model received some mild post-shading/weathering and soot stains around exhaust stubs and machine gun ports with graphite and was then sealed with matte acrylic varnish. As final steps the position lights were added and the wire antenna, made from heated black sprue material, mounted.
Replacing the very old Shekou ferry terminal the Shekou Cruise Center in Shenzhen is the first Cruise ship terminal in China. Also functions as a ferry terminal for boats to Hong kong, Zhuhai and Macau.
Algum lugar na estrada/SC - 19.10.2008
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Louis XV vowed in 1744 that if he recovered from an illness he would replace the ruined church of St-Genèvieve Abbey with an edifice to the glory of the patron saint of Paris: St-Genèvieve. The Marquis of Marigny was entrusted with the fulfillment of the vow after the king regained his health. The protégé of Marigny - Soufflot - was charged with the plans. Thus began the construction of the Panthéon, a vast building 110 meters long by 84 meters wide and 83 meters high, inspired from the ancient Greek architecture. The foundations were laid in 1758, but due to financial difficulties it was only completed in 1789. No sooner completed, than the Revolutionary government changed its mission from that of a church to that of a mausoleum for the remains of great Frenchmen. Twice since then it has reverted to being a church, only to become again a temple to the great men of France. Among those buried in its necropolis are Voltaire, Rousseau, Mirabeau, Marat, Victor Hugo, Emile Zola, and Soufflot its architect. The remains of Jean Moulin - hero of the French Resistence during the Second World War - were moved here by Charles de Gaulle.
In anul 1744, regele Ludovic al XV-lea, bolnav fiind, a jurat că dacă se va însănătoşi va ridica o nouă biserică închinată Sfintei Genoveva (St-Genèvieve), protectoara Parisului, în locul vechii mănăstiri căzute în ruină. Indeplinirea jurământului regal a fost lăsată în grija Marchizului de Marigny, care i-a încredinţat protejatului său, Soufflot, proiectarea edificiului. Aşa a început construcţia Panteonului din Paris, o construcţie uriaşă cu dimensiunile în plan de 110 m x 84 m şi cu înălţimea de 83 m, inspirată din arhitectura antică greacă. Fundaţiile au fost realizate în 1758, dar dificultăţile financiare au făcut ca clădirea să fie terminată abia în 1789. Guvernul revoluţionar i-a schimbat destinaţia, din biserică în mausoleu pentru rămăşiţele pământeşti marilor francezi. Ulterior, a redevenit biserică de două ori, pentru a fi din nou transformată în templu al marilor oameni ai Franţei. In necropola aflată în subsolul edificiului sunt înmormântaţi Voltaire, Rousseau, Mirabeau, Marat, Victor Hugo, Emile Zola, ca şi Soufflot, architectul. Charles de Gaulle a adus aici rămăşiţele lui Jean Moulin, erou al Rezistenţei Franceze din timpul celui de-al doilea război mondial.
Broken small parts are on order but I can still use the mill in the meantime so just went ahead and reassembled everything but left the Reverse Trip Ball Lever out of the equation for now.
Progress is slow for this project, this week I replaced the left rear door which had rust in the bottom. The replacement door has no rust, but, still needs to be prepared for paint like the rest of the car. I put new glass and window channels in this door prior to placing it on the car to check alignment. The doors will come back off for paint prep work when ready. 1950 Oldsmobile 98 models came with a rear vent glass, however, late 1950 models and 1951 had no vent glass. The doors I bought to use on this are 1951 model year, which are the same, with the exception of the vent glass. I had to go this route because the vents on the original doors needed new weatherstrip and unfortunately, no one makes a replacement weatherstrip for this model. Now the car will look like a late 1950 model, rather than the early model that it is. I don't care because it is not my intention to make a show car out of it.