Probably now the UK's biggest Shunter provider, Railway Support Services (RSS) are based out of Rye Farm, Wishaw near Sutton Coldfield. With customers such as Abellio, Arriva Traincare, Axiom Rail, DB Cargo, EMD, EMT, GBRf, Hitachi and LNER amongst others.

As well as Shunter hire, repair and overhaul is also offered by the firm with an expertise in Class 08/09 'Gronks'. Customers such as AV Dawson, Bombardier, HN Rail, Mendip Rail and Serco (amongst others) have all had locos receive attention here.

 

In this scene, assisted by a pole, Mendip Rail's, 08650 is seen nearest the camera on site for attention. The loco celebrated it's 60th birthday earlier this year having been introduced as D3817 in 1959. First shedded at Newport, it's entire career has been spent in the South. After a little over a decade in South Wales, the loco headed to Ashford before finishing it's BR career allocated to Eastleigh. Foster Yeoman purchased the loco in 1989 meaning it has now worked in private ownership for as long as it had for BR.

 

In front is 'EWS Doncaster' liveried 08995 owned by the Shillingstone Project and is in secure storage here. In the latter years of its life, Doncaster Carr depot became the EWS/DB shunter specialist site and a number of gronks that received heavy repairs received a revised EWS livery with dark grey roof and 'Doncaster' wording applied under the EWS cab side beasties logo. Not sure of the full list but I am aware that 08428, 08802, 08909, 08993, 08994, 08995 and 09106 all received this treatment.

08995 is one of 5 Class 08's that received modifications to run on the Burry Port and Gwendraeth Valley Railway in South Wales. This saw the locos height being reduced with them often being referred to as 'Cut down cabs'. An initial 3 locos, 08991/2/3 were converted at Swansea Landore and entered service in 1985. 08991 and 08992 didn't last that long in service and were both officially withdrawn by 1987, 08993 surviving as it was a dual braked example. 08994 and 08995 were converted in 1987, 08995 being converted from 08687 but with a lot of parts coming from 08991 before its scrapping. It's EWS career saw it used in the general Gronk fleet with notable spells at Canton, Hoo Jn, Mossend, Thornaby, Westbury and of course Doncaster.

It's most famous assignment was probably, along with sister locos 08993 and 08994, the hire to Carillon for use on the Manchester Metrolink track renewal project commencing in 2007, based at the ELR in Bury. The loco's reduced overall height making them ideal with the lines bridges and infrastructure. It's DBC career ended with storage at Crewe IEMD before disposal to Shillingstone Project in 2015.

 

On the left hand side, are the 2 latest arrivals in the form of 08784 and 08598.

 

08784 had arrived from the GCRN at Ruddington for repairs including to it's generator. Starting life in the Spring of 1960 as D3952, a product of BR Derby works, it's first 'home' was Old Oak Common. It is perhaps best known to me for it's long allocation to Allerton through the 1990's and early 2000's clinging on to it's BR blue livery until it's 'Super E' exam at Ferrybridge depot in 2003, being one of the last of the class to be treated at the site. The remainder of it's EWS/DB career was pretty standard, all bar for a joy riding incident at Tinsley in 2006. Withdrawal came in 2011 at Toton where the loco remained until it's sale in to preservation in 2016 to the GCRN. The loco seems likely to go on hire via RSS in a similar arrangement to sister loco 08922 when repairs are complete.

 

And finally, a new Gronk for me, 08598, still carrying Potter Group bright yellow livery, is on site for repairs fresh from AV Dawsons, Middlesbrough. Another loco that is celebrating it's 60th this year, being introduced as D3765 way back in 1959. The locos first allocation was Manchester Longsight and stayed in the Manchester area for the first 15 years of it's life or so. Withdrawal from BR came early with less than 30 years service, laid up from Crewe Diesel in 1986. Sold in to private ownership, the loco had several owners before it's most notable time with the Potter Group at both it's Knowsley and Ely terminals. AV Dawson's purchased the pilot in 2017 and put it straight to use working alongside their 2 serviceable gronks 08600 and 08774. Of note the loco retains its Potter logo's on the cab sides but thankfully has lost the ghastly caging that was applied over the windows during its time with the group.

  

1001 stands at Rye with a Hastings to Ashford service. The unit is covering for a shortage of serviceable DEMUs.

Former Royal Navy Harriers in use with the School of Flight Deck Operations make some welcome gyrations during the ill-fated 2016 RNAS Culdrose 'Air Day'

 

Used to train future deck handlers, here - still live grey painted ex Fleet Air Arm's No.801 Squadron marked BAe Sea Harrier FA.2 XZ440/DD40 keeps close company with all black

two seat BAe (HS) Harrier T.8N ZB603/DD/T03

 

Fully serviceable, the controls are limited so they cannot get airborne

 

If you look on Google Earth and check out the station's 'dummy' carrier deck they now have at least four new 'mock' F-35 Lightning II's along with the above Sea Harriers, plus Sea King and Wessex helicopters all in use for training

 

IMG_4879

Spearmint is high in beneficial antioxidant compounds that help protect against and repair damage caused by free radicals.

 

Good for Digestive Upsets. Spearmint is commonly used to help relieve symptoms of indigestion, nausea, vomiting and gas. ...

High in Antioxidants. ...

May Aid Women With Hormone Imbalances. ...

May Reduce Facial Hair in Women. ...

May Improve Memory. ...

Fights Bacterial Infections. ...

May Lower Blood Sugar. ...

May Help Reduce Stress.

_______________________________________________

Synonyms---Garden Mint. Mentha Spicata. Mackerel Mint. Our Lady's Mint. Green Mint. Spire Mint. Sage of Bethlehem. Fish Mint. Menthe de Notre Dame. Erba Santa Maria. Frauen Munze. Lamb Mint.

Herb.

This common garden mint is not a native of these islands, though growing freely in every garden, but is originally a native of the Mediterranean region, and was introduced into Britain by the Romans, being largely cultivated not only by them, but also by the other Mediterranean nations. It was in great request by the Romans, and Pliny according to Gerard says of it: 'The smell of Mint does stir up the mind and the taste to a greedy desire of meate.' Ovid represents the hospitable Baucis and Philemon scouring their board with green mint before laying upon it the food intended for their divine guests. The Ancients believed that mint would prevent the coagulation of milk and its acid fermentation. Gerard, again quoting Pliny, says:

'It will not suffer milk to cruddle in the stomach, and therefore it is put in milk that is drunk, lest those that drink thereof should be strangled.'

Many other references to it in old writings - among them, that of the payment by the Pharisees of tithes of Mint, Anise and Cumin - prove that the herb has been highly esteemed for many centuries. Mint is mentioned in all early mediaeval lists of plants; it was very early grown in English gardens, and was certainly cultivated in the Convent gardens of the ninth century. Chaucer refers to 'a little path of mint's full and fennell greene. '

Turner states in his Herball (1568) that the garden mint of his time was also called 'Spere Mynte.' Gerard, in further praise of the herb, tells us that: 'the smell rejoiceth the heart of man, for which cause they used to strew it in chambers and places of recreation, pleasure and repose, where feasts and banquets are made.'

It has, in fact, been so universally esteemed, that it is to be found wild in nearly all the countries to which civilization has extended, and in America for 200 years it has been known as an escape from gardens, growing in moist soils and proving sometimes troublesome as a weed.

Parkinson, in his Garden of Pleasure, mentions 'divers sorts of mint's both of the garden and wilde, of the woods, mountain and standing pools or waters' and says:

'Mint's are sometimes used in Baths with Balm and other herbs as a help to comfort and strengthen the nerves and sinews. It is much used either outwardly applied or inwardly drunk to strengthen and comfort weak stomachs.'

The Ancients used mint to scent their bath water and as a restorative, as we use smelling salts to-day. In Athens where every part of the body was perfumed with a different scent mint was specially designated to the arms.

Gerard says of its medicinal properties:

'It is good against watering eyes and all manner of breakings out on the head and sores. It is applied with salt to the bitings of mad dogs.... They lay it on the stinging of wasps and bees with good success.'

Culpepper gives nearly forty distinct maladies for which mint is 'singularly good.'

'Being smelled into,' he says, 'it is comfortable for the head and memory, and a decoction when used as a gargle, cures the mouth and gums, when sore.' Again, 'Garden Mint is most useful to wash children's heads when the latter are inclined to sores, and Wild Mint, mixed with vinegar is an excellent wash to get rid of scurf. Rose leaves and mint, heated and applied outwardly cause rest and sleep.'

In the fourteenth century, mint was used for whitening the teeth, and its distilled oil is still used to flavour tooth-pastes, etc., and in America, especially, to flavour confectionery, chewing gums, and also to perfume soap.

Mint otto's have more power than any other aromatic to overcome the smell of tobacco.

The application of a strong decoction of Spearmint is said to cure chapped hands.

Mice are so averse to the smell of mint, either fresh or dried, that they will leave untouched any food where it is scattered. As mice love Henbane and often prove very destructive to a crop, it has been suggested that their depredations might be checked if some mint were planted between the rows of Henbane.

It is probable that Spearmint was introduced by the Pilgrim Fathers when they landed in America, as it is mentioned among many other plants brought out from England, in a list given by John Josselyn. When in this country apparently found growing wild, it occurs in watery places, but is rather rare.

Professor Henslow (Origin and History of our Garden Vegetables) does not consider it truly native to any country. He says:

'The Garden Mint (Mentha viridis, Linn.) is a cultivated form of M. sylvestris (Linn.), the Horse Mint, which is recorded as cultivated at Aleppo. Either M. sylvestris, or some form approaching M. viridis, which is not known as a truly wild plant, was probably the mint of Scripture.'

Bentham also considers it not improbably a variety of M. sylvestris, perpetuated through its ready propagation by suckers, and though these two plants are sufficiently distinct as found in England, yet continental forms occur which bridge over their differences.

Its generic name, Mentha, is derived from the mythological origin ascribed to it, and was originally applied to the mint by Theophrastus. Menthe was a nymph, who because of the love Pluto bore her, was metamorphosed by Proserpine, from motives of jealousy, into the plant we now call mint

 

Description---From creeping root-stocks, erect, square stems rise to a height of about 2 feet, bearing very short-stalked, acute-pointed, lance-shaped, wrinkled, bright green leaves, with finely toothed edges and smooth surfaces, the ribs very prominent beneath. The small flowers are densely arranged in whorls or rings in the axils of the upper leaves, forming cylindrical, slender, tapering spikes, pinkish or lilac in colour. The little labiate flowers are followed by very few, roundish, minute brown seeds. The taste and odour of the plant are very characteristic.

 

There are several forms of Garden Mint, the true variety being of bold, upright growth, with fairly large and broad leaves, pointed and sharply serrated (or toothed) at the edges and of a rich, bright, green colour. Another variety, sometimes sold as Spearmint (M. cardiaca), is much smaller and less erect in growth, with darker leaves, the whorls of flowers distant and leafy, but possessing the same odour and flavour, and another has comparatively large, broad or rounded leaves. Yet another has soft hairs, but this, though distinct from what is known as Horse Mint, is inferior to the true Spearmint.

Cultivation---A moist situation is preferable, but mint will succeed in almost any soil when once started into growth, though in dry, sandy soils it is sometimes difficult to grow, and should be planted in the coolest and dampest situations. Leaf mould, road scrapings, burnt ash and similar materials should, on the other hand, be used freely for lightening heavy, tenacious soils. It does best in a partially shaded position: if in a sheltered spot, it will start earlier in the spring than if exposed. Where a long or regular supply is required, it is a good plan to have at least one bed in a sunny and sheltered, and another in a shady position, where gatherings may be made both early and late.

As the plant is a perennial, spreading by means of its underground, creeping stems propagation may be easily effected by lifting the roots in February or March, dividing them - every piece showing a joint will grow - and planting again in shallow trenches, covering with 2 inches of soil. Six inches apart in the rows and 8 inches between the rows are the right distances to allow. Cuttings in summer or offsets in spring may also be utilized for increasing a stock. Cuttings may be taken at almost any time during the summer, always choosing the young shoots, these being struck on a shady border of light soil and kept moist, or a better plan, if possible, is to insert them in a frame, keeping them close and moist till rooted. Cuttings or young shoots will also strike freely in good-sized boxes in a heated greenhouse, in the early spring, and after the tops have been taken off two or three times for use, the plants may be hardened off and planted outside.

The beds are much benefited by an annual top-dressing of rich soil, applied towards the close of autumn, when all remaining stalks should be cut down to the ground. A liberal top-dressing of short, decayed manure, such as that from an old hot-bed or mushroom bed, annually, either in the spring, when it commences to grow, or better still, perhaps, after the first or second cutting, will ensure luxuriant growth. Frequent cuttings of shoots constitute a great drain on the plants, and if not properly nourished they will fail, more or less. To have really good mint, the plantation should be re-made about every three years, or failing that, it is essential that a good top-dressing of rich soil be added.

A good stock should be kept up, so that plenty may be available for forcing. Cultivators having a greenhouse can easily force mint into an earlier development of new growth than would be in the open garden. Forcing is very easy, the only preparation being the insertion of a quantity of good roots in a box of light soil, which should be placed in a temperature of about 60 degrees and watered freely as soon as growth starts. Cuttings may be made in two or three weeks. Forcing will generally be necessary from November to May - a succession being kept up by the introduction, at intervals of about three weeks, of an additional supply of roots, as forced roots soon decay. Often mint is so grown both upon and under the benches in greenhouses, and the demand for the young, tender stems and leaves during the winter is sufficient to make the plants pay well.

Mint Disease---Unfortunately, mint is susceptible to a disease which in some gardens has completely destroyed it. This disease, which from its characteristic symptoms is known as Rust, is incurable. The fungus (Puccinia Mentha) which causes it develops inside the plant, and therefore cannot be reached by any purgicide, and as it is perennial, it cannot be got rid of by cutting off the latter. All that can be done is to prevent the spread of the disease by digging up all plants that show any sign of rust. The same ground should not be used again for mint for several years. Healthy stock should be obtained and planted in uninfected soil, some distance away. On account of this liability of mint to rust, it is advisable not to have it all in one bed, but to have several beds of it, placed at some distance from each other

Harvesting---When the plants are breaking into bloom, the stalks should be cut a few inches above the root, on a dry day, after the dew has disappeared, and before the hot sun has taken any oil from the leaves, and dried for culinary use for the winter. All discoloured and insect-eaten leaves should be removed and the stems tied loosely into bunches and hung to dry on strings in the usual manner directed for 'bunched' herbs. The bunches should be nearly equal in length and uniform in size to facilitate packing, if intended for sale, and placed when dry in airtight boxes to prevent re-absorption of moisture.

The leaves may also be stripped from the stems as soon as thoroughly dry and rubbed through a fine sieve, so as to be freed from stalks as much as possible, or pounded in a mortar and thus powdered, stored in stoppered bottles or tins rendered airtight. If preparing for market and not for home use, the rubbed herbs will, of course, command a higher price than the bunched herbs, and should be put up in tins or bottles containing a quantity of uniform weight.

When mint is grown commercially on a large scale, it has been estimated to yield from 4 to 5 tons per acre, from which 15 to 20 cwt. of dry should be obtained. Average yields per acre are, however, taken when crops are at maturity, and an estimate of the first cutting crop is hard to form, and is likely to be less profitable than succeeding years, on account of initial expenses.

If Spearmint is being grown as a medicinal herb, for the sake of the volatile oil to be extracted from it, the shoots should be gathered in August, when just coming into flower, and taken to the distillery as soon as possible after picking, the British Pharmacopoeia directing that oil of Spearmint be distilled from the fresh, flowering plant. It is estimated that 350 lb. of Spearmint yield 1 lb. of oil. If the distillery is not on the ground or only a short distance away, and the crop has to be dispatched by train, the cutting should take place late in the afternoon on a fine day, before the dew falls, so as to be sent off by a night train to arrive at their destination next morning, having travelled in the cool, otherwise the leaves are apt to heat and ferment, losing colour.

The chief constituent of Spearmint oil is Carvone. There are also present Phellandrene, Limonene and dihydrocarveol acetate. Esters of acetic, butyric and caproic or caprylic acids are also present. (An Ester is a combination of an alcohol with an acid, the combination being associated with the elimination of water. The esters are highly important and in many cases dominant constituents of numerous essential oils, which owe their perfume largely, or in some cases entirely, to the esters contained. Many of the esters are used as flavouring or perfumery agents, and many are among the most important constituents of volatile salts.)

There are several different essential oils known under the name of Spearmint oil, the botanical origin of the plant used for distillation differing with the country in which the plant is grown. In the United States and in this country several varieties of M. viridis are distilled. In Russia the plant distilled is M. verticellata, and in Germany either M. longifolia, or more generally M. aquatica var. crispa - a plant cultivated in Northern Germany, the oil (called there Krausemünzöl) being imported into this country as German Spearmint oil. It appears to be identical with that from M. viridis. Oil of Spearmint is little distilled in England, either German oil or American oil distilled from M. viridis being imported.

Medicinal Action and Uses---Spearmint is chiefly used for culinary purposes. The properties of Spearmint oil resemble those of Peppermint, being stimulant, carminative and antispasmodic, but its effects are less powerful, and it is less used than Peppermint, though it is better adapted for children's maladies. From 2 to 5 drops may be given on sugar, or from 1/2 to 1 teaspoonful of spirit of Spearmint, with 2 tablespoonful of water. Spearmint oil is added to many compounds on account of its carminative properties, and because its taste is pleasanter and less strong than Peppermint. A distilled water of Spearmint will relieve hiccough and flatulence as well as the giddiness of indigestion. For infantile trouble generally, the sweetened infusion is an excellent remedy, and is also a pleasant beverage in fevers, inflammatory diseases, etc. Make the infusion by pouring a pint of boiling water on an ounce of the dried herb; the strained-off liquid is taken in doses of a wine glass full or less. It is considered a specific in allaying nausea and vomiting and will relieve the pain of colic. A homoeopathic tincture prepared from the fresh plant in flower has been found serviceable in strangury, gravel, and as a local application in painful haemorrhoids. Its principal employment is for its febrifuge and diuretic virtues.

Preparations and Dosages---Fluid extract, 1/4 to 1 drachm. Water, B.P. and U.S.P., 4 drachms. Spirit, U.S.P., 30 drops.

When eaten with lamb, very finely chopped in sweetened vinegar, in the form of mint sauce, mint greatly aids the digestion, as it makes the crude, albuminous fibres of the immature meat more digestible. The volatile oil stimulates the digestive system and prevents septic changes within the intestines.

The fresh sprigs of mint are used to flavour green peas and also new potatoes, being boiled with them, and the powdered, dried leaves are used with pea soup and also in seasonings. On the Continent, especially in Germany, the powdered, dried mint is often used at table for dusting upon pea and bean purées, as well as on gravies.

A grating of mint is introduced sometimes into a potato salad, or into a fowl stuffing, and in Wales it is not unusual to boil mint with cabbage.

Mint Jelly can be used instead of mint sauce, in the same manner as red currant jelly. It may be made by steeping mint leaves in apple jelly, or in one of the various kinds of commercial gelatine. The jelly should be a delicate shade of green. A handful of leaves should colour and flavour about half a pint of jelly. Strain the liquid through a jelly bag to remove all particles of mint before allowing to set.

Mint Vinegar is made as follows: Fill a jar or bottle with young mint leaves picked from the stalks. Cover with cold vinegar and cork or cover the bottle. Infuse for 14 days, then strain off the vinegar.

This vinegar is sometimes employed in making Mint Jelly, as follows:

Take 1 pint of water, 1 1/4 OZ. gelatine, the white and shell of an egg, 1/2 gill of Mint Vinegar, 1 dessertspoonful of Tarragon Vinegar, a bunch of herbs, 1 onion, 1 carrot, a stick of celery, 10 peppercorns, salt, 1 lemon. Peel the lemon very thinly, slightly whip the white of egg, wash and crush the shell. Put all the ingredients into a pan, strain in the juice of the lemon and whisk over the fire until just on boiling point. Boil up, then draw the pan to the side of the fire and simmer very gently for 20 minutes. Strain through a jelly bag until clear. Put into a mould to set. If liked, finely chopped mint may be added to the jelly after straining it, or more mint can be used and no Tarragon Vinegar.

To make Mint Punch: Pick a quart of fresh mint leaves, then wash and dry them by shaking them in a clean kitchen towel. Put them into a large jug and mash them with a wooden spoon till soft, when cover with freshly boiled water and infuse for ten minutes. Strain, cool, then set on ice till required. Add two cups of chilled grape juice and strained lemon juice to taste. Sweeten with castor sugar, stir till sugar is dissolved and then add a quart of ginger ale. Fill each tumbler to one-third with cracked ice and fill up with the punch.

The Garden Mint is also the basis of Mint Julep and Mint-water, the cordial distilled from the plant.

 

botanical.com/botanical/mgmh/m/mints-39.html#spehar

  

The Irish Turf Board (Bord na Móna) operated a number of personnel trolleys of various types. Most of the early examples being products of Wickham & Co, Ware, Hertfordshire, England. Wickham trolleys purchased by BnM tended to be smaller models for limited numbers of staff so BnM sort alternatives and successfully partnered with Southern Motors Ltd to produce a larger 'Caravan' type trolley which was the forerunner to the standard large "Caravan" type personnel trolleys manufactured at BnM Workshops from the 1960's onward. C72 seen here from the larger body batch built in 1972 (no's C63-C80). By the 1990's most were withdrawn while serviceable examples were relegated to occasional use having been replaced by 4x4 and other off road vehicles. C72 depicted here is at Ballivor Peat Works being made ready for an inspection trip out to Carranstown Bog and the works manager kindly invited us along for the ride. Not a ride for the faint hearted given the condition of most peat bog lines.

Unfinished Panzer IV(A) lang at Nibelungenwerk assembly plant in Austria, 1945.

 

From 510 ordered, 277 were delivered until this Jagdpanzer was declared "non combat serviceable" in January 1945.

I don't often get LEGO Minecraft sets, but when I saw this Beekeeper and the many bees that came in The Bee Farm set I knew I had to have it. I love the look of the bees in Minecraft and here they are recreated in LEGO beautifully, plus this beekeeper minifig is just super cute.

 

I could have done a better masking job on the bee, but after an evening of editing I think I did a serviceable job and the bee kinda looks like it is flying.

 

Enjoy!

  

After finding the excellent Moleskine Reloaded tutorial online, I have tried it myself a few times. Honestly, if you want a book with really nice watercolor paper, this is the way to go. It's messy and time-consuming, but I aim for a serviceable book, rather than a fine piece of craft.

In the photo, there is the real Moleskine that I gutted and took to Rome last year. The uncovered booklet is just that: pieces of Fabriano tied together. Once you've sewn them, they are remarkably sturdy. I experimented with alternative covers too: the green ones are reused file folders. And the little one in the center is another Moly (the note on there may be of use, if you can see it!)

 

http://www.trumpetvine.com/moleskine-reloaded/

 

With 2020 over and now in 2021, it is still very much uncertain how the aviation industry is going to weather the storm for another year where air travel has seen demand slump.

For the United States and its airlines, international air travel has not seen any significant recovery as the travel ban remains in place. The majority of their long-haul flights is primarily to transfer cargo and freight from major hubs overseas, as well as the distribution of COVID-19 vaccines which American, Delta and United all have contracts to distribute.

Of the three major carriers operating in the United States, it is United Airlines that is keeping its cards close to its chest by not announcing entire fleet withdrawals, compared to American and Delta which have retired at least two or more fleet types. There are notable types that have been in storage since the beginning of the global pandemic, but otherwise they are still listed as being in United's current fleet. The only notable withdrawals have been their legacy Pratt & Whitney powered Boeing 757-200s, but they still retain their Rolls-Royce powered counterparts.

What United has done is place their fleet into storage ensuring they remain serviceable anticipating a return to service once demand increases. Other changes includes the delay in retrofitting their Polaris Business Class seats onto their existing fleet which has restarted but at a slower rate; whilst second-hand fleet inauguration of Airbus A319s and Boeing 737-700s has been delayed.

Domestically, it is apparent that demand is picking up amongst the major carriers within the United States, but the same cannot be said for their international networks which will take at minimum another year before some form of normality returns.

Let's just say that 2021 may be a true test for all major airlines...

Currently, United Airlines operates 60 Boeing 787s, which includes 12 Boeing 787-8s, 35 Boeing 787-9s and 13 Boeing 787-10s. United Airlines have 3 Boeing 787-9s and 8 Boeing 787-10s on-order.

November Two Six Nine One Zero is one of 12 Boeing 787-8s operated by United Airlines, delivered new to the carrier on 20th March 2014 and she is powered by 2 General Electric GEnx-1B engines.

Boeing 787-8 Dreamliner N26910 on final approach into Runway 09L at London Heathrow (LHR) on UA27 from Denver (DEN), Colorado.

The same AH-64E landing at Wattisham one evening this week as was photographed back in May. It was the only one operating that evening and was out again less than an hour after this arrival. Is it the only one at Wattisham serviceable?

6th Feb diary note:, year of the monkey party @ Phnom Penh:

 

AK's driving was wildly erratic, fast too, and we had a couple of uncomfortably close calls on his motorbike, weaving in and out of the heavy holiday traffic heading an hour north out of Phnom Penh as the sun was setting.

 

There's a sort of clarity, an incomparable rush that accompanies dodgy moments with AK, and he told me afterwards that he'd already enjoyed some ice. Later on, we were joined by three girls. One of them spent several minutes frantically trying to find a serviceable vein so she could hit up. AK helped out by giving her upper arm a good hard squeeze. Her blissful look of rapture as she injected will stay with me for a long time. Fading tattoos, skin lesions, and self-harm scars on her arms hinted at a young life marked by pain.

 

A quick hug and she left, down to Pontoon nightclub she said, 'maybe find a stupid barang to fuck'. AK and the other two girls, both alarmingly young, were smoking so much ice that my head was beginning to spin.

 

The rest of the evening's memory at a KTV club is fading already but there were seven girls, lots of beer, an over-flowing toilet and a couple of scrawny roast chickens with fried rice. Being Cambodia, AK and I finished most of the chicken and rice while the girls waited patiently before eating the leftovers.

 

I took 708 photos.

Hi all, just finished up a new Lego sketch, any feedback would be greatly appreciated! - www.youtube.com/watch?v=94ucz1jnUzw

 

This was my first go animating at uni so apologies if the animation is a little more rocky than usual, hopefully it's still serviceable though.

In late 2019 DRS brought to an end for now....the only booked work for Class 20's on the network when there small fleet limped through the 2019 Yorkshire RHTT season .

Back in May 1992 there was a similar situation for the Class 20's in Yorkshire during the days of BR . apart from six Class 20's in the North West and a handful operated by the research department , the only other serviceable examples were operated by the Metals Sector, three of which were outbased at Tinsley despite being allocated to Thornaby .

20118/137 /165 are seen on Tinsley depot in there well worn Railfreight Red Stripe livery with 137 and 165 displayed a worn version of the Thornaby Kingfisher . The choppers would work local trip workings to Aldwarke / Deepcar and Holmes sidings from Tinsley .

 

5 5 92

London Underground District Line D78 Stock 7057 and 7032 working T032, Ealing Broadway to Upminster, arrives at Ealing Common heading towards Upminster.

 

The D stock on London Underground has nearly run its length, with complete withdrawal from service expected in May 2017. There are currently only four complete serviceable sets left. The last working day of the D stock will be on Friday 21st April.

And a very appealing one at that.😍

Yes, she even makes a serviceable margarita. Is there no end to this young lady's potential?? 😘

55022, 59510 & 51400 are approaching Didcot, at Moreton, on 27th May 1989 with a service to Oxford.

 

The class 121 'Bubble Car' has temporarily replaced the class 117 driving motor brake second No.51358.

 

All three pictured, built by Pressed Steel, are still extant. 55022 went into departmental use as 977873 for a while, and was reported preserved at Southall.

59510 is serviceable at the Gloucestershire and Warwickshire Railway, while 51400 was at the Wensleydale Railway, stored and for sale.

One of three diesel trains ordered from MAN in 1955 for the Conakry–Kankan line in Guinea. For their first few years, to the late sixties, they were operated as first class (also called upper class) service three times a week in each direction, in addition to a slower second class, locomotive-hauled train

 

Poor maintenance of the railway resulted in the downgrading of the MAN trains to second class. By 1984, the service was reduced to twice weekly - the only activity over the entire 662 km long line (metre gauge) which gradually disappeared in the tropical forest. Afterwards, a few freight trains operated over the line, often less than once a month

 

The last train leaving Kankan, on 02 May 1995, was a freight train with the last serviceable locomotive coupled to the last five useable freight wagons. It carried cotton seeds to the Port of Conakry, taking thirty days and three derailments to cover the distance

 

It was last reported that under three different transport ministers, three former presidents of the railway company and down to government officials in the tax administration, tracks, sleepers, rolling stock and even railway bridges were all dismantled and sold abroad between 2000 and 2004 for a total profit of more than seven million dollars

Ex Southdown PD3 operated by London Country whilst they were having a serious shortage of serviceable buses during the mid 70's. LS1-3 were based at Godstone garage in 1975/76 for route 409 between W.Croydon and Forest Row and occasionally the 411 to Reigate, they were relegated afterwards to trainer duties until sold on in 1977.

I have never really been one to dabble in composites, but I have been playing around recently with different editing techniques, so I thought I would try my hand at what many will consider a cliched composite image. It's not perfect, but I think it's a serviceable first attempt.

 

Nikon D7100

f/11 | 1/250 | ISO 200 | 48mm

Nikkor 18-200 mm f/3.5-5.6

AB800 in 47" octabox @1/2 power camera left

AB400 @ 1/8 power bounced off white wall camera right for fill

All strobes triggered by Cybersync

Shutter triggered by Nikon ML-L3 remote.

 

composite fireball added from cgtextures.com

 

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Making a very unusual appearance at Marylebone, 68018 and 68002 work in top-n-tail mode with Chiltern Railway's Mk3 stock; neither of this pair are equipped to operate the push-pull service, and are covering a lack of serviceable Chiltern 68s.

12/05/2008, Trinity House mooring buoys, Shotley, Suffolk, England.

 

LV 24 of Trinity House.

 

Light vessel 24 was built in 1963/64 by Charles Hill at Bristol, England, as the 'Cormorant' for the Commissioners of Irish Lights.

 

Original cost was £145,750 excluding lights and fog signal.

 

Sold to Trinity House and 'renamed' lightvessel No. 24.

 

The vessel was known to have been stationed at Seven Stones, Nab, Dowsing, Channel, South Goodwin and East Goodwin, and many more locations.

 

Her present location and use is unknown, although she may still be in serviceable condition.

A recent rummage in a few modelling boxes uncovered this Revell HO plastic kit that I put together and weathered some 35 years ago. A sobering thought is that it has sat in its box for longer than 4023 stayed in active service.

On a trip to Colorado in 1997 I saw UP 4005 on static display at Forney in Denver.

* The 25 'Big Boy' locomotives were built to haul freight over the Wasatch Range between Ogden, Utah, and Green River, Wyoming. In the late 1940s, they were reassigned to Cheyenne, Wyoming, where they hauled 6000 ton freights over Sherman Hill to Laramie, Wyoming.

Ousted by the increasing cost of coal and the refinement of Diesel Electric traction they were gone by 1959 but some were put in serviceable store and lasted until 1962.

In my case, many of my early days as a photographer were spent watching sunsets under and on this bridge. I would go down after work and roll through an entire 36 exposure roll of film on a single sunset. During the middle of summer, I would take a book, maybe grab a bite to eat along the way, and while away an hour waiting for the sun to set.

 

In some ways, a lot has changed. I don't use much 35mm film anymore preferring my 120. And when I do, it will take me a month or more instead of one sunset. My camera repertoire has changed slightly. The bridge itself has even changed. When I first started out here, all the street lights were much different. The renovations in the early 2000s changed those.

 

And then again, in some ways things haven't changed much at all. The spate of nice sunsets lately has seen me spend a couple of evenings (at the expense of other plans on some nights) back under this bridge. My feelings and fascination toward this structure remain as strong as ever. And there is nothing like spending a sunset under or on it.

 

It is good to roam. It is good to come home now and again too.

 

On another note, I had my hands on another Innova pinhole camera for this evening, not my own. This particular camera was destined for a Flickr contact, a fellow named Colton down in Talent, Oregon who is the newest member of the Innova family. Check out his work. He has quite the collection of cameras himself, and uses them all avidly. Anyway, at Don's suggestion I wanted to put a roll of film behind the pinhole of his camera, just to give it a quick field test before sending it off. Naturally enough we ended up on the bridge... at sunset.

 

The rest of the story I guess could mention that this was Lomo 800 film. A bit rough around the edges, but a perfectly serviceable high speed film made all the more attractive by of its low price.

08598, still carrying Potter Group bright yellow livery, is on site for repairs fresh from AV Dawsons, Middlesbrough. Another loco that is celebrating it's 60th this year, being introduced as D3765 way back in 1959. The locos first allocation was Manchester Longsight and stayed in the Manchester area for the first 15 years of it's life or so. Withdrawal from BR came early with less than 30 years service, laid up from Crewe Diesel in 1986. Sold in to private ownership, the loco had several owners before it's most notable time with the Potter Group at both it's Knowsley and Ely terminals. AV Dawson's purchased the pilot in 2017 and put it straight to use working alongside their 2 serviceable gronks 08600 and 08774. Of note the loco retains its Potter logo's on the cab sides but thankfully has lost the ghastly caging that was applied over the windows during its time with the group.

PLEASE COMMENT IF YOU FAVORITE

 

Been watching teen titans recently and i really like the doom patrol when the appeared. i based there costumes on there original run. SPEAKING OF TEEN TITANS i made a lego teen titans group, so if you're interested in joining, here's the link www.flickr.com/groups/2760639@N24/

 

Left to Right

 

Robot Man- easily the worst of the group. don't like the head and wish he was bulkier, but as is he's serviceable

 

Elasti-Girl- the main reason i went with the old costumes was because i needed to use the supergirl legs for her.

 

The Chief- just re-used professor x's body with a new head. came out pretty cool

 

Beast Boy: went with purple cause im lazy and this looks good

 

Negative Man: isn't negative man fucking awesome. idk i just always thought he was really cool.

With less than a week to go before the last train operated over the Woodhead route, a quiet afternoon outside with serviceable 76028 and 76054 and Class 506 set 8.

 

Sunday 12th July 1981

F807 FAO is turning into Mansfield Bus Station. It is a Leyland Olympian ONLXB/2RZ with Alexander RL bodywork, new in 1988 as Cumberland 1007. It is on loan to East Midland in 1990 during a shortage of serviceable buses.

Sometimes, things just don't quite start they way they're supposed to.

 

On my way out to the Maritimes for a friend's wedding, I decided to stop and spend a day exploring the territory of the Société du Chemin de Fer de la Gaspésie (SFG,) which operates the former CN Cascapédia and Chandler subdivisions between the current CN interchange at Matapédia and the town of Gaspé, at the tip of the peninsula of the same name. At the time of my visit, the track was only in service as far as New Richmond - meaning that the line's anchor customer, the cement plant in Port-Daniel, located beyond the end of serviceable track, had to truck its product to one of two transloads set up in New Richmond or Nouvelle in order to load it onto hopper cars. The Temrex sawmill in Nouvelle, along with LM Wind Power in Gaspé (which ships wind turbine blades to New Richmond where they're loaded onto flatcars) round out the regular customer count for the SFG.

 

Anyway, I arrived at Matapédia in the evening and noticed one of SFG's RS-18s parked a short distance away from the station. A good sign, it might indicate a run happening in the morning. I camped there overnight and was woken up several times by the sounds of trains coming and going.

 

Morning comes, and the RS18 is no longer there. Did they leave during the night? Didn't jive with what I had heard about their current operating plan, but I headed up highway 132 towards New Richmond in the hopes of intercepting something. There was nothing, so I turned back towards Matapédia.

 

On my way back, I was passing through a kilometers-long stretch where the 132 was down to a single lane due to construction when I heard a horn off in the trees! Except I couldn't turn around, and had to drive to the end of the construction zone, join the queue going the other direction, crawl through the whole thing once again and finally once I was clear of all that I was able to pursue the train unimpeded.

 

I eventually caught up with the train near Escuminac, followed it to New Richmond, and back towards Matapédia as far as the light allowed me. Here, the train is rolling eastbound along the waters of the Baie des Chaleurs approaching Carleton with 11 empty cement hoppers; earlier in the day, six empty woodchip cars were dropped at the sawmill in Nouvelle. A few helpful locals guided me to this spot, unfortunately, none of the Black Widow-inspired units were on the train today.

 

I later found out that the crew had arrived in Matapédia overnight, picked up the lone RS18 that I had seen parked near the station and tied their power down out of sight on the east leg of the wye before taking their rest.

 

Video of the train departing Nouvelle: www.youtube.com/watch?v=R8pcIfBy8MU

I'm crazy about crossing fashion photography with architectural photography. I guess this photo is me starting to think about that in a very simple way. Kind of a study.

 

Things I learned today ... A chair is a serviceable stand-in, when composing an indoor shot including oneself on the floor. And a floor lamp serves actually quite well for standing shots.

 

Constructive criticism always welcome!

More nonsense on offer at www.mightypossibility.com.

The selection process for the withdrawal of around two hundred RM`s in the schedule change of September 1982 hit Mortlake`s fleet hard with eleven perfectly serviceable and tidy buses being deemed surplus to requirements.

 

One such was RM 1234 seen on 7 February 1983 at Aldenham Works awaiting scrapping by outside contractors. Around one hundred RM`s were so treated over a period of several months with a certain amount of `parts reclaim` taking place by works staff prior to full dismantling on semi-rough ground at the far western end of the works away from the main buildings.

 

Apart from the obvious `damage` done in removing parts, the overall condition of the bodywork still looked better than buses in service at many garages. The advert below the rear window gives a clue as to where the bus had been based.

BCOL Heritage Unit CN 3115 leads M341 through Medina Junction. Also in tow was plenty of other great power, but you'll need to look at others' photos for that because I didn't manage to capture any of it.

 

With my schedule on Sunday, the only possible way I could have seen this unit was if it had a 3-way meet at Neenah and had to wait on 2 southbounds. Turns out I got really lucky and that's exactly what happened.

 

I was considering going out to Dale since I'd be able to get a better run-up photo of the rest of the consist, but decided to stick with my original plan of taking the vignette shot at the Junction. As it turns out, either it wasn't nearly as good as I remember or things have grown a fair bit, so I didn't get any serviceable photos of that frame like I wanted. The train also showed up a bit faster than anticipated, so I was forced to execute on half-baked plans and this is what I managed to walk away with.

 

This photo is the product of a bit different shooting philosophy on my part. A fundamental part of photography is figuring out how to work with the light you have to achieve a good result. Here I decided that with the dim overcast lighting, I'd be better off embracing the motion blur than trying to crank ISO and overcome it.

 

No, this isn't any new or revolutionary concept, and plenty of folks have taken photos just like this one before and I enjoy seeing them very much (and have wanted to try replicating them for some time now). Nonetheless, it felt like a small epiphany to me, and there are so many creative ways this can be implemented; this is surely a useful technique I'll keep in my toolbox and learn to pull out time and time again at need.

Amtrak P42 68 leads Lincoln Service 318 North out of Joliet, IL. Due to Chicago being out of serviceable chargers a P42 was assigned to a corridor train.

Cirrus moved out just in time for clear-sky test run last night with the 6D Mark II and Tokina 16-28mm f/2.8. I ran exposures up & down ISO 3200-40,000. ISO 20,000 seems outrageous, but with the sky clear and starlight bright this time, it was actually very serviceable and allowed me to drop exposure in LR before adjusting contrast & minimal noise reduction.

 

20 sec. looks to be a good shutter speed for solid stars at 16mm—so, 320-Rule for me and the 6D.

 

Note the bonus blob of green airglow in there between the Flagstaff and Doney Park light domes.

 

Next up, seeking out some non-bland compositions :)

 

(Previous test with clouds gumming everything up: www.flickr.com/photos/perezmedia/47671892512/ )

Dirty English Electric Type 3 D6825 at Doncaster Works in March 1966. Built by English Electric at the Robert Stephenson & Hawthorn works, it entered traffic in May 1963, initially allocated to Cardiff Canton. Its first transfer was to York in June 1966 after which it was regularly reallocated, with time variously spent at Gateshead, Stratford, March, Tinsley, Immingham, Eastfield, Motherwel and Cardiff. In 1986 four class 37s, were converted to test the Mirrlees MB275T engine and Brush alternator for the proposed class 38 and 37125 was one of these, becoming 37904. It was also fitted with new bogies and ballast weights to increase the overall weight to 120 tons. Following conversion it was allocated to Canton and operated under the Heavy Metals sector. During the late 1990s use of the Class 37/9s declined due to the problems maintaining such a small number of non-standard locos and 37904 was stored un-serviceable in May 1996. Following storage at Cardiff Canton it migrated to Crewe in November 2002 where it would continue to slowly rut away until despatched to CF Booth Rotherham in October 2004 and broken up during the following month.

 

Photographer Charlie Cross - Copyright Gordon Edgar collection - no unauthorised use - To deter image theft this is displayed at a very low resolution - I have not defaced the image with a copyright notice for your enjoyment; please respect the copyright

XM655 is an Avro Vulcan B Mk2, and the youngest Vulcan in existence (the third to last produced; XM656 and XM657 have both been scrapped). Delivered to 9 squadron at RAF Cottesmore in November 1964, she tranferred to the Waddington Wing in January 1968. She then served with 101 and 44 squadrons, and was with 50 squadron when she was put up for disposal in late 1983. She was bought by businessman Roy Jacobsen who had hopes to fly her on the airshow circuit.

 

She was the first Vulcan “civilianised” and was flown in to Wellesbourne Mountford about a week after a Cat 3 Check, on the 11th of February 1984. Hundreds of people were there to watch her arrive. She had flown only 5,744 hours, making her a very viable proposition for taking to the air once more. However, the Civil Aviation Authority made it clear that the aircraft would not be flying again without stringent conditions being satisfied. While efforts at funding the work necessary were begun and the aircraft was put on the civil register as G-VULC, little real progress was made. A plan to fly the aircraft in America got as far as registering the aircraft on the American civil register as N655AV but no further. After two years Roy Jacobsen lost interest in XM655 and bought another Vulcan (XL426) which was delivered to Southend. Parking fees were mounting at Wellesbourne and after a number of years the airfield owners took Jacobsen to court to recover them. The result was that the ownership of the aircraft passed to Wellesbourne Airfield.

 

XM655 had stood without attention for so long that she was in quite poor condition. Ten years of neglect had finally put paid to any lingering hopes of her ever flying again. At one stage she had been broken into, the cockpit instrumentation vandalised and the co-pilot’s control column removed with a hacksaw. The wingtip panels were also damaged at some point. With the transfer of ownership however, the future began looking brighter.

 

The Delta Engineering Association was formed to look after XM655 and they made it clear from the outset that their intention was to get her into ground running condition only. The aircraft was gradually brought back to life – all the hydraulics were overhauled, the damage to the cockpit was repaired and a number of engine runs undertaken.

 

Delta moved from Wellesbourne to Kemble in March 1996, and after the brief and unhappy existence and demise of the XM655 Association, the volunteers remaining at Wellesbourne decided that the best way forward would be a properly constituted membership organisation to look after XM655. As a result the 655 Maintenance and Preservation Society (655MaPS) was formed in late 1998.

 

Thanks to the generosity of Wellesbourne Airfield and with funds provided by the society’s members and other donors, 655MaPS have been able to assemble an impressive collection of workshops, storage units and ground equipment to support and service XM655.

 

The rear spar has been inspected and found to be in excellent condition. XM655 now has fuel in her tanks at all times to keep the system and the seals ‘wet’. All the aircraft systems are powered up and exercised regularly.

 

The aircraft has been repainted several times to keep the inevitable corrosion of the more than 50 year old structure under control, the flying control surfaces (elevons and rudder) have been reskinned, the jet pipe end caps have been replaced and the three engines with the longest running hours have been removed, opened, inspected and re-installed.

 

Engine ground runs (EGRs) are carried out approximately every three months, together with slow taxi runs to ensure the steering and braking systems are functional. Once each year, usually in June, XM655 takes part in Wellesbourne Wings and Wheels, which is our major public event of the year. Reports of past events can be found on the Taxi Runs page, and details of the next event are on the Events page.

 

XM655 is virtually complete in terms of installed equipment, with the H2S Radar, the Terrain Following Radar (TFR) and Identification Friend or Foe (IFF) systems all still in-place, as well as the complete suite of Electronic Counter Measures (ECM) equipment. The only notable item missing when XM655 left RAF service was the in-flight refuelling probe; not surprising considering the world-wide hunt for serviceable probes which had occurred during the Falklands conflict a couple of years earlier. Eventually, a replacement probe was obtained and installed, and XM655 regained her familiar profile.

On an unrecorded date in January 1977, Southern Pacific (SP) 5100 was sitting on the whiskers of the roundhouse in Eugene, OR.

SP 5100 was a 70 Tonner GE, SP Class GS407-1. Reportedly: It was built in 1949, builders number 30034 as SP 5100, SP Class DERS-200. In 1950 it was rereclassed to SP Class DF-200. In 1963 it was rereclassed to SP Class DS-500. In 1965 it was rereclassed to SP Class GS407-1.

Reportedly: It was retired in 1976. It became Weyerhaeuser 2901, then East Portland Traction 5100 then Samuels Steel Products 5100, then Oregon Pacific 5100. The 5100 was reportedly on display at the Oregon Rail Heritage Center. It’s stored and maintained in serviceable condition, Milwaukie, Oregon, just south of Portland on the Oregon Pacific Railroad.

We were lucky enough to board our favourite aircraft of all times - The supersonic Concorde! Our tickets included the Concorde Experience which allow you to sit inside the only operating Concorde simulator in the world, used by former pilots to train.

 

G-BBDG or 'Delta Golf' was the first Concorde to carry 100 passengers at Mach 2. She was used in the early development of Concorde for testing and certification. Delta Golf had a flying life of seven years, from the 13th February 1974 to the 24th December 1981.

 

The Brooklands Concorde was known as a 'production' aircraft, as she was developed from the prototype, and used to complete the majority of certification work specified for airline service. She was never used commercially, but Delta Golf was flown around the World to attract sales from international airlines.

 

After her final landing on Christmas Eve of 1981, Delta Golf was stored, initially serviceable, in a hangar at Filton. In 1984, British Airways acquired the aircraft, and used her as a source for spare parts for their fleet. Delta Golf was offered to Brooklands in 2003, and, after delivery of major sections of the aircraft in June 2004, a two-year restoration project commenced to recover G-BBDG to her former glory. On the 26th July 2006, Delta Golf was opened to the public at Brooklands Museum by HRH Prince Michael of Kent [brooklandsmuseum]

I was pretty exicted when I found out that this week's theme was Pink Umbrellas. As one of my favourite possessions is a Pink Umbrella.

 

I was in Tokyo... and it was raining... fact it rained for 7 days straight. I never knew it rained so much in Tokyo. It was only when I noticed the huge umbrella lockers outside the major hotels and buildings that I realised... that and the fact the gardens were all so green.

 

My friend was attending a conference and I decided to take a day trip out to Mt Fuji. I didn't see it through the fog, but they assured me it was there. (I also didn't see it from the top of the second tallest building in Tokyo, the Tokyo Metropolitan Government Building, or from the top of the Park Hyatt or indeed from the top of the Tokyo Tower, where its position was clearly indicated in Braille. (?))

 

And at a gift shop at the magnificent 1930's Fujiya Hotel in Hakone... I found a pink umbrella. I didn't need it as I had a very serviceable red umbrella, which had pretty much become one with the sky in Toyko from my viewpoint. I spent much of my time trying to hold onto the handle on the umbrella with the crook of my neck at an odd angle while I tried to support my camera and compose a shot in the rain... and I had got quite good at it.

 

And back home I hardly ever used an umbrella. There is one in the boot of my car, which seldom gets used. And there is the one I bought in Florence... but that is a story for another day.

 

The Pink Umbrella was exhorbitantly expensive. I would be too embarrassed to say how much I paid for it. I didn't need it, but I decided at the last minute I couldn't live without it.

 

It was the bane of my life for the next two weeks. Traveling around Japan, it was a tantalisingly 2cm too long to fit in my suitcase and therefore became an extra piece of luggage to lug around and guard against foul play.

 

It has never had even one droplet of rain touch its beautiful silk panels... and never will.

 

Once when one of my children, standing at the front door ready to walk out into a torrential downpour, asked me if I had an Umbrella. I said no.

 

”What about that one” was the response... as a finger was pointed to a gap in my wardrobe door, where the Umbrella hung smugly.

 

”You can't take it” I said flatly.

     

Today was a first. I arranged my first ever photo charter for a private group of friends on the Middletown and Hummelstown Railroad. This came about because of my quest to photograph as many street running railroads as I can. A post of photos by a friend ultimately led to a query to the railroad and before I knew it I'd rented the railroad for the day and was selling tickets!

 

The M&H runs about 1000 ft down Brown Street through the center of Middletown passing homes, an old school diner and down an alley beside a busy local grocery. This was what I wanted to shoot, but the railroad offers so much more as you will see.

 

Per the railroad's website, the original Middletown & Hummelstown Railroad Company was formed in 1888 by local businessmen. Construction of the line between its namesake boroughs was completed in 1890. From then until 1976 it was part of the Philadelphia & Reading Railroad, later the Reading Company. In 1976 upon the coming of Conrail the route was not included in the USRA's final system plan and a group of investors saved the line and created the current Middletown & Hummelstown Railroad, nicknamed "The Milk and Honey Line." Since then they have operated the 7-mile line between their namesake towns providing freight service, and in 1986 they began offering excursion passenger trains which have continued unabated for more than three decades. Freight service is provided to a Univar facility in Middletown that is currently the line's only regular active customer generating several hundred carloads a year. The remainder of the line as far as the bridge over Swatara Creek sees only the passenger trains and the last mile or so into Hummelstown has been out of service since 2011 when Tropical Storm Lee washed out the trackage just north of the bridge.

 

Anyway, the fine folks at the M&H opened their railroad to us, and at our behest put together a mixed freight behind their classic Alco S6 which was built in March 1956 for the Western Maryland. Trailing was a consist of two open hoppers (one ex C&O and one PRR), an old riveted tank car, a PFE reefer, a 1954 CNJ caboose, and a DL&W passenger MU cab car.

 

We ran shoved up through the street and posed the train beside Amtrak's Harrisburg Line main before returning to the yard, running around, and then shoving back to the end of serviceable track at the Swatara Creek bridge. A few photo stops were made on the return trip to Middletown where we wrapped up with some more street running with our train and then a bonus run with a second train. The railroad graciously put together a double header with their other two serviceable locomotives GE 65 tonners number 1 (blt. Aug. 1941 as US Army 7272) and number 2 (blt. Apr. 1955 as Standard Slag 46) a side dump hopper and six revenue modern tank cars. It was a day for the ages!

 

I shot hundreds of images and will have many to share but lets start with this.

 

M&H 151 pauses on the bridge over South Wood Street as Amtrak train 661 accelerates west from their station stop heading to Harrisburg with an ACS64 shoving on the rear.

 

Middletown, Pennsylvania

Saturday November 14, 2020

Apologies for indulging in more images of 60 017 working at Peak Forest. The loco is due a B exam on 24th February so will be replaced soon hopefully by a suitable class mate. Seeing as a class 60 at Peak Forest for shunting is likely to be history within a little over four months its a case of taking pictures now. My secondment here has been extended so hopefully more opportunity to get a few more images of other class members before the contract to shunt the quarry changes hands on 1st June and VI ta Railfreight take over with hired pairs of 37's.

60 017 is loading 6E19 the 19.12 to Attercliffe Stone Terminal which on this date it worked throughout due to a shortage of serviceable class 66's at Peak Forest.

In 1981 South Yorkshire PTE suffered from a severe shortage of serviceable buses, and hired in many vehicles to maintain services. Derby City Transport supplied several buses, including 252, seen above in Sheffield. It is a Daimler Fleetline CRG6LX with Roe dual-door bodywork, new in 1970, allocated SYPTE fleet no. 1941.

Waiting to run a school up to Conkers near Ashby is former NXWM 4044. 344, V544MOA is one of 9 serviceable B7TL's in the fleet at present.

The passage of time was both an eternity and a rapid blur for Sarah. She felt as though she had been fighting to survive, fighting to get answers, or just fighting against something for so long. She was exhausted. She could not remember the last time she had slept well, since she fell asleep the night after. She had awoken with a start aboard the dropship, the auto-pilot maintaining orbit above Kohara after completing the takeoff sequence. How long she had been drifting there she did not know, but the urge to vomit came over her swiftly as the events of the previous day came rushing back. Maxwell was gone. Michael was gone. Everyone she had come to Kohara with was dead. Sarah was alone… except for whatever it was that she had encountered in Kohara’s black jungle.

The hours were difficult to track aboard the dropship, as Sarah worked to pull herself together and trouble shoot the small craft’s communication equipment. In many ways it was not too dissimilar from the comm array of the research base, and she was able to open a long-range communication channel to broadcast an automated distress signal. Days, maybe even weeks passed before rescue came, as Sarah ate sparingly from the ship’s survival rations. Strangely, she could not remember if the rations tasted good, or bad. She remembered little at all from those dark moments. When the rescuers arrived, it was like the coming of dawn after a long, cold night of bad dreams. The official reports mentioned that Sarah was lethargic, muttering about strange figures, green lights, as well as rambling off a list of names. There was a brief flurry of activity as news spread about the event. An entire science team lost to some mysterious threat in the jungle. A strange planet made all the stranger by the tragic loss of life. For a brief moment, Sarah felt hope that one day she would get answers and be free of her grief. But then the red tape began. Investigative bodies needed more evidence. Planetary governments wanted more information. Press began to poke and prod at Sarah’s story. Some people claimed it a hoax, suggesting that Sarah had abandoned the mission after sabotaging the communications equipment, leaving her team stranded. Others suggested that the team never existed at all, and that Sarah was some runaway from Earth trying to get attention far from home.

All this struck Sarah as absurd. Why would people doubt her? Real people, people with friends and family, died down in the darkness of Kohara. Yet these families never surfaced. Minerva, the xeno-biology university she attended, claimed to have no record of her or the team she mentioned. The news clips of her story, the interviews with the rescue team, even the recorded accounts from Sarah herself, disappeared from the net. It was like she was being washed away. What was worse was that with each passing day, as she fought to be heard and to find answers, she began to wonder if she really was crazy. Had she dreamed it all? The only thing that kept her holding on was the burning image of Professor Maxwell disintegrating before her very eyes, too vivid to forget or unsee. This memory, and the strange sense that the wall crept in too quickly. It was all too convenient. Everything disappeared just as she needed it. Doors shut just as she reached them, paths closed up behind her. She felt like a wild insect caught in a predator’s web. The red tape closed in about her. Perhaps this is why Sarah was not surprised when she was contacted.

It was late in the evening. Sarah was in the nearly deserted waiting room of a small Homefront embassy belonging to the small backwater capital of a tiny Centauri system. She could not remember which one anymore. Her weeks had become a weary blur of waiting lines, forms, credentials, and the drone of bureaucratic employees. Was presenting her request for an interview from yet another Homefront political representative to an equally tired embassy intern. The poor intern was caught between genuine sympathy for the frantic woman and her own fatigue from being kept up at such a late hour working through a giant stack of paperwork. Sarah knew from experience that she was beginning to get stuck in the circle of tape which would lead to a dead end. She would need to book transport tickets to yet another system to try again. The funds she had been given from her family at home, funds that were supposed to be used to come home to visit so they could try again to persuade her to become a pilot instead of a scientist, were nearly dried up from hopping between embassies. Deep inside, Sarah was nearly ready to give up her hunt. Whoever it was that wanted to bury her had done so effectively. There was nothing left for her to chase, nothing left for her to find. Perhaps the time had come to let go, to surrender and allow herself to be buried and forgotten.

“You aren’t one to let something go, are you?” A voice said, as if answering her thought.

Sarah started. She had, in her weariness, mentally checked out. The intern was gone. The lights had been dimmed in the lobby. She glanced around, thinking that she had finally cracked and was hallucinating voices.

“Sorry, did I startle you?” The voice continued from behind her, “I was going to wait until you finished, but I got the sense that you weren’t on the planet anymore.”

Standing behind her, casually leaning against one of the eight decorative pillars that formed two lines across the large embassy lobby, was a main in a dark suit. “Physically, maybe, but your mind was in space. Wasn’t it?” He said, a wry smile lifting one side of his face. Dark shades hid his eyes from view, but something about him projected a warmth. Perhaps it was the low, smooth tones of his voice, tinged as it was with a faint accent, or perhaps it was the simple fact that this was the first time in a long time that Sarah spoke with someone other than a poor attendant behind a desk.

“I… I’m sorry, yes. It’s been a long day,” Sarah stammered, desperately trying to gather her scattered wits and rummage together a sentence, “I’m afraid the hour got the better of me and I was beginning to fall asleep on two feet.” Please don’t think I am a crazy person, she thought.

“No need to apologize, I’m the one who spoke without warning. I was just hoping we could have a conversation, you and I.” His tone was sympathetic, even though his expression remained stoic behind his shades, save for the ghost of a smile. Sarah felt simultaneously put at ease by his comforting demeanor and put on edge by a natural danger sense.

“I don’t understand. What would we have to talk about?” Sarah’s expression became guarded, her voice taking on a note of cold steel, “I don’t even know you, sir…?”

The man stood straight, as if shocked. “Right, of course. The name is Jack. Jack Grey, at your service. And as for what to talk about, I get the distinct impression that you have been trying to talk to someone for a very long time about something. Is that correct?”

“I don’t see how that is your business, Mr. Grey.”

He smiled, “Well, I think it is my business, Ms. Wallace, because I am the person you’ve been looking for.”

Sarah stared at the man long and hard. On one hand, he was right. She had been looking for an ear to speak to. She had never been very clear with herself what she expected to have happen. She was just pushing forward desperately trying to break through whatever was trying to bury her. Find something, someone, on the other side to help her. But she never took much care to think what it would look like if she finally did get through. Was this her opportunity? However, on the other hand, this felt like another too perfect coincidence. Much like how the videos disappeared, how opportunities kept closing on her. She realized, with horrifying clarity, that she had no other choice. Like it or not, trust him or not, Jack Grey was the only option she was left with. Sarah doubted that this was accidental. Sarah let out a heavy sigh and shouldered her bag.

“Okay then, Mr. Grey. Am I right in thinking you already know my story?”

“I do, yes. And please, call me Jack.” He stepped to one side, gesturing for her to walk past.

Sarah did not budge. “Am I also right in thinking you are the reason that all of the evidence of what happened has mysteriously vanished? The reason no one will talk to or listen to me?” Her voice became pointed, rising slowly in volume. Jack appeared unaffected by the outburst.

“Me specifically? No. But I am associated with those responsible. May we discuss this somewhere less... public? I promise to answer every question you have.”

“Every question?”

“Every question.”

“What is the catch?” Sarah was raised well enough to know nothing was free.

“No catch. Nothing serious. I will answer your every question, and in return you will hear me out for what I have to say. Fair trade, Ms. Wallace?”

Jack’s hand was poised on the door handle, waiting for her answer to either leave or open the door for her. Sarah glanced around the lobby of the Homefront embassy, as if she were leaving home. It was a cold, bleak room in the dim late-night lighting. Little bits of trash lay in the corners waiting for some janitorial staff to sweep up in the early morning hours. There was still no sign of the drowsy intern, most likely they had crept off while Sarah was lost in thought, grateful for an escape to sleep and be free of her crazed ramblings. There was no future for her here, no answers. Like it or not, Jack was the only link she had to getting answers. Right now, answers were all she wanted.

“Sounds fair enough to me. Lead the way, Jack.”

The night was colder than Sarah expected. She clutched her jacket tightly around her, bag tucked under one arm. The streetlights of the small, sleepy colonial capital flickered and droned, as if quietly complaining about needing better upkeep. Despite the lights, the sky was glowing with stars, evidence of the relatively low population density of this planet’s colony. She barely remembered how she had gotten here. Her life had fallen into such a mess, such a state of fuddled despair that it felt like she had been dreaming. Jack, the tempting offer of answers, and the comfort of finally knowing she was truly sane, had all served as a splash of cold water upon her mind. For the first time since she left Kohara, Sarah felt a little bit more like her old self. Except the nagging feeling, the guilty feeling, was still there. Like a heavy stone at the bottom of her gut. A voice quietly screaming on the inside: Why are you alive when they all died?

They walked in silence through the sleeping city streets. The soundscape was devoid of the normal hum and clatter which Sarah was accustomed to back on Earth, or in the cities of more populated planets. Jack did not appear to expect conversation, his expression was still the slightly smiling stoicism that Sarah was beginning to suspect was his default. Rather than attempt small talk, she decided to take the opportunity to size up her benefactor. He was of slightly taller than average height. Muscular, but not unusually so. Sarah suspected he was probably more fit than he appeared. He moved with an easy confidence, with little uncertainty or wariness about his movements. His hair was short and light, like sandy grass, and trimmed very neatly. Despite his relaxed demeanor, there was a rigidity to his manner that made Sarah wonder at a military background. He reminded her of her family members who had served.

Sarah’s inspection of Mr. Grey ended when they arrived at their destination. A small restaurant beside the humble spaceport, a diner and bar for the pilots who frequented this backwater. The lights were on and a holo-display blinked an “open” message across the door. Stepping inside, the place was not entirely empty. Even in this sleepy town, there was always someone coming or going through the spaceport. An attendant, conversing quietly with a regular at the counter, raised her eyes to meet Sarah and Jack, giving them a nod and a gesture to know she would be right with them. The seating booths were arranged along a central corridor for the waitress to walk, in the time hollowed traditional layout for such places where the coffee was always hot, usually serviceable, rarely good, and never empty. Two gentlemen were hunched over plates at the far end, at this distance Sarah could not tell if they were awake or simply absorbed in their food. Midway down the other side a large, grizzled man was leaned back in a booth, his feet kicked up on the table while he smoked a cigar, awake but eyes closed. No one seemed to take particular interest in the two people who just stepped in, not even the attendant who had now vanished into the back room.

Jack arbitrarily picked an empty booth, a few down from the door, and motioned for Sarah to take a seat.

“Alright. As promised, ask away. I will answer everything to the best of my ability.” Jack removed his shades, revealing piercing blue eyes. Aside from an unnerving sensation of seeing through her soul, Sarah was displeased to find that Jack’s expression was just as unreadable without his sunglasses. Clearing her throat, she settled into her side of the booth and reached for the first question she could think of.

“Why.”

“Why what?” Jack arched an eyebrow.

“Why make it all vanish? You said you were associated with the ones who have being trying to bury what happened to me.”

“Well, ‘trying’ to bury you is a bit unfair. They’re doing quite well at it. And it is not personal, they aren’t trying to bury you. They’re simply trying to suppress how many people hear about what you’ve encountered.”

“Well why!?” Sarah’s voice rose in frustration.

Jack gave her a warning glance, motioning with his eyes to the other occupants. The cigar smoking man cracked an eye open. The waitress, who had finally found her way out of the back and had begun to meander their way had stopped in her tracks, suddenly becoming distracted with a small tear in a booth seat.

“Sorry. Why suppress it?” Sarah asked, softly this time.

“A few years ago, some of the intelligence community within the Homefront began to suspect that someone was infiltrating their defenses. They didn’t like it, and in investigating it they discovered the culprits to be a group of previously unknown Aelves.”

“I don’t understand-“

“A moment, Sarah. There is a point to this. Somehow, in the midst of concerns about security breaches and trying to discover the nature of the unknown, supposed threat, the Homefront military found themselves entangled in a skirmish with these strange Aelves. Eventually, it was decided that they were not a threat, and the Homefront military withdrew. But soldiers and Aelves alike lost their lives needlessly. And this negative interaction could have cost most than the Homefront knew. The people I associate with now have connection with these mystery Aelves, no thanks to the Homefront’s bumbling. The lesson here is that some things, new and dangerous things, are best observed before rash decisions are made. It wouldn’t do to have all Centauri trying to invade Kohara, not if we want to know what is going on.”

“So you just intend to hide it,” Sarah’s voice could not hide her disdain, “And what about the people who lost their lives there? What about their families? Don’t they deserve to know.”

Jack leaned forward, “But they do know, Sarah. We’ve made sure they know. We’ve compensated them generously to keep the news within the family, within those who have a right to grieve. And I mean very generously compensated. We aren’t monsters, Sarah. That is precisely why we are working so hard to keep the situation a secret. To save lives.”

“And what about my life?” Sarah spoke accusingly, narrowing her eyes at Jack, “What am I supposed to do? I can’t go back to Minerva. It is hard to finish a degree at a school that claims I never attended. I can’t go back to the family farm after what I’ve seen,” Sarah grabbed a napkin and gestured violently at Jack with it, “No one ever compensated me for what happened. No one paid me to grieve quietly over my friends who died in front of me!”

“And why do you think I am here, Sarah?” Jack answered calmly.

“I don’t want your damn money!” She snapped. Jack chuckled.

“No, I didn’t think so. So, I didn’t come to offer you money. I came to offer you a job.”

“A job? Are you serious?”

“Yes, a job. You want to move on with your life? You said it yourself. You can’t.” Jack’s ghost of a smile began to appear at both corners of his mouth, and Sarah began to realize that he had anticipated the direction of the conversation from the beginning, “The only way that you, Sarah Wallace, can move on is to get answers. The only way to get answers, real answers, is to join my team.”

Sarah was caught flatfooted, speechless.

“Join us,” Jack continued, “And we’ll find the answers together.”

“Join you? Who even are you? I don’t even think your name is really Jack Grey.”

Jack chuckled again, “No, no it isn’t. And if you come with me, your name won’t be Sarah Wallace anymore. It is in the nature of what we do. But I can tell you who we are.”

Jack paused as the waitress, sensing that the heated moment of conversation was past, had approached. They both ordered coffee, and politely waited until she had left before continuing.

“We’re called the Initiative. ‘The Supra Stellas Initiative’ if you are being proper. We like to call it ‘S.S.I.’ for short. We investigate anomalies across the known universe. To try and understand what we currently do not. In particular, we’re interested in things that defy known modern science.”

Jack paused again as the waitress set down two coffees. Before he could begin, Sarah cut in.

“You were interested in Kohara. You, ah… I mean the Initiative was the mystery sponsor that Maxwell kept talking about, weren’t you?”

A full smile broke out across Jack’s face, “Very good. Yes, Sarah. We sponsored your expedition. Maxwell was one of us. We had hoped to get more answers on the Perseus question.”

Sarah nodded, “You wanted to know how it got there, where there was a connection between it and the Perseus system even though it is so far away.”

“Yes. Kohara is not the only planet. We’ve catalogued many. Maxwell hoped to visit all of them eventually. Kohara was the first. After what happened, we are only barely closer to answers and yet down one incredible xeno-biologist.” Jack looked directly at Sarah, “Will you help us finish what Maxwell started?”

Sarah stared into her cup of coffee. Things were moving so fast, and yet it all made sense to her. Jack was right, what she wanted most was answers. She didn’t want money; she didn’t want to go back to the farm. She wanted to know. All the questions she had from her research only got louder after the deaths of her team. The only thing that could make those deaths mean something would be to find answers to those questions. Sarah took a large swig of her coffee. A bit too large, it burned her mouth, but she did her best not to show. Setting it back down firmly, with a loud ceramic clack of emphasis, she fixed a determined face at Jack.

“I’m in.”

A curious eyebrow arched from Jack, “Just like that?”

“Just like that.”

“Good. How do you feel like piloting? I’ve read you scored high in simulations.”

“It runs in the family. It was not my main passion, obviously, but it is what they wanted of me. Give me time, and I can fly it.”

“Even better. Because I was also hoping to recruit a pilot. I’ve already got my muscle.” He waved a hand vaguely in the direction of the smoking patron. In response, the man sat upright, put out his cigar, and started to make ready to go. “He isn’t much for words. His name is Uther. Tough as nails, and one hell of a good shot with that Fenris Carbine of his. The hope is to prevent a repeat of what happened to your team.”

“I would appreciate that. I’m… still working on forgetting the last time.”

Jack simply nodded an affirmative, “Our next stop is to pick up our chief technical officer. You can tag along with me on the recruitment, or you can rest on the ship. Whatever suits your fancy.”

“Just like that?”

“Just like that. Welcome aboard Sarah.”

 

New Haven’s ten 1954 General Electric EP5 rectifier electric locomotives had extremely loud blowers, earning them the moniker “jets”. With their sleek lines and striking paint scheme, they instantly became the stars of the American Flyer and Lionel catalogs. As externally appealing as the EP5’s were, internally, they had a new-technology ignitron rectifier that wasn’t up to the task of converting 4000 horsepower of AC power to DC. The ignitrons were notorious for overheating, and some reports say that every one of the ten units suffered at least one fire.

 

In 1969, the New Haven was folded into the year-old Penn Central, and changes to the jets soon followed. Reclassed E40, the six serviceable double-ended units remained in passenger service until a 1973 fire caused them to be banished from New York’s Park Avenue tunnel. The PC reassigned them to freight service, with two operating until shortly before this photo was taken in May, 1978. I believe that all six remaining E40’s were here at the Harrisburg engine terminal at the time of the photo. Beside the 4973 and 4977, another unit is coupled to the 4973, and a fourth one’s nose is visible between the two coupled units. All six E40’s were scrapped.

USAF C-130 Hercules Propeller Driven Cargo Plane Returns to Davis-Monthan Air Force Base in Tucson, Arizona.

The plane can fly home non-stop from anywhere in the world.

 

I did not have a camera with me, so I used my iPhone 12 Pro Max at its longest focal length.

Cropped and post processed in Apple’s Photos app.

______________________________

C-130 Hercules military transport plane heading east over my house and turning south to approach the Davis-Monthan AFB runway from the southeast to the northwest.

______________________________

Lockheed C-130 Hercules

From Wikipedia, the free encyclopedia

 

en.wikipedia.org/wiki/Lockheed_C-130_Hercules

 

C-130 Hercules

Straight-wing, four-engine turboprop-driven aircraft overflying water

USAF C-130E

Role: Military transport aircraft

National origin: United States

ManufacturerLockheed

Lockheed Martin

First flight23 August 1954

Status: In service

Primary users:

United States Air Force

United States Marine Corps

Royal Air Force

Royal Canadian Air Force

Produced: 1954–present

Number built: Over 2,500 as of 2015[1]

Unit cost

C-130E $11.9 million[2]

C-130H $30.1 million[3]

Variants:

AC-130 Spectre/Spooky

Lockheed DC-130

Lockheed EC-130

Lockheed HC-130

Lockheed Martin KC-130

Lockheed LC-130

Lockheed MC-130

Lockheed WC-130

Lockheed L-100 Hercules

Developed into: Lockheed Martin C-130J Super Hercules

 

The Lockheed C-130 Hercules is a four-engine turboprop military transport aircraft designed and built originally by Lockheed, now Lockheed Martin.

 

Capable of using unprepared runways for takeoffs and landings, the C-130 was originally designed as a troop, medivac, and cargo transport aircraft. The versatile airframe has found uses in a variety of other roles, including as a gunship (AC-130),for

airborne assault,

search and rescue,

scientific research support,

weather reconnaissance,

aerial refueling,

maritime patrol, and

aerial firefighting.

 

It is now the main tactical airlifter for many military forces worldwide. Over forty models and variants of the Hercules, including a civilian one marketed as Lockheed L-100, operate in more than sixty nations.

 

The C-130 entered service with the U.S. in the 1950s, followed by Australia and others. During its years of service, the Hercules family has participated in numerous military, civilian and humanitarian aid operations. In 2007, the C-130 became the fifth aircraft—after the English Electric Canberra, B-52 Stratofortress, Tu-95, and KC-135 Stratotanker—to mark 50 years of continuous service with its original primary customer, in this case, the United States Air Force. The C-130 Hercules is the longest continuously produced military aircraft at over 60 years, with the updated C-130J Super Hercules being produced today.[4]

 

Contents [hide]

1Design and development

1.1Background and requirements

1.2Design phase

1.3Improved versions

1.4More improvements

1.5Later models

1.6Next generation

1.7Upgrades and changes

1.8Replacement

2Operational history

2.1Military

2.2Civilian

3Variants

4Operators

5Accidents

6Aircraft on display

6.1Australia

6.2Canada

6.3Colombia

6.4Indonesia

6.5Norway

6.6Saudi Arabia

6.7United Kingdom

6.8United States

7Specifications (C-130H)

8See also

9References

10External links

Design and development[edit]

 

This section needs additional citations for verification. Please help improve this article by adding citations to reliable sources. Unsourced material may be challenged and removed. (February 2014)

Background and requirements[edit]

 

The Korean War, which began in June 1950, showed that World War II-era piston-engine transports—Fairchild C-119 Flying Boxcars, Douglas C-47 Skytrains and Curtiss C-46 Commandos—were inadequate for modern warfare. Thus, on 2 February 1951, the United States Air Force issued a General Operating Requirement (GOR) for a new transport to Boeing, Douglas, Fairchild, Lockheed, Martin, Chase Aircraft, North American, Northrop, and Airlifts Inc. The new transport would have a capacity of 92 passengers, 72 combat troops or 64 paratroopers in a cargo compartment that was approximately 41 feet (12 m) long, 9 feet (2.7 m) high, and 10 feet (3.0 m) wide. Unlike transports derived from passenger airliners, it was to be designed from the ground-up as a combat transport with loading from a hinged loading ramp at the rear of the fuselage.

 

A key feature was the introduction of the Allison T56 turboprop powerplant, first developed specifically for the C-130. At the time, the turboprop was a new application of turbine engines that used exhaust gases to turn a propeller, which offered greater range at propeller-driven speeds compared to pure turbojets, which were faster but consumed more fuel. As was the case on helicopters of that era, such as the UH-1 Huey, turboshafts produced much more power for their weight than piston engines. Lockheed would subsequently use the same engines and technology in the Lockheed L-188 Electra. That aircraft failed financially in its civilian configuration but was successfully adapted into the Lockheed P-3 Orion maritime patrol and submarine attack aircraft where the efficiency and endurance of turboprops excelled.

 

Design phase[edit]

The Hercules resembled a larger four-engine brother to the C-123 Provider with a similar wing and cargo ramp layout that evolved from the Chase XCG-20 Avitruc, which in turn, was first designed and flown as a cargo glider in 1947.[5] The Boeing C-97 Stratofreighter also had a rear ramp, which made it possible to drive vehicles onto the plane (also possible with forward ramp on a C-124). The ramp on the Hercules was also used to airdrop cargo, which included low-altitude extraction for Sheridan tanks and even dropping large improvised "daisy cutter" bombs.

 

The new Lockheed cargo plane design possessed a range of 1,100 nmi (1,270 mi; 2,040 km), takeoff capability from short and unprepared strips, and the ability to fly with one engine shut down. Fairchild, North American, Martin, and Northrop declined to participate. The remaining five companies tendered a total of ten designs: Lockheed two, Boeing one, Chase three, Douglas three, and Airlifts Inc. one. The contest was a close affair between the lighter of the two Lockheed (preliminary project designation L-206) proposals and a four-turboprop Douglas design.

 

The Lockheed design team was led by Willis Hawkins, starting with a 130-page proposal for the Lockheed L-206.[6] Hall Hibbard, Lockheed vice president and chief engineer, saw the proposal and directed it to Kelly Johnson, who did not care for the low-speed, unarmed aircraft, and remarked, "If you sign that letter, you will destroy the Lockheed Company."[6] Both Hibbard and Johnson signed the proposal and the company won the contract for the now-designated Model 82 on 2 July 1951.[7]

 

The first flight of the YC-130 prototype was made on 23 August 1954 from the Lockheed plant in Burbank, California. The aircraft, serial number 53-3397, was the second prototype, but the first of the two to fly. The YC-130 was piloted by Stanley Beltz and Roy Wimmer on its 61-minute flight to Edwards Air Force Base; Jack Real and Dick Stanton served as flight engineers. Kelly Johnson flew chase in a Lockheed P2V Neptune.[8]

 

After the two prototypes were completed, production began in Marietta, Georgia, where over 2,300 C-130s have been built through 2009.[9]

 

The initial production model, the C-130A, was powered by Allison T56-A-9 turboprops with three-blade propellers and originally equipped with the blunt nose of the prototypes. Deliveries began in December 1956, continuing until the introduction of the C-130B model in 1959. Some A-models were equipped with skis and re-designated C-130D.

 

As the C-130A became operational with Tactical Air Command (TAC), the C-130's lack of range became apparent and additional fuel capacity was added in the form of external pylon-mounted tanks at the end of the wings.

 

Improved versions[edit]

 

A Michigan Air National Guard C-130E dispatches its flares during a low-level training mission

The C-130B model was developed to complement the A-models that had previously been delivered, and incorporated new features, particularly increased fuel capacity in the form of auxiliary tanks built into the center wing section and an AC electrical system. Four-bladed Hamilton Standard propellers replaced the Aeroproducts three-blade propellers that distinguished the earlier A-models. The C-130B had ailerons with increased boost—3,000 psi (21 MPa) versus 2,050 psi (14 MPa)—as well as uprated engines and four-blade propellers that were standard until the J-model's introduction.

 

An electronic reconnaissance variant of the C-130B was designated C-130B-II. A total of 13 aircraft were converted. The C-130B-II was distinguished by its false external wing fuel tanks, which were disguised signals intelligence (SIGINT) receiver antennas. These pods were slightly larger than the standard wing tanks found on other C-130Bs. Most aircraft featured a swept blade antenna on the upper fuselage, as well as extra wire antennas between the vertical fin and upper fuselage not found on other C-130s. Radio call numbers on the tail of these aircraft were regularly changed so as to confuse observers and disguise their true mission.

 

The extended-range C-130E model entered service in 1962 after it was developed as an interim long-range transport for the Military Air Transport Service. Essentially a B-model, the new designation was the result of the installation of 1,360 US gal (5,150 L) Sargent Fletcher external fuel tanks under each wing's midsection and more powerful Allison T56-A-7A turboprops. The hydraulic boost pressure to the ailerons was reduced back to 2050 psi as a consequence of the external tanks' weight in the middle of the wingspan. The E model also featured structural improvements, avionics upgrades and a higher gross weight. Australia took delivery of 12 C130E Hercules during 1966–67 to supplement the 12 C-130A models already in service with the RAAF. Sweden and Spain fly the TP-84T version of the C-130E fitted for aerial refueling capability.

 

The KC-130 tankers, originally C-130F procured for the US Marine Corps (USMC) in 1958 (under the designation GV-1) are equipped with a removable 3,600 US gal (13,626 L) stainless steel fuel tank carried inside the cargo compartment. The two wing-mounted hose and drogue aerial refueling pods each transfer up to 300 US gal per minute (19 L per second) to two aircraft simultaneously, allowing for rapid cycle times of multiple-receiver aircraft formations, (a typical tanker formation of four aircraft in less than 30 minutes). The US Navy's C-130G has increased structural strength allowing higher gross weight operation.

 

More improvements[edit]

 

Royal Australian Air Force C-130H, 2007

The C-130H model has updated Allison T56-A-15 turboprops, a redesigned outer wing, updated avionics and other minor improvements. Later H models had a new, fatigue-life-improved, center wing that was retrofitted to many earlier H-models. For structural reasons, some models are required to land with certain amounts of fuel when carrying heavy cargo, reducing usable range.[10] The H model remains in widespread use with the United States Air Force (USAF) and many foreign air forces. Initial deliveries began in 1964 (to the RNZAF), remaining in production until 1996. An improved C-130H was introduced in 1974, with Australia purchasing 12 of type in 1978 to replace the original 12 C-130A models, which had first entered RAAF Service in 1958.

 

The United States Coast Guard employs the HC-130H for long-range search and rescue, drug interdiction, illegal migrant patrols, homeland security, and logistics.

 

C-130H models produced from 1992 to 1996 were designated as C-130H3 by the USAF. The "3" denoting the third variation in design for the H series. Improvements included ring laser gyros for the INUs, GPS receivers, a partial glass cockpit (ADI and HSI instruments), a more capable APN-241 color radar, night vision device compatible instrument lighting, and an integrated radar and missile warning system. The electrical system upgrade included Generator Control Units (GCU) and Bus Switching units (BSU)to provide stable power to the more sensitive upgraded components.[citation needed]

  

Royal Air Force C-130K (C.3)

The equivalent model for export to the UK is the C-130K, known by the Royal Air Force (RAF) as the Hercules C.1. The C-130H-30 (Hercules C.3 in RAF service) is a stretched version of the original Hercules, achieved by inserting a 100 in (2.54 m) plug aft of the cockpit and an 80 in (2.03 m) plug at the rear of the fuselage. A single C-130K was purchased by the Met Office for use by its Meteorological Research Flight, where it was classified as the Hercules W.2. This aircraft was heavily modified (with its most prominent feature being the long red and white striped atmospheric probe on the nose and the move of the weather radar into a pod above the forward fuselage). This aircraft, named Snoopy, was withdrawn in 2001 and was then modified by Marshall of Cambridge Aerospace as flight-testbed for the A400M turbine engine, the TP400. The C-130K is used by the RAF Falcons for parachute drops. Three C-130K (Hercules C Mk.1P) were upgraded and sold to the Austrian Air Force in 2002.[11]

 

Later models[edit]

The MC-130E Combat Talon was developed for the USAF during the Vietnam War to support special operations missions in Southeast Asia, and led to both the MC-130H Combat Talon II as well as a family of other special missions aircraft. 37 of the earliest models currently operating with the Air Force Special Operations Command (AFSOC) are scheduled to be replaced by new-production MC-130J versions. The EC-130 Commando Solo is another special missions variant within AFSOC, albeit operated solely by an AFSOC-gained wing in the Pennsylvania Air National Guard, and is a psychological operations/information operations (PSYOP/IO) platform equipped as an aerial radio station and television stations able to transmit messaging over commercial frequencies. Other versions of the EC-130, most notably the EC-130H Compass Call, are also special variants, but are assigned to the Air Combat Command (ACC). The AC-130 gunship was first developed during the Vietnam War to provide close air support and other ground-attack duties.

  

USAF HC-130P refuels a HH-60G Pavehawk helicopter

The HC-130 is a family of long-range search and rescue variants used by the USAF and the U.S. Coast Guard. Equipped for deep deployment of Pararescuemen (PJs), survival equipment, and (in the case of USAF versions) aerial refueling of combat rescue helicopters, HC-130s are usually the on-scene command aircraft for combat SAR missions (USAF only) and non-combat SAR (USAF and USCG). Early USAF versions were also equipped with the Fulton surface-to-air recovery system, designed to pull a person off the ground using a wire strung from a helium balloon. The John Wayne movie The Green Berets features its use. The Fulton system was later removed when aerial refueling of helicopters proved safer and more versatile. The movie The Perfect Storm depicts a real life SAR mission involving aerial refueling of a New York Air National Guard HH-60G by a New York Air National Guard HC-130P.

 

The C-130R and C-130T are U.S. Navy and USMC models, both equipped with underwing external fuel tanks. The USN C-130T is similar, but has additional avionics improvements. In both models, aircraft are equipped with Allison T56-A-16 engines. The USMC versions are designated KC-130R or KC-130T when equipped with underwing refueling pods and pylons and are fully night vision system compatible.

 

The RC-130 is a reconnaissance version. A single example is used by the Islamic Republic of Iran Air Force, the aircraft having originally been sold to the former Imperial Iranian Air Force.

 

The Lockheed L-100 (L-382) is a civilian variant, equivalent to a C-130E model without military equipment. The L-100 also has two stretched versions.

 

Next generation[edit]

Main article: Lockheed Martin C-130J Super Hercules

In the 1970s, Lockheed proposed a C-130 variant with turbofan engines rather than turboprops, but the U.S. Air Force preferred the takeoff performance of the existing aircraft. In the 1980s, the C-130 was intended to be replaced by the Advanced Medium STOL Transport project. The project was canceled and the C-130 has remained in production.

 

Building on lessons learned, Lockheed Martin modified a commercial variant of the C-130 into a High Technology Test Bed (HTTB). This test aircraft set numerous short takeoff and landing performance records and significantly expanded the database for future derivatives of the C-130.[12] Modifications made to the HTTB included extended chord ailerons, a long chord rudder, fast-acting double-slotted trailing edge flaps, a high-camber wing leading edge extension, a larger dorsal fin and dorsal fins, the addition of three spoiler panels to each wing upper surface, a long-stroke main and nose landing gear system, and changes to the flight controls and a change from direct mechanical linkages assisted by hydraulic boost, to fully powered controls, in which the mechanical linkages from the flight station controls operated only the hydraulic control valves of the appropriate boost unit.[13] The HTTB first flew on 19 June 1984, with civil registration of N130X. After demonstrating many new technologies, some of which were applied to the C-130J, the HTTB was lost in a fatal accident on 3 February 1993, at Dobbins Air Reserve Base, in Marietta, Georgia.[14] The crash was attributed to disengagement of the rudder fly-by-wire flight control system, resulting in a total loss of rudder control capability while conducting ground minimum control speed tests (Vmcg). The disengagement was a result of the inadequate design of the rudder's integrated actuator package by its manufacturer; the operator's insufficient system safety review failed to consider the consequences of the inadequate design to all operating regimes. A factor which contributed to the accident was the flight crew's lack of engineering flight test training.[15]

 

In the 1990s, the improved C-130J Super Hercules was developed by Lockheed (later Lockheed Martin). This model is the newest version and the only model in production. Externally similar to the classic Hercules in general appearance, the J model has new turboprop engines, six-bladed propellers, digital avionics, and other new systems.[16]

 

Upgrades and changes[edit]

In 2000, Boeing was awarded a US$1.4 billion contract to develop an Avionics Modernization Program kit for the C-130. The program was beset with delays and cost overruns until project restructuring in 2007.[17] On 2 September 2009, Bloomberg news reported that the planned Avionics Modernization Program (AMP) upgrade to the older C-130s would be dropped to provide more funds for the F-35, CV-22 and airborne tanker replacement programs.[18] However, in June 2010, Department of Defense approved funding for the initial production of the AMP upgrade kits.[19][20] Under the terms of this agreement, the USAF has cleared Boeing to begin low-rate initial production (LRIP) for the C-130 AMP. A total of 198 aircraft are expected to feature the AMP upgrade. The current cost per aircraft is US$14 million although Boeing expects that this price will drop to US$7 million for the 69th aircraft.[17]

 

An engine enhancement program saving fuel and providing lower temperatures in the T56 engine has been approved, and the US Air Force expects to save $2 billion and extend the fleet life.[21]

 

Replacement[edit]

In October 2010, the Air Force released a capabilities request for information (CRFI) for the development of a new airlifter to replace the C-130. The new aircraft is to carry a 190 percent greater payload and assume the mission of mounted vertical maneuver (MVM). The greater payload and mission would enable it to carry medium-weight armored vehicles and drop them off at locations without long runways. Various options are being considered, including new or upgraded fixed-wing designs, rotorcraft, tiltrotors, or even an airship. Development could start in 2014, and become operational by 2024. The C-130 fleet of around 450 planes would be replaced by only 250 aircraft.[22] The Air Force had attempted to replace the C-130 in the 1970s through the Advanced Medium STOL Transport project, which resulted in the C-17 Globemaster III that instead replaced the C-141 Starlifter.[23] The Air Force Research Laboratory funded Lockheed and Boeing demonstrators for the Speed Agile concept, which had the goal of making a STOL aircraft that can take off and land at speeds as low as 70 kn (130 km/h; 81 mph) on airfields less than 2,000 ft (610 m) long and cruise at Mach 0.8-plus. Boeing's design used upper-surface blowing from embedded engines on the inboard wing and blown flaps for circulation control on the outboard wing. Lockheed's design also used blown flaps outboard, but inboard used patented reversing ejector nozzles. Boeing's design completed over 2,000 hours of windtunnel tests in late 2009. It was a 5 percent-scale model of a narrowbody design with a 55,000 lb (25,000 kg) payload. When the AFRL increased the payload requirement to 65,000 lb (29,000 kg), they tested a 5% scale model of a widebody design with a 303,000 lb (137,000 kg) take-off gross weight and an "A400M-size" 158 in (4.0 m) wide cargo box. It would be powered by four IAE V2533 turbofans.[24] In August 2011, the AFRL released pictures of the Lockheed Speed Agile concept demonstrator. A 23% scale model went through wind tunnel tests to demonstrate its hybrid powered lift, which combines a low drag airframe with simple mechanical assembly to reduce weight and better aerodynamics. The model had four engines, including two Williams FJ44 turbofans.[23][25] On 26 March 2013, Boeing was granted a patent for its swept-wing powered lift aircraft.[26]

 

As of January 2014, Air Mobility Command, Air Force Materiel Command and the Air Force Research Lab are in the early stages of defining requirements for the C-X next generation airlifter program to replace both the C-130 and C-17. An aircraft would be produced from the early 2030s to the 2040s. If requirements are decided for operating in contested airspace, Air Force procurement of C-130s would end by the end of the decade to not have them serviceable by the 2030s and operated when they can't perform in that environment. Development of the airlifter depends heavily on the Army's "tactical and operational maneuver" plans. Two different cargo planes could still be created to separately perform tactical and strategic missions, but which course to pursue is to be decided before C-17s need to be retired.[27]

 

Operational history[edit]

 

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Military[edit]

 

USMC KC-130F Hercules performing takeoffs and landings aboard the aircraft carrier Forrestal in 1963. The aircraft is now displayed at the National Museum of Naval Aviation.

The first production aircraft, C-130As were first delivered beginning in 1956 to the 463d Troop Carrier Wing at Ardmore AFB, Oklahoma and the 314th Troop Carrier Wing at Sewart AFB, Tennessee. Six additional squadrons were assigned to the 322d Air Division in Europe and the 315th Air Division in the Far East. Additional aircraft were modified for electronics intelligence work and assigned to Rhein-Main Air Base, Germany while modified RC-130As were assigned to the Military Air Transport Service (MATS) photo-mapping division.

 

In 1958, a U.S. reconnaissance C-130A-II of the 7406th Support Squadron was shot down over Armenia by MiG-17s.[28]

 

Australia became the first non-American force to operate the C-130A Hercules with 12 examples being delivered from late 1958. These aircraft were fitted with AeroProducts three-blade, 15-foot diameter propellers. The Royal Canadian Air Force became another early user with the delivery of four B-models (Canadian designation C-130 Mk I) in October / November 1960.[29]

 

In 1963, a Hercules achieved and still holds the record for the largest and heaviest aircraft to land on an aircraft carrier.[30] During October and November that year, a USMC KC-130F (BuNo 149798), loaned to the U.S. Naval Air Test Center, made 29 touch-and-go landings, 21 unarrested full-stop landings and 21 unassisted take-offs on Forrestal at a number of different weights.[31] The pilot, LT (later RADM) James H. Flatley III, USN, was awarded the Distinguished Flying Cross for his role in this test series. The tests were highly successful, but the idea was considered too risky for routine "Carrier Onboard Delivery" (COD) operations. Instead, the Grumman C-2 Greyhound was developed as a dedicated COD aircraft. The Hercules used in the test, most recently in service with Marine Aerial Refueler Squadron 352 (VMGR-352) until 2005, is now part of the collection of the National Museum of Naval Aviation at NAS Pensacola, Florida.

 

In 1964, C-130 crews from the 6315th Operations Group at Naha Air Base, Okinawa commenced forward air control (FAC; "Flare") missions over the Ho Chi Minh Trail in Laos supporting USAF strike aircraft. In April 1965 the mission was expanded to North Vietnam where C-130 crews led formations of B-57 bombers on night reconnaissance/strike missions against communist supply routes leading to South Vietnam. In early 1966 Project Blind Bat/Lamplighter was established at Ubon RTAFB, Thailand. After the move to Ubon the mission became a four-engine FAC mission with the C-130 crew searching for targets then calling in strike aircraft. Another little-known C-130 mission flown by Naha-based crews was Operation Commando Scarf, which involved the delivery of chemicals onto sections of the Ho Chi Minh Trail in Laos that were designed to produce mud and landslides in hopes of making the truck routes impassable.[citation needed]

 

In November 1964, on the other side of the globe, C-130Es from the 464th Troop Carrier Wing but loaned to 322d Air Division in France, flew one of the most dramatic missions in history in the former Belgian Congo. After communist Simba rebels took white residents of the city of Stanleyville hostage, the U.S. and Belgium developed a joint rescue mission that used the C-130s to airlift and then drop and air-land a force of Belgian paratroopers to rescue the hostages. Two missions were flown, one over Stanleyville and another over Paulis during Thanksgiving weeks.[32] The headline-making mission resulted in the first award of the prestigious MacKay Trophy to C-130 crews.

 

In the Indo-Pakistani War of 1965, as a desperate measure the transport No. 6 Squadron of the Pakistan Air Force modified its entire small fleet of C-130Bs for use as heavy bombers, capable of carrying up to 20,000 lb (9,072 kg) of bombs on pallets. These improvised bombers were used to hit Indian targets such as bridges, heavy artillery positions, tank formations and troop concentrations.[33][34] Some C-130s even flew with anti-aircraft guns fitted on their ramp, apparently shooting down some 17 aircraft and damaging 16 others.[35]

  

The C-130 Hercules were used in the Battle of Kham Duc in 1968, when the North Vietnamese Army forced U.S.-led forces to abandon the Kham Duc Special Forces Camp.

In October 1968, a C-130Bs from the 463rd Tactical Airlift Wing dropped a pair of M-121 10,000 pound bombs that had been developed for the massive B-36 bomber but had never been used. The U.S. Army and U.S. Air Force resurrected the huge weapons as a means of clearing landing zones for helicopters and in early 1969 the 463rd commenced Commando Vault missions. Although the stated purpose of COMMANDO VAULT was to clear LZs, they were also used on enemy base camps and other targets.[citation needed]

 

During the late 1960s, the U.S. was eager to get information on Chinese nuclear capabilities. After the failure of the Black Cat Squadron to plant operating sensor pods near the Lop Nur Nuclear Weapons Test Base using a Lockheed U-2, the CIA developed a plan, named Heavy Tea, to deploy two battery-powered sensor pallets near the base. To deploy the pallets, a Black Bat Squadron crew was trained in the U.S. to fly the C-130 Hercules. The crew of 12, led by Col Sun Pei Zhen, took off from Takhli Royal Thai Air Force Base in an unmarked U.S. Air Force C-130E on 17 May 1969. Flying for six and a half hours at low altitude in the dark, they arrived over the target and the sensor pallets were dropped by parachute near Anxi in Gansu province. After another six and a half hours of low altitude flight, they arrived back at Takhli. The sensors worked and uploaded data to a U.S. intelligence satellite for six months, before their batteries wore out. The Chinese conducted two nuclear tests, on 22 September 1969 and 29 September 1969, during the operating life of the sensor pallets. Another mission to the area was planned as Operation Golden Whip, but was called off in 1970.[36] It is most likely that the aircraft used on this mission was either C-130E serial number 64-0506 or 64-0507 (cn 382-3990 and 382-3991). These two aircraft were delivered to Air America in 1964.[37] After being returned to the U.S. Air Force sometime between 1966 and 1970, they were assigned the serial numbers of C-130s that had been destroyed in accidents. 64-0506 is now flying as 62-1843, a C-130E that crashed in Vietnam on 20 December 1965 and 64-0507 is now flying as 63-7785, a C-130E that had crashed in Vietnam on 17 June 1966.[38]

 

The A-model continued in service through the Vietnam War, where the aircraft assigned to the four squadrons at Naha AB, Okinawa and one at Tachikawa Air Base, Japan performed yeoman's service, including operating highly classified special operations missions such as the BLIND BAT FAC/Flare mission and FACT SHEET leaflet mission over Laos and North Vietnam. The A-model was also provided to the South Vietnamese Air Force as part of the Vietnamization program at the end of the war, and equipped three squadrons based at Tan Son Nhut AFB. The last operator in the world is the Honduran Air Force, which is still flying one of five A model Hercules (FAH 558, c/n 3042) as of October 2009.[39] As the Vietnam War wound down, the 463rd Troop Carrier/Tactical Airlift Wing B-models and A-models of the 374th Tactical Airlift Wing were transferred back to the United States where most were assigned to Air Force Reserve and Air National Guard units.

  

U.S. Marines disembark from C-130 transports at the Da Nang Airbase on 8 March 1965

Another prominent role for the B model was with the United States Marine Corps, where Hercules initially designated as GV-1s replaced C-119s. After Air Force C-130Ds proved the type's usefulness in Antarctica, the U.S. Navy purchased a number of B-models equipped with skis that were designated as LC-130s. C-130B-II electronic reconnaissance aircraft were operated under the SUN VALLEY program name primarily from Yokota Air Base, Japan. All reverted to standard C-130B cargo aircraft after their replacement in the reconnaissance role by other aircraft.

 

The C-130 was also used in the 1976 Entebbe raid in which Israeli commando forces carried a surprise assault to rescue 103 passengers of an airliner hijacked by Palestinian and German terrorists at Entebbe Airport, Uganda. The rescue force — 200 soldiers, jeeps, and a black Mercedes-Benz (intended to resemble Ugandan Dictator Idi Amin's vehicle of state) — was flown over 2,200 nmi (4,074 km; 2,532 mi) almost entirely at an altitude of less than 100 ft (30 m) from Israel to Entebbe by four Israeli Air Force (IAF) Hercules aircraft without mid-air refueling (on the way back, the planes refueled in Nairobi, Kenya).

 

During the Falklands War (Spanish: Guerra de las Malvinas) of 1982, Argentine Air Force C-130s undertook highly dangerous, daily re-supply night flights as blockade runners to the Argentine garrison on the Falkland Islands. They also performed daylight maritime survey flights. One was lost during the war. Argentina also operated two KC-130 tankers during the war, and these refueled both the Douglas A-4 Skyhawks and Navy Dassault-Breguet Super Étendards; some C-130s were modified to operate as bombers with bomb-racks under their wings. The British also used RAF C-130s to support their logistical operations.

  

USMC C-130T Fat Albert performing a rocket-assisted takeoff (RATO)

During the Gulf War of 1991 (Operation Desert Storm), the C-130 Hercules was used operationally by the U.S. Air Force, U.S. Navy and U.S. Marine Corps, along with the air forces of Australia, New Zealand, Saudi Arabia, South Korea and the UK. The MC-130 Combat Talon variant also made the first attacks using the largest conventional bombs in the world, the BLU-82 "Daisy Cutter" and GBU-43/B "Massive Ordnance Air Blast" bomb, (MOAB). Daisy Cutters were used to clear landing zones and to eliminate mine fields. The weight and size of the weapons make it impossible or impractical to load them on conventional bombers. The GBU-43/B MOAB is a successor to the BLU-82 and can perform the same function, as well as perform strike functions against hardened targets in a low air threat environment.

 

Since 1992, two successive C-130 aircraft named Fat Albert have served as the support aircraft for the U.S. Navy Blue Angels flight demonstration team. Fat Albert I was a TC-130G (151891),[40] while Fat Albert II is a C-130T (164763).[41] Although Fat Albert supports a Navy squadron, it is operated by the U.S. Marine Corps (USMC) and its crew consists solely of USMC personnel. At some air shows featuring the team, Fat Albert takes part, performing flyovers. Until 2009, it also demonstrated its rocket-assisted takeoff (RATO) capabilities; these ended due to dwindling supplies of rockets.[42]

 

The AC-130 also holds the record for the longest sustained flight by a C-130. From 22 to 24 October 1997, two AC-130U gunships flew 36 hours nonstop from Hurlburt Field Florida to Taegu (Daegu), South Korea while being refueled seven times by KC-135 tanker aircraft. This record flight shattered the previous record longest flight by over 10 hours while the two gunships took on 410,000 lb (190,000 kg) of fuel. The gunship has been used in every major U.S. combat operation since Vietnam, except for Operation El Dorado Canyon, the 1986 attack on Libya.[43]

  

C-130 Hercules performs a tactical landing on a dirt strip

During the invasion of Afghanistan in 2001 and the ongoing support of the International Security Assistance Force (Operation Enduring Freedom), the C-130 Hercules has been used operationally by Australia, Belgium, Canada, Denmark, France, Italy, the Netherlands, New Zealand, Norway, Portugal, South Korea, Spain, the UK and the United States.

 

During the 2003 invasion of Iraq (Operation Iraqi Freedom), the C-130 Hercules was used operationally by Australia, the UK and the United States. After the initial invasion, C-130 operators as part of the Multinational force in Iraq used their C-130s to support their forces in Iraq.

 

Since 2004, the Pakistan Air Force has employed C-130s in the War in North-West Pakistan. Some variants had forward looking infrared (FLIR Systems Star Safire III EO/IR) sensor balls, to enable close tracking of Islamist militants.[44]

 

Civilian[edit]

 

A C-130E fitted with a MAFFS-1 dropping fire retardant

The U.S. Forest Service developed the Modular Airborne FireFighting System for the C-130 in the 1970s, which allows regular aircraft to be temporarily converted to an airtanker for fighting wildfires.[45] In the late 1980s, 22 retired USAF C-130As were removed from storage at Davis-Monthan Air Force Base and transferred to the U.S. Forest Service who then sold them to six private companies to be converted into air tankers (see U.S. Forest Service airtanker scandal). After one of these aircraft crashed due to wing separation in flight as a result of fatigue stress cracking, the entire fleet of C-130A air tankers was permanently grounded in 2004 (see 2002 airtanker crashes). C-130s have been used to spread chemical dispersants onto the massive oil slick in the Gulf Coast in 2010.[46]

 

A recent development of a C-130–based airtanker is the Retardant Aerial Delivery System developed by Coulson Aviation USA . The system consists of a C-130H/Q retrofitted with an in-floor discharge system, combined with a removable 3,500- or 4,000-gallon water tank. The combined system is FAA certified.[47]

 

Variants[edit]

 

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C-130H Hercules flight deck

 

A U.S. JC-130 aircraft retrieving a reconnaissance satellite film capsule under parachute.

 

C-130s from the: U.S., Canada, Australia and Israel (foreground to background)

 

RAAF C-130J-30 at Point Cook, 2006

 

Brazilian Air Force C-130 (L-382)

For civilian versions, see Lockheed L-100 Hercules.

Significant military variants of the C-130 include:

 

C-130A/B/E/F/G/H/K/T

Tactical airlifter basic models

C-130A-II Dreamboat

Early version Electronic Intelligence/Signals Intelligence (ELINT/SIGINT) aircraft[48]

C-130J Super Hercules

Tactical airlifter, with new engines, avionics, and updated systems

C-130K

Designation for RAF Hercules C1/W2/C3 aircraft (C-130Js in RAF service are the Hercules C.4 and Hercules C.5)

AC-130A/E/H/J/U/W

Gunship variants

C-130D/D-6

Ski-equipped version for snow and ice operations United States Air Force / Air National Guard

CC-130E/H/J Hercules

Designation for Canadian Armed Forces / Royal Canadian Air Force Hercules aircraft. U.S. Air Force used the CC-130J designation to differentiate standard C-130Js from "stretched" C-130Js (Company designation C-130J-30s).

DC-130A/E/H

USAF and USN Drone control

EC-130

EC-130E/J Commando Solo – USAF / Air National Guard psychological operations version

EC-130E – Airborne Battlefield Command and Control Center (ABCCC)

EC-130E Rivet Rider – Airborne psychological warfare aircraft

EC-130H Compass Call – Electronic warfare and electronic attack.[49]

EC-130V – Airborne early warning and control (AEW&C) variant used by USCG for counter-narcotics missions[50]

GC-130

Permanently Grounded "Static Display"

HC-130

HC-130B/E/H – Early model combat search and rescue

HC-130P/N Combat King – USAF aerial refueling tanker and combat search and rescue

HC-130J Combat King II – Next generation combat search and rescue tanker

HC-130H/J – USCG long-range surveillance and search and rescue

JC-130

Temporary conversion for flight test operations

KC-130F/R/T/J

United States Marine Corps aerial refueling tanker and tactical airlifter

LC-130F/H/R

USAF / Air National Guard – Ski-equipped version for Arctic and Antarctic support operations; LC-130F previously operated by USN

MC-130

MC-130E/H Combat Talon I/II – Special operations infiltration/extraction variant

MC-130W Combat Spear/Dragon Spear – Special operations tanker/gunship[51]

MC-130P Combat Shadow – Special operations tanker

MC-130J Commando II (formerly Combat Shadow II) – Special operations tanker Air Force Special Operations Command[52]

YMC-130H – Modified aircraft under Operation Credible Sport for second Iran hostage crisis rescue attempt

NC-130

Permanent conversion for flight test operations

PC-130/C-130-MP

Maritime patrol

RC-130A/S

Surveillance aircraft for reconnaissance

SC-130J Sea Herc

Proposed maritime patrol version of the C-130J, designed for coastal surveillance and anti-submarine warfare.[53][54]

TC-130

Aircrew training

VC-130H

VIP transport

WC-130A/B/E/H/J

Weather reconnaissance ("Hurricane Hunter") version for USAF / Air Force Reserve Command's 53d Weather Reconnaissance Squadron in support of the National Weather Service's National Hurricane Center

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GWA Clyde EMD unit GM43 sits stored in a serviceable condition at Dry Creek South on 16-1-2016.

Apart from GM45 which is used as the Whyalla shunter, GM43 was the last GWA GM to be used back in september 2015

A shortage of serviceable Class 57s lead to Cotswold Rail hiring in a Class 47 to Great Western. Former Great Western 47813 revisits former haunts as it stands at London Paddington after working 1A40 22:00 Penzance - London Paddington on the morning of the 4th February 2006

According to G. K. Chesterton, "An adventure is only an inconvenience rightly considered." When travelers lose the light and there's no neon in sight, the roadside rest area makes a serviceable motel. Here, we spent the night in our car along U.S. Route 20 in Nebraska.

 

We meander without destination, and consider it the day's reward--not its inconvenience--to be caught at twilight in the middle of nowhere and be "forced" to greet the dawn framed by the arc of a steering wheel.

Washwood Heath Up Sidings - Bescot leaves the yard, moving the last rake of serviceable KSA wagons. What next for the yard? Thanks to Terry for the nod on this one, I would otherwise have missed it!

CN train M398 rumbles down the Flint Subdivision with General Electric C40-8M #2447 on the lead. The majority of CN's wide-body locomotive fleet have been placed in serviceable-storage lines in the past several months. Seeing one out on the road, and leading, was quite a treat.