View allAll Photos Tagged serviceability
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.
Visit RCAF Station Comox
AIR FORCE DAY
Saturday June 14
12:30 p.m. ti 4:30 p.m.
A crowd of 10.000 poured onto RCAF Station Comox for Air Force Day celebration yesterday which opened with march-past by honor guard seen in background of this scene.’' Stars of the show, the Golden Hawks, will perform over Beacon Hill Park, Finlayson Point at 2.30 p.m. today in display of close-formation aerobatics.
Link to a photo of "Air Foce Day" at the Comox Royal Canadian Air Force Airfield - search-bcarchives.royalbcmuseum.bc.ca/uploads/r/null/f/8/...
W/C Barker relinquished command of the unit on August 31 and S/L R. O. Hetherington, who had joined 443 Squadron in 1951, was promoted to Wing Commander and became the new Commanding Officer. Life continued, as usual, with many lectures, proficiency flights, exercises and the occasional airshow for such events as Air Force Day and the Pacific National Exhibition. In July 1957, the squadron deployed to RCAF Station Comox on Vancouver Island for summer camp. Although the squadron was operating a relatively new aircraft, serviceability remained high (60%) and the target of 300 flying hours was reached without mishap. By the end of November, 12 pilots were qualified on the Sabre. On August 31, 1958, W/C Hetherington turned the unit over to A/W/C J. D. Fisher.
The Comox RCAF Station Post Office was established - 28 April 1954 - and closed - 30 September 1966.
/ R C A F STATION COMOX / 58 / 14 VI / PM / B.C. / - cds cancel
Addressed to: Major B. Harrington / 4083rd Supply Sqdn. / A.P.O. 23, / New York, N.Y. / U.S.A.
In 1958 - A.P.O. 23 was the - Thule Air Base in Greenland
Thule Air Base (built in 1943), is the United States Air Force's northernmost base, located 1,207 km (750 mi) north of the Arctic Circle and 1,524 km (947 mi) from the North Pole on the northwest coast of the island of Greenland. Thule Air Base is the US Armed Forces' northernmost installation. Thule's arctic environment includes icebergs in North Star Bay, two islands (Saunders Island and Wolstenholme Island), a polar ice sheet, and Wolstenholme Fjord – the only place on Earth where four active glaciers join together. Thule Air Base is home to the 21st Space Wing's global network of sensors providing missile warning, space surveillance and space control to North American Aerospace Defense Command (NORAD) and Air Force Space Command (AFSPC).
The 4083d Strategic Wing (4083d SW) is a discontinued United States Air Force unit, that was stationed at Thule Air Base, Greenland, where it was discontinued on 1 July 1959. The 4083d SW was a non-flying ground service support element for the Strategic Air Command (SAC) Eighth Air Force, based at Thule Air Base, Greenland. It was established on 1 April 1957 and inactivated on 1 July 1959. When activated, the wing assumed the resources (Manpower, Equipment, Weapons, & Facilities) of the 6607th Air Base Wing, which had originally been established on 1 January 1956. Throughout its existence it was controlled by Strategic Air Command. Eighth Air Force provided intermediate command and control from its establishment until its inactivation, being assigned to Thule AB during its entire existence. The wing controlled operations at Thule when SAC took control of base from Northeast Air Command. The 4083d primarily providing support for aerial refueling KC-135s and transient alert for aircraft being sent to Thule on 90-day rotational deployments. Also operated base host facilities. Operated NORAD early warning RADAR network for United States and Canada. Redesignated 4083d Air Base Wing 1 July 1959, the inactivated on 1 July 1960 when Air Defense Command's683d Air Base group took over host responsibility at Thule.
Link to a photo of the "Emblem of the 4083d Strategic Wing" - en.wikipedia.org/wiki/4083d_Strategic_Wing#/media/File:40...
British Railways EM1 Bo+Bo class 76 1500V DC overhead electric locomotive number 76013 stands on its home depot of Reddish Traction Maintenance Depot in North Reddish with British Railways EM1 Bo+Bo class 76 1500V DC overhead electric locomotive number 76036 stored on it home depot, withdrawn British Railways EM1 Bo+Bo class 76 1500V DC overhead electric locomotive number 76001 and British Railways EM1 Bo+Bo class 76 1500V DC overhead electric locomotive number 76003 stored on its home depot behind. 08:17, Saturday 18th July 1981
Note, 76001 was built at British Railways’ Gorton works (works number 1008 but initially fitted with works number 1004 in error) in 1950 as number 26001 (an E prefix to denote an electric locomotive was added to the number at some time, possibly in association with the introduction of the TOPS classification system in March 1968). It was placed in store at Reddish Traction Maintenance Depot in week ending 2nd March 1968 and was restored to traffic on 3rd May 1968 and was renumbered 76001 in week ending 9th February 1974. It was withdrawn from Reddish Traction Maintenance Depot in week commencing 2nd November 1980 and stored until October 1981 when it was moved to Guide Bridge for further storage. It was sold for scrap to C.F. Booth Limited, arriving at Rotherham on 13th April 1983 where it was cut up later in the same month
76003 was built at British Railways’ Gorton works (works number 1043) in 1952 as number 26036 (an E prefix to denote an electric locomotive was added to the number at some time, possibly in association with the introduction of the TOPS classification system in March 1968). It was placed in stored at Reddish Traction Maintenance Depot in week ending 2nd March 1968 and was moved to Crewe works in June 1968. It was returned to store at Reddish Traction Maintenance Depot at some time before being restored to traffic circa November 1968. It was renumbered 76036 on 29th January 1974 and exchange identities with 76003, being renumbered 76003 on 22nd October 1976. It was stored serviceable on 27th August 1980, was withdrawn from Reddish Traction Maintenance Depot on 20th July 1981 and stored. It was sold for scrap to Frank Berry Limited, arriving at his Leicester yard on 15th April 1983 where it was scrapped (probably by Vic Berry Limited) in early 1983
76013 was built at British Railways’ Gorton works (works number 1020 but initially fitted with works number 1016 in error) in 1951 as number 26013 (an E prefix to denote an electric locomotive was added to the number at some time, possibly in association with the introduction of the TOPS classification system in March 1968), being renumbered 76013 in week ending 16th September 1972. It was withdrawn from Reddish Traction Maintenance Depot on 20th July 1981 and stored until moved to Guide Bridge circa early November 1981 for further storage. It was sold for scrap to C.F. Booth Limited, departing Guide Bridge on 20th April 1983 but not arriving at Rotherham until 27th April 1983 after being side lined at Earles Sidings signal box after developing a hot axle box. It was broken up during May 1983
76036 was built at British Railways’ Gorton works (works number 1010 but initially fitted with works number 1006 in error) in 1950 as number 26003 (an E prefix to denote an electric locomotive was added to the number at some time, possibly in association with the introduction of the TOPS classification system in March 1968), being renumbered 76003 on 3rd March 1972. It exchanged identities with 76036, being renumbered 76036 on 18th October 1976. It was stored serviceable at Reddish Traction Maintenance Depot on 22nd August 1980, was withdrawn from Reddish Traction Maintenance Depot on 20th July 1981 and stored until moved to Guide Bridge circa early November 1981 for further storage. It was sold for scrap to C.F. Booth Limited, departing Guide Bridge on 13th April 1983 but not arriving at Rotherham until 27th April 1983 after being side lined at Earles Sidings signal box after developing a hot axle box. It was cut some time by 4th June 1983
Ref no 02106
Blogged on ☛ HoloChromaCinePhotoRamaScope‽ as: Bye bye, Miss American Pie.
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Quoting Smithsonian National Air and Space Museum | Curtiss P-40E Warhawk (Kittyhawk IA):
Whether known as the Warhawk, Tomahawk, or Kittyhawk, the Curtiss P-40 proved to be a successful, versatile fighter during the first half of World War II. The shark-mouthed Tomahawks that Gen. Claire Chennault's "Flying Tigers" flew in China against the Japanese remain among the most popular airplanes of the war. P-40E pilot Lt. Boyd D. Wagner became the first American ace of World War II when he shot down six Japanese aircraft in the Philippines in mid-December 1941.
Curtiss-Wright built this airplane as Model 87-A3 and delivered it to Canada as a Kittyhawk I in 1941. It served until 1946 in No. 111 Squadron, Royal Canadian Air Force. U.S. Air Force personnel at Andrews Air Force Base restored it in 1975 to represent an aircraft of the 75th Fighter Squadron, 23rd Fighter Group, 14th Air Force.
Donated by the Exchange Club in Memory of Kellis Forbes.
Manufacturer:
Date:
1939
Country of Origin:
United States of America
Dimensions:
Overall: 330 x 970cm, 2686kg, 1140cm (10ft 9 15/16in. x 31ft 9 7/8in., 5921.6lb., 37ft 4 13/16in.)
Materials:
All-metal, semi-monocoque
Physical Description:
Single engine, single seat, fighter aircraft.
• • • • •
Quoting Smithsonian National Air and Space Museum | Lockheed SR-71 Blackbird:
No reconnaissance aircraft in history has operated globally in more hostile airspace or with such complete impunity than the SR-71, the world's fastest jet-propelled aircraft. The Blackbird's performance and operational achievements placed it at the pinnacle of aviation technology developments during the Cold War.
This Blackbird accrued about 2,800 hours of flight time during 24 years of active service with the U.S. Air Force. On its last flight, March 6, 1990, Lt. Col. Ed Yielding and Lt. Col. Joseph Vida set a speed record by flying from Los Angeles to Washington, D.C., in 1 hour, 4 minutes, and 20 seconds, averaging 3,418 kilometers (2,124 miles) per hour. At the flight's conclusion, they landed at Washington-Dulles International Airport and turned the airplane over to the Smithsonian.
Transferred from the United States Air Force.
Manufacturer:
Designer:
Date:
1964
Country of Origin:
United States of America
Dimensions:
Overall: 18ft 5 15/16in. x 55ft 7in. x 107ft 5in., 169998.5lb. (5.638m x 16.942m x 32.741m, 77110.8kg)
Other: 18ft 5 15/16in. x 107ft 5in. x 55ft 7in. (5.638m x 32.741m x 16.942m)
Materials:
Titanium
Physical Description:
Twin-engine, two-seat, supersonic strategic reconnaissance aircraft; airframe constructed largley of titanium and its alloys; vertical tail fins are constructed of a composite (laminated plastic-type material) to reduce radar cross-section; Pratt and Whitney J58 (JT11D-20B) turbojet engines feature large inlet shock cones.
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Quoting Smithsonian National Air and Space Museum | Vought F4U-1D Corsair :
By V-J Day, September 2, 1945, Corsair pilots had amassed an 11:1 kill ratio against enemy aircraft. The aircraft's distinctive inverted gull-wing design allowed ground clearance for the huge, three-bladed Hamilton Standard Hydromatic propeller, which spanned more than 4 meters (13 feet). The Pratt and Whitney R-2800 radial engine and Hydromatic propeller was the largest and one of the most powerful engine-propeller combinations ever flown on a fighter aircraft.
Charles Lindbergh flew bombing missions in a Corsair with Marine Air Group 31 against Japanese strongholds in the Pacific in 1944. This airplane is painted in the colors and markings of the Corsair Sun Setter, a Marine close-support fighter assigned to the USS Essex in July 1944.
Transferred from the United States Navy.
Manufacturer:
Date:
1940
Country of Origin:
United States of America
Dimensions:
Overall: 460 x 1020cm, 4037kg, 1250cm (15ft 1 1/8in. x 33ft 5 9/16in., 8900lb., 41ft 1/8in.)
Materials:
All metal with fabric-covered wings behind the main spar.
Physical Description:
R-2800 radial air-cooled engine with 1,850 horsepower, turned a three-blade Hamilton Standard Hydromatic propeller with solid aluminum blades spanning 13 feet 1 inch; wing bent gull-shaped on both sides of the fuselage.
• • • • •
See more photos of this, and the Wikipedia article.
Details, quoting from Smithsonian National Air and Space Museum | Space Shuttle Enterprise:
Manufacturer:
Rockwell International Corporation
Country of Origin:
United States of America
Dimensions:
Overall: 57 ft. tall x 122 ft. long x 78 ft. wing span, 150,000 lb.
(1737.36 x 3718.57 x 2377.44cm, 68039.6kg)
Materials:
Aluminum airframe and body with some fiberglass features; payload bay doors are graphite epoxy composite; thermal tiles are simulated (polyurethane foam) except for test samples of actual tiles and thermal blankets.
The first Space Shuttle orbiter, "Enterprise," is a full-scale test vehicle used for flights in the atmosphere and tests on the ground; it is not equipped for spaceflight. Although the airframe and flight control elements are like those of the Shuttles flown in space, this vehicle has no propulsion system and only simulated thermal tiles because these features were not needed for atmospheric and ground tests. "Enterprise" was rolled out at Rockwell International's assembly facility in Palmdale, California, in 1976. In 1977, it entered service for a nine-month-long approach-and-landing test flight program. Thereafter it was used for vibration tests and fit checks at NASA centers, and it also appeared in the 1983 Paris Air Show and the 1984 World's Fair in New Orleans. In 1985, NASA transferred "Enterprise" to the Smithsonian Institution's National Air and Space Museum.
Transferred from National Aeronautics and Space Administration
Alphen aan den Rijn, 15 December 2024.
At the start of the concession Qbuzz didn't have enough serviceable buses, therefore a wide variety of buses were drafted in from various other smaller operators.
I returned here again for the second southbound run but this time positioned on the upstream side of the bridge for the wider classic view with much better lighting conditions.
The Cape Cod Central / Mass Coastal Railroad welcomed a big crowd to their second annual Railfans Day on Saturday August 17, 2024. The big draw for photographers this year was the operation of their two serviceable (they also own a third) classic original New Haven FL9s coupled back to back just as they would have operated leading the Neptune or Day Cape Codder up from New York City back in the early 1960s.
New Haven 2011 and 2026 (blt. Sep. 1960 ans Sep. 1957 as NH 2038 and 2007 respectively) are leading the second of three trips back to the festivities in Hyannis from Bourne as they hustle through the marsh and over the small bridge over Mill Creek crossing at about MP 62 on the MassDOT owned and Mass Coastal operated former New Haven Railroad Cape Mainline as they slow for their stop in the village just a quarter mile ahead.
Sandwich, Massachusetts
Saturday August 17, 2024
Haymarket allocated 25059 pauses at Lenzie with an early morning service for Glasgow Queen Street, 28th March 1978.
Locomotive History
Built at Derby works and entering traffic as D5209 in June 1963 it proved to be a long lived and much travelled locomotive. Initially allocated to the Midland Main Line (with spells at Toton and Cricklewood) it transferred to the North West (with spells at Longsight, Carlisle and Wigan Springs Branch) in February 1968 as part of the final push to eliminate steam. In January 1972 it was off to the Western Region (with spells at Newport, Bristol and Cardiff) as part of the replacement of the diesel hydraulic fleet. In May 1976 it headed north to Scotland with a transfer to Haymarket and received a classified repair at Glasgow works in the autumn of 1977 when it was dual braked and had its gangway doors removed. It remained in Scotland (with spells at Haymarket, Inverness and Eastfield) until October 1982 when it headed south to Longsight later moving to Crewe. At the beginning of March 1987 the class 25 fleet was down to the last nineteen survivors and it was decided that they should be withdrawn at the next opportunity. By the 18th March 1987 the fleet was down to nine and on that day six were withdrawn including 25059 which was “switched off” fully serviceable at Buxton. This was not quite the end of its British Rail career as on the 24th March 1987 it was used to provided the traction for a locomotive stock move from Buxton to Crewe following which it was dumped in Basford Hall yard. In July 1987 it moved to Vic Berry’s yard at Leicester however it survived this visit and in October 1987 it moved to the Keighley and Worth Valley Railway were it can currently (January 2015) be found.
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.
Lance Cpl. Colton J. Cavill, a small arms technician with the Armory, Service Company, Headquarters and Service Battalion, inspects a M16A4 rifle at Marine Corps Recruit Depot San Diego, Calif., Oct. 25, 2016. Cavill ensures that the bolt carrier group of each rifle is returned in a serviceable condition.
(U.S. Marine Corps photo by Lance Cpl. Robert G. Gavaldon)
British Railways The English Electric Company Limited Type 3 Co-Co class 37/5 diesel-electric locomotive number 37512 Thornaby Demon of Immingham Traction Maintenance Depot and British Railways The English Electric Company Limited Type 3 Co-Co class 37/4 diesel-electric locomotive number 37405 Strathclyde Region of Immingham Traction Maintenance Depot pass by Collyhurst Street signal box at Miles Platting in Manchester on the Up Fast line with a diverted stone train for Oakleigh Sidings (7F40). Wednesday 23rd February 1994
Note, 37512 was built by The English Electric Company Limited (works number 2885) at The Vulcan Foundry Limited Locomotive Works (works number D601) at Newton-le-Willows in 1961 for British Railways as number D6722, being renumbered 37022 in February 1974. It was refurbished with re-geared CP7 bogies and the generator being replaced by an alternator, being renumbered 37512 on 30th January 1987 and was named Thornaby Demon without ceremony at Thornaby Traction Maintenance Depot on 13th May 1988. It was stored serviceable on 5th May 1993 but restored to traffic on 21st May 1993
Ref no 13643
The London, Brighton and South Coast Railway (LB&SCR) A1 Class is an English class of 0-6-0T steam locomotive. Designed by William Stroudley, 50 members of the class were built in 1872 and between 1874 and 1880, all at Brighton Works. The class has received several nicknames, initially being known as "Rooters" by their south London crews. However, the engines were more famously known as "Terriers" on account of the distinctive 'bark' of the exhaust beat.
A1 (Terrier) Class 0-6-0T No. 3 ‘Bodiam’ (70 ‘Poplar’, BR No.32570) designed by William Stroudley, built in 1872 at Brighton Works. Rebuilt to A1X in 1943 at St Leonards Works.
In May 1901 it was for £650 to Kent & East Sussex Railway and went into service K&ESR No. 3 ‘Bodiam’ where it stayed to 1931 when it was withdrawn from service and left to rusting on a siding at Rolvenden Yard until in 1932/33 it lost its name around 1935. It became serviceable when another Terrier (71 ‘Wapping’ then running as No.5 ‘Rolvenden’) was cannibalised for parts to restore ‘Bodiam’ back into service but without the nameplate.
It went to British Rail (S) in 1948 at nationalisation, when it was based at Rolvenden, moving to Ashford, then spent time at St Leonards from 1954 before moving to Brighton in 1957 and ended up working on the Hayling Island Branch, based at Eastleigh in 1963 being withdrawn in the same year. It was sold to Kent & East Sussex Preservation Society in April 1964 and then acquired by The Terrier Trust 1995 for use on the K&ESR now preserved as No. 3 ‘Bodiam’.
Photo copyright – unknown - taken at Rolvenden Yard in 1947
The first day of winter and the shortest day of the year! This day should feature a tiny snowflake, and the kind that we’re about to receive many tons of over the next few days! View large!
These column-type snowflakes are only seen in warmer weather, changing to plate-like growth at around -5C or so. The warmer storms will produce these by the trillions – they are smaller than the average snowflake but the snow volume can be even larger. They are also VERY small, this one measuring less that 1mm tall. Snowflakes at this scale are very difficult to identify as crystals with the unaided eye, but sufficient magnification can get you to fill the frame with them.
Let’s talk “ways to get close”, because there are some interesting options. A regular macro lens isn’t going to cut it for these tiny crystals, even with extension tubes. You need a lens that can get at LEAST 5:1, which is 5x closer than the average macro lens can achieve. Lesser magnification means lesser detail, and there is so much going on in even the simplest snowflake. There are a number of dedicated lenses to help you get this close, and some novel choices to consider.
My long-standing recommendation has been the Canon MP-E 65mm F/2.8 1x-5x macro lens. This lens will natively get you up to 5:1 magnifications, and a set of extension tubes will push you further to 6:1. There is a “secret weapon” to double this: the Canon Lifesize Converter EF. Consider this piece of gear like a teleconverter for macro photography. It was originally designed for the 50mm compact macro lens that I believe has been discontinued, as the lens only had a native 1:2 magnification, half of life-size; the Lifesize Converter doubled the magnification to bring it on par with normal macro lenses. I bought one out of curiosity, seeing how it would interact with the MP-E 65mm. It doubles the 6:1 (with extension tubes) to 12:1 magnification. That’s the setup that was used to create this image.
If you already own a teleconverter, you might be able to couple it to your macro lens. Most macro lenses won’t allow for their use natively because there is no room for the protruding elements, but if you put extension tubes between the macro lens and the teleconverter, you can make it all fit together. In some cases you might get more than double the magnification!
I have a few other options that I am actively exploring. A 4x – 4.5x macro lens was just announced a few days ago for all major camera mounts at a cost of USD$199 – a steal compared to anything else on the market. I’ve placed an order for one with expedited shipping to put it through the paces with snowflakes, but you can take a look at it here: www.zyoptics.net/product/mitakon-20mm-f2-4-5x-super-macro... - I haven’t tested it yet, but it should be fun to experiment with. I’m curious how this lens is able to function at a 20mm focal length!
Speaking of 20mm, a long time ago Canon had two very special macro lenses that I’ve also just been made aware of, one at 20mm and one at 35mm. They were designed to be mounted to bellows and were introduced when Canon was still using the “FD” mount, which pre-dates the modern “EF” mount of all electronic autofocus Canon SLR cameras. They can still be found on eBay, and when properly mounted with the right bellows and adapters might be serviceable up to 12:1 magnification as well. I’ve got some on order, as I plan in the next year to write a book on extreme macro photography in many subjects (not just snowflakes).
As far as snowflakes are concerned, there is no better resource to photographing these crystals than my book Sky Crystals: a 304pg hardcover book with one third dedicated to the science of snow, one third to the photographic process in exhaustive detail, and one third to illustrate the beauty of the subject. It’s the perfect winter companion for anyone who enjoys the season, or anyone who loves macro photography! www.skycrystals.ca/book/ - stay inspired this winter!
Photograph by Charles Cushman from the book "The Day in it's Color." This was taken on the Southwest corner of Franklin and Jackson Streets.
The book:
www.flickr.com/photos/50788895@N00/8385815167/in/photostr...
Several reasons why this was a fun discovery for me; It reminded me of the built landscape I grew up with as a child in the Fifties in Pennsylvania. This was a common sight on the streets of many American cities, aging Victorians, often painted white, unappreciated for their original design but still serviceable as a roof over your head. During the Seventies I lived in San Francisco and this era was coming to a close. I saw the last of the aging weathered Victorian houses gingerly moved to a new location for restoration and from then on there was an appreciation for their design and presence. The days of "urban renewal" in which entire blocks of old buildings were razed for new development were over.
I have so far been unable to determine whether this house still exists. If, as the caption states, it was taken right on the corner of Jackson and Franklin Streets, Google maps show it has been replaced by a large building. It would have been very close to the well known Haas Lilienthal house which is in very good condition at 2007 Franklin Street.
UPDATE: it's GONE!
GU-1 was a one-unit wonder on July 17th. Reportedly the G&U is a one-unit wonder as well; rumor has it that #1750 is presently the only serviceable unit after #1501 threw a connecting rod.
This is Old Upton Road. I could already see the headlights coming around the bend when I parked the car, and of course the camera was still zipped inside the camera bag and not sitting on the passenger seat like it should have been.
Best viewed Original size.
Withdrawn Class 121 "Bubble car" 121105 and serviceable Class 122 single unit 122109 at Laira (LA) TMD - c.05/1990.
© 2017 - 53A Models of Hull Collection. Scanned from the original 35mm colour transparency.
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About to peel-off from the principal line of serviceable 'Kriegsloks' at Bahnbetriebswerk Linz is loco 52.6407, without Giesl and subsequently less angular in front-end appearance.
Once the administrations of post-WWII Europe were settled just over 300 Class52 remained in Austria.
Loco 52.6407 is Schwartzkopff (BMAG) 12960/44 on the OBB's inventory to 12-11-1975.
13th April 1975
Like so many other sunny shots I largely ignored this shot until now. That may be because of how little thought and effort I put into actually taking the shot. I was trailing behind the family as we were rushing by here on our way to something else... I can't even recall... when I quickly stopped snapped off 6 frames and went on my way. I'm sure if I had taken my time I could have got something better but I chose this one frame and at least the edit made it serviceable I think. Hope you enjoy and I appreciate all of your comments!
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American designed tram well known for extensive utilisation in Milan, Italy. This one came back 'home' to San Francisco and is serviceable. © Henk Graalman
Peter Waterman’s former British Railways Brush Traction Type 4 Co-Co class 47/4 diesel-electric locomotive number D1501 of Finsbury Park Motive Power Depot passes beneath bridge 20 (Manchester Road) and by Bury South signal box 17 signal (down Broadfield home 2) on the Up & Down Broadfield line on the East Lancashire Railway in Bury with the 09:16 Bury Bolton Street to Heywood (1H50) (formed of M4937, M4895, M4992, 35455, M1833, M4873). Thursday 4th July 2019
Note, D1501 was built Brush Traction (works number 343) at the Falcon Works in Loughborough in autumn 1962 for British Railways as number D1501, being renumbered 47402 in February 1974. It was named Gateshead at Gateshead Traction Maintenance Depot on 25th November 1981 and was stored unserviceable on 1st October 1986. To allow it to be moved for repairs it was restored to traffic on 6th October 1986 but upon arrival at Crewe works it was decided to scrap rather than repair it. The scrapping decision was rescinded and after repairs it was restored to traffic in May 1988, the nameplates being removed in the same month. It was stored unserviceable on 22nd February 1990 having been taken out of service during the previous month, was restored to traffic in week ending 14th March 1990, and was withdrawn from Immingham Traction Maintenance Depot on 19th December 1990 and stored. It was restored to Immingham Traction Maintenance Depot on 4th February 1991, was stored serviceable on 25th July 1991, was restored to traffic on 11th October 1991, was stored unserviceable on 1st November 1991, was restored to traffic on 21st February 1992, was stored serviceable on 5th March 1992 and unserviceable four days later, was restored to traffic on 1st May 1992, and was withdrawn from Immingham Traction Maintenance Depot on 8th June 1992 and stored. It was sold for preservation to Peter Waterman in April 1993, arriving on the East Lancashire Railway on 6th June 1993 where it was renamed Gateshead on the same day. The nameplates were removed in 2009 during restoration as D1501 which was completed in December 2009
Ref no Nikon D7200 3rd series - DSC_9128
From the Time Machine.
Western Maryland roundhouse, Hagerstown, MD, February 1971. Built in 1944 by the Lima Locomotive Works in Lima, OH for the New York, Chicago, and St Louis Railroad, called the Nickel Plate Road. Designed for fast freight operation, the 2-8-4 was one of 80 such Berkshire type steam locomotives, a design labeled as "Super Power" by the builder. Retired from active service in 1959, only 15 years old, the engine was saved from scrapping when purchased by F. Nelson Blount in 1962 and moved to Steamtown, U.S.A. Ross Rowland's High Iron Company returned the locomotive to serviceable condition and operated excursions, including the Golden Spike Centennial Limited. Today, NKP 759, no longer operational, rests in the roundhouse at Steamtown National Historic Site, Scranton, PA.
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.
A very quiet Amsterdam Stationsplein in December 1968. Car 909 has been preserved and is still serviceable 50 years later in 2023. The tram tracks going west where we see the 909 have been removed since. © Henk Graalman 2116
Happy Birthday
I shot this in our computer room.
On Holly's birthday I have treated myself to 1.5 by 2.5 m of velour and learnt how to trigger one flash from tother.
I got my A clamps for £2.00 for 4. Perfectly serviceable.
Holly was my first sitting of the day :)
They turned out good.
Amtrak NPCU #90221, painted in a Military Veterans scheme, makes a surprise appearance on a Hiawatha train. I'd heard that Amtrak has been having some troubles with the newer SC-44s. When that happens, a P40DC, P42DC, or P32-8BWH usually makes an appearance. The NPCUs have sat "stored serviceable for a few years.
BARRELL BOURBON CASK FINISH SERIES: AMBURANA (RELEASE 001)
This bottling from Barrell Craft Spirits is one of two releases in the brand's new Cask Finish Series featuring blends of straight bourbons with unique finishes. Here, BCS blends Indiana straight bourbons (aged 5, 6, 7, and 10 years) with Kentucky straight bourbon aged 5 years. The blend was finished in Amburana wood casks before being blended with a vatting of bourbon casks which were not finished in Amburana wood. (The overall mash bill is equivalent to 75% corn, 21% rye, and 4% malted barley). It was bottled at cask strength. Available fall 2023. (SRP $89.99)
TASTING NOTES
"The flavor profile of this bourbon is very similar to an Italian rainbow cookie (the type of colored layered pastry available mostly in Italian American bake shops). Specifically, it breaks down to aromas and flavors of candied almonds (marzipan), caramel, milk chocolate, candied cherries, pineapple frond, cinnamon, and pistachio, with a slight florality of rose petal and sweet green herbs. It's mostly sweet and pleasantly aromatic—though not soapy or too perfumey. A slight bitter oak note comes in just at the end of the finish. "
ADDED BY AMANDA SCHUSTER
distiller.com/spirits/barrell-cask-finish-series-amburana
George Dickel 8-Year Bourbon Whisky is a small-batch, handcrafted bourbon. It's aged for eight years in charred oak barrels, then blended and bottled at 90 proof. The bourbon is charcoal chill-filtered and has a 45% ABV.
Mash bill: 84% corn, 8% rye, 8% malted barley
Color: Rust
Aroma: Oaky, earthy, caramel, faint fruit
Taste: Sweet, balanced earthiness
Classification: Bourbon
Company: George A. Dickel & Co.
Distillery: Cascade Hollow Distilling Co.
Release Date: Ongoing
Proof: 90
Age: 8 Years
Mashbill: 84% Corn, 8% Rye, 8% Malted Barley
Color: Rust
MSRP: $30 (2022)
NOSE
Light scents of caramel, cherry, and peppermint are the first to be noticed. Finer notes of hay, green apple, and butterscotch provide subtle, and largely inconsequential depth. A modest amount of oak is also present but is surprisingly lacklustre for the whiskey’s age. Yet the caramel and cherry quickly become the backbone of the entire aroma.
PALATE
Sweet on the sip thanks to flavors of heavy caramel, toasted coconut, and waffle cone. With light vanilla, banana, and a mild oak influence mingling for good measure, the palate is serviceable at its best, and underwhelming at its worst. The flavor profile is easy to enjoy but struggles to impress in any meaningful way.
FINISH
Shedding some sweetness for spice, heat and oak is a welcomed transition from the meager palate. With additional notes of tobacco, leather, peanut, and charred oak, the finish contrasts the palate in the best of ways. Yet, it's still a straightforward affair, with the finish lacking any real impact. A weak overall presence makes for an easy sipper, but the finish is a more boring affair than it should be.
www.breakingbourbon.com/review/george-dickel-bourbon
Whiskey Night, 11/30/2023, Nashville, TN
Leica Camera AG M Monochrom
Canon 50mm ƒ/1.2 LTM
ƒ/1.0 1/125 1600
Just dumping some more random stuff, of no particular interest or merit. This one has dwelt in the much sub-divided filing system of my PC since it was taken sometime around the end of January 2012. I can't now remember where it was, but somewhere around Swaffham or Fakenham, Norfolk. The camera was a lovely Yashica 635, whose shutter mechanism failed a few months later. It has been an ambition of mine to have it repaired and the camera is currently with a technician chappie in Kent. The film was Ilford Delta 400, developed in the same manufacturer's economical and serviceable Ilfotec LC29.
The London, Brighton and South Coast Railway (LB&SCR) A1 Class is an English class of 0-6-0T steam locomotive. Designed by William Stroudley, 50 members of the class were built in 1872 and between 1874 and 1880, all at Brighton Works. The class has received several nicknames, initially being known as "Rooters" by their south London crews. However, the engines were more famously known as "Terriers" on account of the distinctive 'bark' of the exhaust beat.
Originally known as "A" class, these diminutive tank locomotives were designed in 1870 to haul commuter trains on the heavily congested lines in South and South-East London. These included routes from London Bridge to both East and West Croydon, London Victoria to Sutton and the line from Victoria to London Bridge via. Peckham Rye and Denmark Hill, as well as operating on the East London Railway under the Thames through the Thames Tunnel designed by Marc Isambard Brunel. Six locomotives were built for these services during 1872 and were successful due to their high acceleration between the closely spaced station stops and ability to haul reasonably heavy trains. A further 44 were thus built between June 1874 and September 1880 to complement the original six.
A1 (Terrier) Class 0-6-0T No. 3 ‘Bodiam’ (70 ‘Poplar’, BR No.32570) designed by William Stroudley, built in 1872 at Brighton Works. Rebuilt to A1X in 1943 at St Leonards Works.
In May 1901 it was for £650 to Kent & East Sussex Railway and went into service K&ESR No. 3 ‘Bodiam’ where it stayed to 1931 when it was withdrawn from service and left to rusting on a siding at Rolvenden Yard until in 1932/33 it lost its name around 1935. It became serviceable when another Terrier (71 ‘Wapping’ then running as No.5 ‘Rolvenden’) was cannibalised for parts to restore ‘Bodiam’ back into service but without the nameplate.
It went to British Rail (S) in 1948 at nationalisation, when it was based at Rolvenden, moving to Ashford, then spent time at St Leonards from 1954 before moving to Brighton in 1957 and ended up working on the Hayling Island Branch, based at Eastleigh in 1963 being withdrawn in the same year. It was sold to Kent & East Sussex Preservation Society in April 1964 and then acquired by The Terrier Trust 1995 for use on the K&ESR now preserved as No. 3 ‘Bodiam’.
Photographer: unknown – Copyright – H.C. Casserley – taken preparing to depart Rolvenden Station with a down service to Robertsbridge on 26/04/1947.
My husband kept laughing at the highly serviceable keychain I made 5 years ago, so I made a new one. I sawed the hammer from 20 gauge sterling and soldered it onto 18 gauge copper. Could be a necklace, too...so I'm keeping the old one. :D
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]
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)
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
_________________________________
IMG_5180
A reboot of the sheriffs car that was used in the 2001 movie, When Strangers Appear, shot entirely in and around Foxton during April-June 2000 on a $3 million budget and which was acquired by Ian Little after filming was finished and used as a static display for a few years at the Main St. entranceway to the Foxton trolleybus museum depot.
In a movie goof, the sheriffs squad car and a Jeep suburban utility vehicle (SUV) that was also used in the movie had the same license plate, supposedly Oregon VLP-077, the Jeep SUV featuring in a scene at the roadside diner which was constructed in Kere Kere Rd., just off the Foxton-Shannon road..
WHEN STRANGERS APPEAR MOVIE REVIEW
By Robert Cettl
(Robert Cettl’s review published on Letterboxd):
The rural film noir has become something of a minor sub-genre in American film. Directors such as John Dahl and J.S. Cardone have spun intriguing thrillers based on the desolate roadside fixtures of isolated areas, often populated by seemingly nomadic psychopaths and disillusioned heroes at the point of personal despair. These films are bleak, with people driven by an un-stated but desperate need for connection. They are placed near roads and tackle the notion of a stalled journey, where the road becomes the site of conflict. Often, these people cannot even make it to the open road and remain trapped, unsure of where to turn or how to escape. When they make the road, it is often full of lurking menace. It is this legacy of films that the New Zealand based When Strangers Appear seeks in part to evoke. New Zealand director Scott Reynolds has shown a proclivity for the notion of youth psychosis in his cult serial killer film, The Ugly, and in his latest thriller attempts to blend his interest in youthful psychopaths with the angst-driven despair of the 20-something so-called Generation X. Although the effort is there, the result is more a curiosity.
When Strangers Appear is set mostly around a roadside diner, not too far down from a motel. A young woman (Radha Mitchell) walks to work and opens up the diner. A dirty car pulls up and the driver watches. As she readies the diner, he enters, a dishevelled, unshaven youth (Barry Watson) who seems unbearably intense and pressured. She chats to him, but when another car pulls up, Watson hides. Three men, led by a rugged surfer (Josh Lucas) enter, eat and leave. Watson tells Mitchell that they are after him. At first she disbelieves but when he collapses, revealing a stab wound, she takes it on herself to care for him and takes him to a motel, where the three men are also staying. She takes him to a doctor for treatment, but later gets a call from the doctor that he believes the wound may be self-inflicted. She turns to Lucas, a man who may have more involvement than he lets on and who urges her not to go the police. Nevertheless, not knowing who to trust, she turns to a local cop (Kevin Anderson) with whom she has a troubled past. The doctor is now missing and it seems that someone may be a murderer.
The film starts out as the portrait of a young 20-something woman who seems bored and dissatisfied with her routine and is full of attitude. Her interest in strangers as a means of disrupting the boredom ultimately leads her into trouble as she realizes that she cannot trust anybody and that appearances are deceiving. Although this is certainly conventional and familiar material, the film does manage an irony which is at times effectively disconcerting, although until briefly at the end it never achieves the idea of absurdity and futility that it circles around. In structure, the film seeks to achieve the gathering momentum usually referred to as the snowball effect and as day becomes night seeks to immerse its characters in a world of shadowy uncertainty. It achieves this based on the audience’s expectation of schizophrenic behaviour. Thus, once it is revealed that one of the characters is apparently taking anti-psychotic medication, the film flirts with the idea of a drifting psychopath. The uncertainty over what to expect from a potentially psychotic killer is intended to destabilize the viewer and drive the momentum of the film through its expected series of twists. Although some of the twists are novel, the plot seems a hastily assembled addition meant to give some form to this idea of uncertainty.
In the moral order of films of this kind, curiosity and even compassionate involvement with strangers is a punishable sin and so the film sets out to give Mitchell a lesson for her initial know-it-all attitude. She must learn her place, the film asserts, and so takes her on a journey through mounting despair towards a supposed humility. The layers of uncertainty along this journey struggle for invention however, and by the time the mystery surrounding the strangers is revealed, it has become tired and pointlessly ridiculous as if the filmmakers are at a loss to fully explain it all and so reached out for the flimsiest of plot irrelevances. Thus, the film is more adept at creating uncertainty than it is at resolving it, although it seems needlessly to want to neatly do both. However, the circularity to the film’s final stages is momentarily a fine demonstration of the notion of an absurd universe and of people trapped forever in a repetitive cycle. Sadly, the film also dissipates this idea and the resolution fails to ring true to much of the preceding drama. Nevertheless, for much of the film, this is an involving if minor thriller that constantly promises how much better and tighter it could have been. What is unhurriedly and tautly developed at the outset is dissipated: just as the film is supposed to become more involving and suspenseful it feels merely rushed.
The visual transfer, although preserving a widescreen ratio, is something of a merely serviceable job. The film itself is too well (if flatly) lit to ever achieve any film noirish subtleties although it seems that it is deliberately bright at first in order to heighten the danger felt as day turns into night, a transition it only partly accomplishes (and must resort to flashbacks to structure properly). The picture is clear throughout but rarely achieves more than a downcast sense of atmosphere, although colours seem to be more pronounced as it proceeds as if perception has been heightened, particularly at night. This suggestion is also dissipated over time however to give an impression of flat technical competence. Even the cold weather fails to add much of a palpable presence. The landscapes however are suitably inhospitable although their otherworldly possibility is never utilized beyond a backdrop.
The sound transfer is again a matter of rote technical competence. It does however effectively use quiet and the sense of increasingly desperate voices. Aside from the score (especially the songs over both sets of credits), much of the film seems centred, even mono at times, although voices are crisp enough. The abruptness of certain sounds effectively disrupts the quiet and helps to build a modicum of tension to an otherwise lethargically paced film. Subtly shifting tones of voice carry the evolving uncertainty well but most of the film seems concerned with injecting sound into an initially quiet, boring and peaceful world, gathering aural momentum until a climactic explosion. At capturing this apparent intention, the transfer works well enough. It hopes to create a sense of uncontrollable propulsion, pausing only to reinforce the notion of danger as if retreating only to find calm and quiet increasingly impossible to maintain.
“WHEN STRANGERS APPEAR” MOVIE GOOFS
Errors in geography
- Even though the film is set in Oregon, USA, the Firestone ad on the side of the gas station refers to "tyres" not "tires". Beth also refers to the "car park", a term which is not used in the USA.
- The sign on the doctor's office says "Surgery". This is a term used in the UK, as well as New Zealand, for a doctor's office.
- The sheriff mispronounces the name of the state he lives in (Oregon).
Factual errors
- The motorway diner has not open,yet when the owner goes to check the till it is full of money.
- When the gas station attendant looks up at the wall from behind the register, the clock has no hands on its face.
- The cop's squad car and wife's SUV had the same license plate, supposedly Oregon VLP-077.
WHEN STRANGERS APPEAR (2001) YouTube trailer.....
BR unit 207017
DMBS 60142
In their last years the Southern demus were subject to all sorts of strange reformations to keep the remaining serviceable vehicles together. The former 3D unit 1317 has escaped lightly having merely lost its centre TC to run as a two-car unit.
Rye
4th September 1994
Arriva Kent & Surrey Ltd.:
Volvo B9TL-5300 YV3S4J /
Wrightbus Eclipse Gemini (10.4m)
H45/29F - 4/2008
"Sapphire”
Ex-Arriva Midlands Ltd., Thurmaston, Leicestershire (WG-4207) (17/12/2020)
Endurance road test of this fine B9 from Leicester. This was the one I drove down on the second day of CAZ movements, however it decided to conk out somewhere on the A6 near Kettering! With a few hours spent on it over the last couple of months getting it back into serviceable condition.
The bus went out in full service this morning (19/04) on the 218/219s Tonbridge circulars. This marks the first B9 in service in Kent! 6200/2/4 are at Northfleet, 6201/5 are at Gillingham.
Opp. Vauxhall Inn, Pembury Road A2014, South Tonbridge
Sunday 18th April 2021
Deep in the Kiel Marsh just south of the town of the same name, Wisconsin & Southern power shoves stored tank cars all the way to the end of serviceable trackage on what was once Milwaukee Road's Milwaukee-Green Bay main line.
On Thursday 4th October 2018, 900mm gauge Mecklenburgische Bäderbahn "Molli" 2-8-2 tank 99 2322-8 works into the Bad Doberan Stadtmitte stop heading the 09:35 Kühlungsborn West to Bad Doberan service. The 'stations' along this street-running section are merely a slightly raised section of pavement, with the provision of an information board, seating, and a litter bin. In effect, the train takes on the role of a tram (Strassenbahn) service along this section of line. The “Molli” operates between Bad Doberan, Heiligendamm and Kühlungsborn over a total distance of 15.4km. It is unique as a surviving passenger carrying narrow gauge railway in Germany by having a gauge of 900mm. Well known for its street running through the town of Bad Doberan, this came about by part of today’s railway having first been conceived as a tramway, originally running along a shorter 6.6 km route between Bad Doberan station and the exclusive Baltic sea and spa resort of Heiligendamm. The tramway opened in July 1886 and initially employed steam tram locomotives hauling tramcars. In 1910, by then having been upgraded to a ‘secondary railway’ (Kleinbahn) using conventional steam locomotives, it was further extended to the Baltic seaside resort of Arendsee. This resort merged in 1938 with Brunshaupten and Fulgen to form what today is known as Kühlungsborn. Goods and passenger services were conveyed but, as was widespread practice with most other East German narrow gauge railways, the narrow urban route through Bad Doberan town which was originally laid out as a tram route, prevented the use of transporter wagons carrying standard gauge wagons. The railway during the Deutsche Reichsbahn-era provided up to thirteen return service trains each day between 5.00am and 10.00pm, with between eight and thirteen carriages in tow, including a buffet coach, more than any other narrow gauge railway in Germany. These ever-popular trains, at one of Germany’s chief seaside resorts during the DDR-era, demanded powerful locomotives offering quick acceleration, and in 1932 three larger 2-8-2 tanks locomotives were built for the Deutsche Reichsbahn by Orenstein & Koppel (Works Nos.12400-12402). These Class ’99.32’ locomotives, as they became known by, supplemented the older and smaller 1920s Henschel-built ‘Class ’99.31’ 0-8-0 tanks. These were eventually replaced in 1961 with three 0-8-0 tanks built for industrial use by LKM Babelsberg in 1951. These Class ’99.33’ locomotives had previously been used at the strategic Wismut uranium-ore mines, which were under the strict control of the Soviet Union for its nuclear weapons programme. These industrial locomotives proved to be unstable on the "Molli", especially at the speeds demanded by the frequent and well-loaded services. The three 1930s-built ‘Class 99.32’ locomotives continue to operate today, augmented since 2009 by an entirely new-build Class '99.32' locomotive constructed at Meiningen Works and based on the original Orenstein & Koppel design. Its arrival enabled one serviceable Class ’99.33’, No.99 2331, to be relegated to standby duties. The other surviving class member of the three, No.99 (2)332, was placed on static display at Kühlungsborn West station’s “Molli” railway museum. The “Molli” is not by any stretch of the imagination a conventional heritage railway, but continues to provide an important means of public transport between some popular Baltic seaside resorts, the exclusive Heiligendamm spa town, and Bad Doberan, where it inter-connects with the main DB railway network. Paralleling the coastline for around half of its length and with ever-encroaching urban development at its extremities, passengers do not necessarily travel on it for its scenic properties, but more as a means of getting from ‘A’ to ‘B’ along part or on the entire 40-minute journey, or merely as a journey made out of curiosity as part of a day trip to the resort, especially with the uniqueness of its ‘street running’.
© Gordon Edgar - All rights reserved. Please do not use my images without my explicit permission
The 6/18 topic for Macro Mondays is Transportation, and these old boots have done one heckuva lotta transporting.
You may not believe this ~~ heck, even I have trouble believing it ~~ but I bought these hiking boots for my wife Sammy on our 17th wedding anniversary. We have now been married 58 years. You do the math. The unbelievable part of this is they're still perfectly serviceable, she still wears them when the occasion calls for hiking boots, and she refuses to buy new ones; it would be too much like casting aside a loyal old friend.
See the whole boot in the 1st comment.
Nikon FE2 / Nikkor 55mm F1:1.2 / Kosmo Foto 100 pushed 2 stops
Accidentally metered this film at 400 for a few portraits- I hated the results of this roll of film for the portraits, but salvaged a few serviceable cityscape photos.
Battlestar Galactica had an interesting design aesthetic. In the new series there were holdover design elements from the original series, but they added a few Egyptian elements here and there like triangle shaped corridors, and Greek influences were added too.
For the original series, there was a noticeable Egyptian influence on the uniforms, but for the rest it was a design crew who just came off the original Star Wars, and trying to do grand things on a too small a budget, as is always the way. So, things were designed for function rather than form. In other words, boxy but good. People may call the original Galactica design an ugly box, but to me its a beautiful manifestation of function. It does what it is supposed to, and it looks like that's what its supposed to do.
The Landram is in the same category. Its an armored box on a tank track with a laser turret for air and ground defense. If it needs to pass as a civilian vehicle the armor plating can be stripped off and its still a serviceable transport.
I did not realize how beautiful that merging of form and function was until I picked up this Landram from the now defunct Eaglemoss. It's just so simple in it's design, yet it looks powerful and even a little bit scary if its on the surface of Carolon, or on the ice plains of Ice Planet Zero, or even on my table.
Blotter advertising Leslies' Shoe Store in Belleville, Ontario. Text reads: "Put your Best foot Forward and Regain the Joy of Youthful Feet
Heel Hugger for Afternoon & Evening Wear
Dainty & Chic
Murray London Heel Hugger for All Day Comfort
Stylish & Serviceable
Leslies' Shoe Store
255 Front Street BELLEVILLE, Ont. Phone 553"
There is a printed silhouette of a woman walking a small dog on the blotter.
Part of a collection of materials formerly belonging to Violet Elliott. Donated to the Community Archives by the Arendt family in October 2020.
Andrews operate their former Hulleys routes primarily using former Hulleys vehicles carrying the liveries they wore when they arrived from the now-defunct operator, albeit with Andrews fleetnames. Over the past month these vehicles have all gained J-AOT number plates, mirroring the J-series fleetnumbers they carry. This view sees the former LK57AYB - now J22AOT (J22) - climbing the A57 at Moscar with the 08:55 Bakewell to Sheffield 257, the tips of Lose Hill and Mam Tor visible in the background. J22 was one of two serviceable E400s which arrived from Hulleys, the other two such vehicles in the Hulleys fleet being off the road upon closure for various reasons.
The 750mm gauge Chervonoye Sugar Beet Railway had its locomotive depot next to the sugar mill in Chervone. By 2000 the serviceable locomotive fleet was a handful of class Tu4's and Tu7's. With the sugar beet industry having collapsed as the collective farms disappeared there was little or no harvest and the whole network was to close for good shortly after taking these pictures.
Tу7A-3032 is seen outside the shed and alongside visiting 0-8-0 no.Гр-336. The steam loco was owned by the Dzherelo Company and had been brought in to work a UK Industrial Railway Society charter over the Sugar Beet Companies lines.
British postcard in the Picturegoer Series, London, no. B 7. Photo: Metro-Goldwyn-Mayer.
American actress Margaret O'Brien (1937) is one of the last surviving stars from the Golden Age of Hollywood cinema. Beginning her career at age 4, O'Brien became one of the most popular child stars in cinema history and was best known for her natural, emotional style and her startling facility for tears. She received a Juvenile Academy Award as the outstanding child actress of 1944. In her later career, she appeared on television, on stage, and in supporting film roles.
Margaret O'Brien was born Angela Maxine O'Brien in 1937. In 1941, she appeared in a WWII civil defence film and made a minor appearance in her first feature film, after which she became a contract player with Metro-Goldwyn-Mayer, which changed her first name and cast her in the title role of the film Journey for Margaret. O'Brien's mother, Gladys Flores, was a flamenco dancer who often performed with her sister Marissa, who was also a dancer. O'Brien made her first film appearance with a one-minute shot in Babes on Broadway (Busby Berkeley, 1941) at the age of four under her birth name, Maxine O'Brien. Impressed by the child's expressiveness and emotional range, MGM signed her and changed her first name to Margaret. The following year, her first major role brought her widespread attention. As a five-year-old she played a terrified London war orphan who "adopts" reporter Robert Young in the war drama Journey for Margaret (W.S. Van Dyke, 1942), O'Brien won wide praise for her quite convincing acting style, unusual for a child of her age. By 1943, she was considered a big enough star to have a cameo appearance in the all-star military show finale of Thousands Cheer (George Sidney, 1943). Also In 1943, at the age of seven, Margaret co-starred in You, John Jones (Mervyn LeRoy, 1943), a 'War Bond/Effort, short film, with James Cagney and Ann Sothern '. She played their daughter and dramatically recited President Lincoln's 'Gettysburg Address'. She played Adèle, a young French girl, and spoke and sang all her dialogue with a French accent in Jane Eyre (Robert Stevenson, 1943) opposite Orson Welles and Joan Fontaine.
Margaret O'Brien's most memorable role was in the Christmas musical Meet Me in St. Louis (Vincente Minnelli, 1944), opposite Judy Garland. As Tootie Smith, the feisty but fragile little sister of Judy Garland, she was a bright point in a very good film, especially in her musical numbers with Garland and during a Halloween sequence in which she confronts a grouchy neighbour. For her performance, she was awarded a special juvenile Oscar in 1944. Upon its release, Meet Me in St. Louis was both a critical and commercial success. It became the second-highest-grossing film of 1944, behind only Going My Way (Leo McCarey, 1944), and was also MGM's most successful musical of the 1940s. Her other successes included The Canterville Ghost (Jules Dassin, 1944) starring Charles Laughton, Our Vines Have Tender Grapes (Roy Rowland, 1945) with Edward G. Robinson, the Western Bad Bascomb (S. Sylvan Simon, 1946) with Wallace Beery, and the first sound version of The Secret Garden (Fred M. Wilcox, 1949). She played Beth in the 1949 MGM release of Little Women (Mervyn Le Roy, 1949) with June Allyson, but she could not transition to adult roles. Hal Erickson at AllMovie: " As she grew, her charm faded; by 1951's Her First Romance, she was just one of a multitude of Hollywood teen ingenues. A comeback attempt in the 1956 film Glory was serviceable, but the film was badly handled by its distributor RKO Radio and failed to re-establish the actress. A more fruitful role awaited her in a 1958 TV musical version of Little Women, in which O'Brien played Beth, the same role she'd essayed in the 1949 film version. In 1960, O'Brien had a strong supporting part in the period picture Heller in Pink Tights (1960), ironically playing a one-time child actress whose stage mother is trying to keep her in "kid" roles."
Margaret O'Brien shed her child star image, appearing on a 1958 cover of Life magazine with the caption "How the Girl's Grown", and was a mystery guest on the TV panel show What's My Line? O'Brien's acting appearances as an adult have been sporadic, mostly in small independent films and occasional television roles. She has also given interviews, mainly for the Turner Classic Movies cable network. O'Brien gave credit to television for helping her reform and modify her public image. On Robert Montgomery Presents on TV, she co-starred with Cecil Parker in The Canterville Ghost (1950). She appeared as the mystery guest on What's My Line (1957) and starred in The Young Years (1957) on General Electric Theater. She appeared in episodes of the Western series Rawhide and Wagon Train (1958) and later made guest appearances on episodes of Perry Mason (1963), Combat! (1968). and Ironside (1968). Another rare television outing was as a guest star on the popular Marcus Welby, M.D., reuniting O'Brien with her Journey for Margaret and The Canterville Ghost co-star Robert Young. In 1991, O'Brien appeared in an episode of Murder, She Wrote, starring Angela Lansbury. In 1954, O'Brien's Juvenile Oscar and two other awards were stolen. Several years later, a miniature statuette bearing O'Brien's name surfaced in a catalogue for auction. The long-lost Oscar was found by two memorabilia collectors in a flea market in 1995 and, upon learning of the award's history, the two owners agreed to return the Oscar to O'Brien. Nearly 50 years after she had first received it, and nearly 40 years since it had been stolen, the Academy held a special ceremony in Beverly Hills to return the stolen award to O'Brien. Margaret O'Brien has been married twice, to Harold Allen, Jr. from 1959 to 1968, and in 1974 to steel-industry executive Roy Thorvald Thorsen. The later marriage produced her only child, Mara Tolene Thorsen, born in 1977. O'Brien continues to appear in such films as the horror film Halloween Pussy Trap Kill! Kill! (Jared Cohn, 2017) and the Sci-Fi film Impact Event (B. Luciano Barsuglia, 2018).
Sources: Hal Erickson (AllMovie), Rotten Tomatoes, Wikipedia and IMDb.
And, please check out our blog European Film Star Postcards.
Arriva Kent & Surrey Ltd.:
Mercedes-Benz O530 WEB628 /
Mercedes-Benz Citaro (12.0m)
N38F - 07/2012
Ex-Arriva Southern Counties South Disposal (GLw-3908) (12/08/2020)
Ex-Arriva Kent & Surrey Ltd., Maidstone, Kent (SH-3908) (12/2017)
Ex-Arriva Kent & Surrey Ltd., Maidstone, Kent (ME-3908) (06/2017)
Ex-T-GM (Heathrow) (09/2012)
New to the T-GM Group (Heathrow) for 2012 Olympic Game shuttle duties.
A bit of a proud moment for us at Arriva Tunbridge Wells, as the first of 2 Citaro's were made serviceable having been VOR at another garage for 2-and-a-half years! Our coachmaker, Wayne, has done outstanding work on them both, which has certainly given them a fresh new lease of life, something they truly deserve! MOT passed on Friday 4th September, taxed early Saturday morning.
Seen here out on a road test (after having had the silencer fitted to the air dryer) and impromptu photo shoot.
A21 feeder Hastings Road, North Farm, Royal Tunbridge Wells
Sunday 6th September 2020
Having earlier worked 2C32 05:15 Carlisle - Preston, 37259 at Barrow after arriving on 2C47 10:04 from Preston. Monday 8th February 2016. A shortage of serviceable DBSOs has resulted in a return to top and tail operation in Cumbria.
“On 10 June 1977, former Skylab Deputy Director John Disher, NASA's Director of Advanced Programs, directed NASA Marshall Space Flight Center (MSFC) in Huntsville, Alabama, to conduct an in-house study of the feasibility of reusing Skylab in the Space Shuttle program. On 16 November 1977, MSFC engineers J. Murphy, B. Chubb, and H. Gierow presented results of the study to NASA Associate Administrator for Space Flight John Yardley. Before coming to NASA in 1974, Yardley had managed Skylab assembly at McDonnell Douglas, the Orbital Workshop's prime contractor.
The MSFC engineers first assessed Skylab's condition. They reported that when the Skylab 4 crew returned to Earth, the Orbital Workshop's water system contained 1930 pounds of water (enough to supply three men for 60 days). The water, they said, probably remained potable, but could have developed a bad taste. If not still potable, it could be used for bathing. In any case, the Skylab water system included resupply points, so a Space Shuttle crew could replenish it if water transfer equipment were developed.
The oxygen/nitrogen supply remaining on Skylab was probably sufficient to supply three men for 140 days at Skylab's operating pressure of five pounds per square inch, the MSFC engineers estimated. The ventilation and carbon dioxide removal systems were almost certainly functional. Even if they were not, their most important components were designed to be replaceable in space.
The MSFC engineers also assessed Skylab's electrical power system. They estimated that the main solar array Conrad and Kerwin had freed could still generate between 1.5 and 2.5 kilowatts (KW) of electricity, and that the batteries it had charged, located in Skylab's Airlock Module, were probably still usable. The batteries for the ATM arrays, on the other hand, were almost certainly frozen. They recommended that controllers reactivate the main array electrical system from the ground before the first Shuttle visit, and that any effort to revive the ATM electrical system be left until a later time.
More problematic than the electrical system was the attitude control system, which relied on a trio of Control Moment Gyros (CMGs) to turn Skylab so that, among other things, it could point its solar arrays at the Sun. One CMG had failed and another showed signs of impending failure. In addition, Skylab's guidance computer was probably dead after being subjected to "extreme thermal cycling." The Orbital Workshop's thruster system, on the other hand, was probably operational with about 30 days of propellant remaining.
Finally, the MSFC team looked at Skylab's cooling system, which had leaked while the astronauts were on board and had probably frozen and ruptured since the last crew returned to Earth. They called "serviceability of [the] cooling system. . .the most questionable area" as far as Skylab's reusability was concerned, but added that "any inflight 'fixes' should be well within the scope of crew capability."
The MSFC engineers then proposed a four-phase plan for reactivating and reusing Skylab. The target date for the first Phase I milestone had already passed by the time they briefed Yardley: they called for an October 1977 decision on whether Skylab should be reboosted to a higher orbit, extending its orbital lifetime until about 1990, or deboosted so that it would reenter over an unpopulated area.
Assuming that NASA decided to reboost Skylab, then a ground reactivation test would occur between June 1978 and March 1979. If the reactivation test was successful, then a Space Shuttle Orbiter would rendezvous with Skylab during the Shuttle Program's fifth Orbital Flight Test mission in February 1980. The Orbiter would conduct an inspection fly-around, then deploy an unmanned Teleoperator spacecraft from its payload bay. Using a control panel on the Shuttle, the astronauts would guide the Teleoperator, which would carry an Apollo-type probe docking unit, to a docking with the front docking port on Skylab's Multiple Docking Adapter. The Teleoperator would then fire its thrusters to raise Skylab's orbit. Its work done, it would then detach, freeing up the front port for Phase II of MSFC's plan.
Phase II would begin in March 1980, when NASA would initiate development of Skylab refurbishment kits, a 10-foot-long Docking Adapter (DA), and a 25-KW Power Module (PM). The DA would include at one end an Apollo-type probe docking unit for attaching it to Skylab's front port and at the other end an Apollo-Soyuz-type androgynous unit to which Shuttle Orbiters and the PM could dock.
The first refurbishment kit and the DA would reach Skylab on board a Shuttle Orbiter in January 1982. During the same mission, spacewalking Shuttle astronauts would fold two of the four ATM solar arrays to improve clearance for visiting Orbiters and would retrieve the meteoroid experiment the Skylab 4 astronauts had left on the ATM.
A second Shuttle visit in August 1983 would bring additional refurbishment kits and would repair Skylab's damaged cooling system plumbing. As time allowed, the Phase II crews would perform undefined "simple passive experiments" on board Skylab and would collect samples of its structure for analysis on Earth.
Phase III would begin in March 1984 with delivery of the PM and any remaining refurbishment kits, the MSFC engineers told Yardley. Using the Shuttle's Remote Manipulator System robot arm, astronauts would lift the PM from the Orbiter's payload bay and turn it 180° so that it protruded forward well beyond the Orbiter's nose. They would then dock one of the PM's three androgynous docking units to an identical unit at the front of the Orbiter's payload bay. The Shuttle would use another of the PM's docking units to dock with the DA on Skylab.
Following docking with Skylab, the astronauts would deploy the PM's twin solar arrays and thermal radiators, link it to Skylab's systems by cables extended through open hatchways or installed on the hull during spacewalks, and power up the PM's three CMGs to replace Skylab's crippled attitude control system. The Orbiter would then undock from the PM, leaving it attached permanently to Skylab, and NASA would declare the revived and expanded Orbital Workshop to be fully habitable.
Phase III would continue with the first in a series of 30-to-90-day missions aboard Skylab. During these, a Shuttle Orbiter carrying a Spacelab module in its cargo bay would remain docked with the Orbital Workshop. The astronauts would work in the Spacelab module, take advantage of Skylab's large pressurized volume to perform "simple experiments" requiring more room than Shuttle and Spacelab could provide (for example, preliminary space construction experiments), and begin building up stockpiles of food, film, clothing, and other supplies on board. Another 30-to-90-day mission would see the astronauts refurbish and use selected Skylab science experiments, install new experiments based on Spacelab experiment designs, and stockpile more supplies. Between these missions, the new and improved Skylab would fly unmanned.
The MSFC engineers told Yardley that the volume available to a crew on board a Shuttle Orbiter without a Spacelab module in its payload bay would total only 1110 cubic feet. Adding a Spacelab would increase that to about 5100 cubic feet. This was, however, less than half the pressurized volume of Skylab. For a mission including a Shuttle Orbiter, Spacelab module, and Skylab, the total volume available to the crew would exceed 16,400 cubic feet.
They were not specific about what Skylab would be used for when Phase IV began in mid-1986, though they did offer several intriguing possibilities. Shuttle Orbiters might, for example, attach Spacelab modules and experiment pallets to the third docking port on the PM. A Shuttle External Tank might be joined to Skylab to serve as a strongback for large-scale space construction experiments using a mobile "space crane." The experiments might include construction of a large space power module or a multiple beam antenna. A new "floor" might be assembled within Skylab, enabling it to house up to nine astronauts. As NASA developed confidence in the revived space laboratory's health, manned missions on board Skylab without a Shuttle Orbiter present might commence, leading to permanent manning and "support [of] major space operations."
The MSFC engineers did not estimate the cost of Phases I and IV of their plan, though they did provide a (perhaps optimistic) pricetag for Phases II and III. Their estimate did not include Space Shuttle transportation and contractor study costs. In Fiscal Year (FY) 1980, NASA would spend $2 million each on Phases II and III. This would climb to $5 million for Phase II and $3.4 million for Phase III in FY 1981. FY 1982, the plan's peak funding year, would see $4.5 million spent on Phase II and $10.2 million spent on Phase III. In FY 1983, NASA would spend $2.5 million to close out Phase II and $12 million to continue Phase III. The following year it would spend $9.1 million on Phase III. Phase III closeout in FY 1985 would cost $4.5 million. Phase II would cost a total of $14 million, while the more ambitious Phase III would total $41.2 million. Phases II and III together would cost $55.2 million.
MSFC's presentation to Yardley concluded with a call for more in-house and contractor studies in FY 1978. McDonnell Douglas and Martin Marietta subsequently began more detailed Skylab reuse studies, the former under supervision of NASA Johnson Space Center in Houston, Texas, and the latter under MSFC supervision. The Martin Marietta and McDonnell Douglas studies will be discussed in forthcoming posts.
Reference:
Skylab Reuse Study Presented to Mr. Yardley by MSFC, November 16, 1977.”
The above superb article, as are so so many others – thankfully - at:
spaceflighthistory.blogspot.com/2015/11/reviving-reusing-...
In addition to:
spaceflighthistory.blogspot.com/2015/11/
Credit: DSFP's SPACEFLIGHT HISTORY blog/David S. F. Portree
Also, a condensed write-up at:
www.astronautix.com/s/sts-2a.html
Credit: Astronautix website/Mark Wade
Sadly, an opportunity lost.
+++ DISCLAIMER +++
Nothing you see here is real, even though the model, the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
After the division of Czechoslovakia by Germany in 1939, Slovakia was left with a small air force composed primarily of Czechoslovak combat aircraft. This force defended Slovakia against Hungary in March 1939, in the Slovak–Hungarian War in March 1939 in which Hungary reoccupied Carpathian Ruthenia and parts of southern Slovakia. In this the SVZ suffered some losses against Royal Hungarian Air Force. Later, the SVZ also took part in the German Invasion of Poland. The SVZ took part in Axis offensives in the Ukraine and Russian Central front sectors of the Eastern Front under the lead of Luftwaffe in the Stalingrad and Caucasus operations. This engagement resulted in great losses of aircraft and personnel, though.
During the World War II, the Slovak Air force was charged with the defense of Slovak airspace, and, after the invasion of Russia, provided air cover for Slovak forces fighting against the Soviet Union on the Eastern Front. For the rest of the war the SVZ fought US Army Air Forces and Royal Air Force raids against Slovakia.
Among the many more or less outdated German aircraft types inherited from the Luftwaffe during the early stages of WWII was a small number of Hs 123 A-1 dive bombers. The Henschel Hs 123 was a small single-seat biplane dive bomber and close-support attack aircraft. The aircraft was designed to meet the 1933 dive bomber requirements for the reborn Luftwaffe. Both Henschel and rival Fieseler (with the Fi 98) competed for the production contract requirement, which specified a single-seat biplane dive bomber. The first prototype, the Hs 123 V1, was cleared for its maiden flight on 1 April 1935; General Ernst Udet, a World War I ace, flew it on its first public demonstration flight on 8 May 1935. The first three Henschel prototypes, with the first and third powered by 485 kW (650 hp) BMW 132A-3 engines and the second by a 574 kW (770 hp) Wright Cyclone, were tested at Rechlin in August 1936. Only the first prototype had "smooth" cowlings; from that point on, all aircraft had a tightly fitting, characteristic cowling that included 18 fairings covering the engine valves. The Henschel prototypes did away with bracing wires and although they looked slightly outdated with their single faired interplane struts and cantilever main landing gear legs attached to smaller (stub) lower wings, the Hs 123 featured an all-metal construction, clean lines and superior maneuverability. Its biplane wings were of a "sesquiplane" configuration, whereby the lower wings were significantly smaller than the top wings.
The overall performance of the Hs 123 V1 prototype prematurely eliminated any chance for the more conventional Fi 98, which was cancelled after a sole prototype had been constructed. During testing, the Hs 123 proved capable of pulling out of "near-vertical" dives; however, two prototypes subsequently crashed due to structural failures in the wings that occurred when the aircraft were tested in high-speed dives. The fourth prototype incorporated improvements to cure these problems; principally, stronger center-section struts were fitted. After it had been successfully tested, the Hs 123 was ordered into production with a 656 kW (880 hp) BMW 132Dc engine.
The Hs 123 was intended to replace the Heinkel He 50 biplane reconnaissance and dive bomber as well as acting as a "stop-gap" measure until the more modern and capable Junkers Ju 87 became available. As such, production was limited and no upgrades were considered, although an improved version, the Hs 123B, was developed by Henschel in 1938. A proposal to fit the aircraft with a more powerful 716 kW (960 hp) "K"-variant of its BMW 132 engine did not proceed beyond the prototype stage, the Hs 123 V5. The V6 prototype fitted with a similar powerplant and featuring a sliding cockpit hood was intended to serve as the Hs 123C prototype.
About 265 aircraft were produced and production of the Hs 123A ended in Autumn 1938. It was flown by the German Luftwaffe during the Spanish Civil War and the early to midpoint of World War II. At the outbreak of hostilities, Hs 123s were committed to action in the Polish Campaign. Screaming over the heads of enemy troops, the Hs 123s delivered their bombs with devastating accuracy. A frightening aspect of an Hs 123 attack was the staccato noise of its engine that a pilot could manipulate by changing rpm to create "gunfire-like" bursts. The Hs 123 proved rugged and able to take a lot of damage and still keep on flying. Operating from primitive bases close to the front lines, the type was considered by ground crews to be easy to maintain, quick to re-equip and reliable even under dire field conditions.
The Polish campaign was a success for an aircraft considered obsolete by the Luftwaffe high command. Within a year, the Hs 123 was again in action in the Blitzkrieg attacks through the Netherlands, Belgium and France. Often positioned as the Luftwaffe's most-forward based combat unit, the Hs 123s flew more missions per day than other units, and again proved their worth in the close-support role. With Ju 87s still being used as tactical bombers rather than true ground support aircraft and with no other aircraft capable of this mission in the Luftwaffe arsenal the Hs 123 was destined to continue in service for some time, although numbers were constantly being reduced by attrition.
The Hs 123 was not employed in the subsequent Battle of Britain as the English Channel proved an insuperable obstacle for the short-ranged aircraft, and the sole leftover operator, II.(Schl)/LG 2, went back to Germany to re-equip with the Messerschmitt Bf 109E fighter bomber (Jabo) variant. The Bf 109E fighter bomber was not capable of carrying any more bombs than the Hs 123. It did, however, have a greater range and was far more capable of defending itself. On the downside were the notoriously tricky taxiing, ground handling, and takeoff/landing characteristics of the Bf 109, which were exacerbated with a bomb load.
At the beginning of the Balkans Campaign, the 32 examples of the Hs 123 that had been retired after the fall of France were taken back into service and handed over to the Slovak Air Force to replace the heavy losses on the Eastern Front after combat fatigue and desertion had reduced the pilots' effectiveness. Most of Slovakia's obsolete biplanes were replaced with modern German combat aircraft, including the Messerschmitt Bf 109, so that the Hs 123s were initially regarded with distrust – but the machines proved their worth in the ensuing battles. The Slovak Hs 123s took part in the Battle of Kursk and supported ground troops, some were outfitted with locally designed ski landing gears which proved to be a very effective alternative to the Hs 123’s spatted standard landing gear which was prone to collect snow and mud and even block. After this deployment at the Russian front, the Slovak Air Force was sent back to defend Slovak home air space, primarily executed with Messerschmitt Bf 109 E and G types, Avia B-534, and some other interceptor types, also helped by Luftwaffe units active in the area.
Being confined to national borders, the Slovak Hs 123s were put in reserve and relegated to training purposes, even though they were occasionally activated to support German ground troops. From late August 1944 the remaining Hs 123s also actively took part in the suppression of the Slovak National Uprising against Germany.
Since Hs 123 production had already stopped in 1940 and all tools had been destroyed, the permanent attritions could not be replaced - due to a lack of serviceable airframes and spare parts the type’s numbers dwindled. When Romania and the Soviet Union entered Slovakia, they organized with some captured aircraft and defectors a local Insurgent Air Force to continue the fight against Axis forces in country, including the last operational Slovak Hs 123s. No aircraft survived the war.
General characteristics:
Crew: 1
Length: 8.33 m (27 ft 4 in)
Wingspan: 10.5 m (34 ft 5 in)
Height: 3.2 m (10 ft 6 in)
Wing area: 24.85 m² (267.5 sq ft)
Empty weight: 1,500 kg (3,307 lb)
Gross weight: 2,215 kg (4,883 lb)
Powerplant:
1× BMW 132Dc 9-cylinder air-cooled radial piston engine with 660 kW (880 hp),
driving a 2-bladed metal variable-pitch propeller
Performance:
Maximum speed: 341 km/h (212 mph, 184 kn) at 1,200 m (3,937 ft)
Range: 860 km (530 mi, 460 nmi) with a 100 l drop tank
Combat range: 480 km (300 mi, 260 nmi) with 200 kg (440.9 lb) of bombs
Service ceiling: 9,000 m (30,000 ft)
Rate of climb: 15 m/s (3,000 ft/min)
Armament:
2× 7.92 mm MG 17 machine guns, 400 rpg
Up to 450 kg (992.1 lb) of bombs under fuselage and wings
The kit and its assembly:
A relatively simple what-if project, and it took a while to figure out something to do with a surplus Airfix Hs 123 A kit in The Stash™ without a proper plan yet. The Hs 123 is an overlooked aircraft, and the fact that all airframes were used during WWII until none was left makes a story in Continental Europe a bit difficult. I also did not want to create a German aircraft – Finland was an early favorite, because I wanted to add a ski landing gear (see below), but since I won’t build anything with a swastika on it this option was a dead end. Then I considered an operator from the Balkans, e. g. Romania, Bulgaria, Croatia or Slovakia – and eventually settled for the latter because of the national markings.
The kit was built almost OOB, and the Airfix Hs 123 is a nice offering. Yes, it’s a simple kit, but its is IMHO a very good representation, despite the many rivets on the hull, a rather bleak interior and some sinkholes (e. g. on the massive outer wings struts). It goes together well, just a little PSR here and there. I just added a dashboard (scratched from styrene sheet) and modified the OOB 50 kg bombs with extended impact fuzes with a flat, round plate at the tip, so that the bomb itself explodes above soft ground or snow for a bigger blast radius.
The only major modification is a transplanted ski landing gear from a PM Model (Finnish) Fokker D.XXI, which had to be reduced in length to fit under the compact Hs 123. A small tail ski/skid was scratched from styrene sheet material.
Thankfully, the Hs 123 only calls for little rigging – just between the central upper wing supports and there is a characteristic “triangle” wiring in the cowling. All these, together with the wire antenna, were created with heated sprue material.
Painting and markings:
Finland had been a favorite because I would have been able to apply a more interesting paint scheme than the standard Luftwaffe RLM 70/71/65 splinter scheme with a low waterline that was typical for the Hs 123 during WWII. However, as a former Luftwaffe aircraft I retained this livery but decided to add a winter camouflage as a suitable thematic supplement to the skis.
The basic colors became Humbrol 65 underneath and 30 and 75 from above – the latter for a stronger contrast to the Dunkelgrün than Humbrol 91 (Schwarzgrün). Thanks to the additional whitewash mottles, which were inspired by a similar livery seen on a contemporary Bulgarian Avia B.534, I did not have to be too exact with the splinter camouflage.
The cockpit and cowling interior were painted with RLM 02 (Humbrol 240), the propeller blades became Schwarzgrün (Humbrol 91, further darkened with some black) and the bombs were painted in a dark grey (Revell 77) while the small 100 l drop tank became bare aluminum (Revell 99).
However, before the white mottles could be added, the kit received its decals so that they could be painted around the markings, just as in real life. The Slovak national markings had to be scratched, and I used standard white simplified German Balkenkreuze over a cross made from blue decal stripes. Later a separate red decal circle was placed on top of that. The only other markings are the red “7” codes, edged in white for better contrast (from a Heller Bf 109 K) and the fuel information triangles on the fuselage from the Hs 123’s OOB sheet. As an ID marking for an Eastern Front Axis aircraft, I retained the wide yellow fuselage stripe from the OOB, sheet, too, and added yellow tips on the upper wings’ undersides.
The whitewash camouflage was then created with white acrylic paint (Revell 05), applied with a soft brush with a rounded tip. Once this had dried, I treated the surfaces with fine wet sandpaper for a weathered/worn look.
Finally, after some soot stains behind the exhausts and around the machine gun nozzles, the kit was sealed with matt acrylic varnish and the rigging (see above) was done.
The Hs 123 might not be the sexiest aircraft of WWII, but I like this rugged pug which could not be replaced by its successor, the Ju 87, and served in its close support role until literally no aircraft was left. Putting one on skis worked quite well, and the exotic Slovak markings add a special touch – even though the national markings almost disappear among the disruptive whitewash camouflage! The result looks quite plausible, though, and the old Airfix kit is IMHO really underestimated.
Class 37 number 37373 unofficially named "Lightning" at Tinsley TMD on 6th March, 1993. The locomotive was stored un-serviceable by the end of March and was moved to Stratford during June, 1993 and withdrawn by the end of the year. She was scrapped during July, 1997.
Kingston-upon-Hull City Transport 223 is standing on Commercial Street in Sheffield city centre. It is one of eleven Roe bodied Leyland Atlanteans hired by Hull to South Yorkshire PTE during 1981 to cover for a shortage of serviceable buses. It is a PDR1/1, new in 1967.
On return to Hull after the loan, it was sold for scrap.