Reliable as they were, the many ships (as in the only destroyers built for the Grande Marina during the 1880’s) of the Scipio-class were showing their age by the 1890’s, being far too slow in comparison to the newest destroyers of the Grande Marina. Although the navy had increased in size massively since the announcement of the Great Re-Armament in 1888, they had not devoted sufficient funds to replace the Scipios. The Admiralty were caught in the embarrassing situation of having devoted too much funding to big ships and not enough to small ships (the opposite of what happened in the cash-strapped years of the 1880’s), and they weren’t going to be able to squeeze any more money out of the Treasury. It was thus decided to modernize many of them by buffing the powerplant, increasing the armament and placing the torpedo tubes on a rotating pivot. Of course, they’re still fairly slow in comparison to newer destroyers, but their increased capability added many more years to their serviceable lives.

3D red/cyan anaglyph created from glass plate stereograph at Library of Congress - Prints & Photographs Online Catalog: www.loc.gov/pictures/

 

LOC Title: Antietam, Md. Confederate dead in a ditch on the right wing used as a rifle pit

 

Date: Sept. 19, 1862

 

Photographer: Alexander Gardner (1821-1882)

 

Link to glass plate: www.loc.gov/pictures/item/2018666241/

 

Notes: A stereoscopic view of a section of the "Sunken Road" or "Bloody Lane" as it came to be called, due to the large number of casualties that occurred here at this sunken farm road. In the background (see other crop) a burial party of Union soldiers is at work clearing the lane of dead confederates, two days after the battle. Bloody lane continues east for another quarter of a mile past the bend to the right, where it goes out of sight, at the right edge of Alexander Gardner's famous photo.

 

A website belonging to a photographer named Dave Valvo, presents a pretty solid analysis of exactly where Alexander Gardner was located when he took this photo on Sept. 19, 1862. His research indicates that Gardner's camera was likely positioned just east of the right flank of the Alabama 12th Regiment. Battle lines of the Alabama 3rd, 5th, and 6th regiments were down the road from the camera position, and I assume it's some of those soldiers we see lying here.

 

Link to Valvo's presentation - analysis, maps, modern photos, etc: www.davevalvo.com/Landscapes/National-Parks/Antietam-Batt...

 

For additional background information, below are a couple eyewitness accounts pertaining to this part of the battlefield.

 

The first excerpt covers some of the action that occurred here on Sept, 17, 1862. Based on the maps that Valvo shares on his website, and additional maps at the American Battlefield Trust, the First Delaware and Fifth Maryland Union Regiments would have been engaged with the Confederates in the area depicted within this stereograph. Medal of Honor recipient, Second Lieutenant Charles B. Tanner, of the First Delaware describes some of the action here and his involvement.

 

The second account is the aftermath - the appearance of the battlefield in this general area, the condition of the dead Confederate soldiers, and a description of how the Union burial parties went about their work.

-----------------

Deeds of Valor, How American Heroes Won the Medal of Honor, Volume I, published 1905.

 

"To Save the Stars and Stripes."

 

"The First Delaware Infantry," Second Lieutenant Charles B. Tanner writes, "formed the right of Brigadier-General Weber's Brigade. On the morning of 17th of September, 1862, we forded Antietam Creek and marched in column for a mile and facing to the left, advanced in line of battle...

 

Presently the enemy's batteries opened a severe fire of spherical case, shell and solid shot. We advanced steadily through woods and cornfields, driving all before us, and met the Confederates in two lines of battle, posted in a sunken road or ravine, with rudely constructed breastworks of rails, sod, etc., and still a third line of troops in a cornfield forty yards in the rear, where the ground was gradually rising and permitted them to fire at us over the heads of those below. Our right was also exposed to the sudden and terrible fire from the troops who had broken the center division of our formation.

 

"The cornfield, where we had taken up our position terminated about 100 yards distant from the sunken road leaving nothing but short grass pastureland between us.

 

"On coming out of the corn, we were unexpectedly confronted by heavy masses of Confederate infantry, with their muskets resting on the temporary breastworks. We all realized that the slaughter would be great, but not a man flinched, and cheerfully we went to our baptism of fire.

 

"Our colonel dashed in front with the ringing order: 'Charge!' and charge we did into that leaden hail. Within less than five minutes 286 men out of 685, and eight of ten company commanders, lay wounded or dead on that bloody slope. The colonel's horse had been struck by four bullets; the lieutenant-colonel was wounded and his horse killed, and our dearly loved colors were lying within twenty yards of the frowning lines of muskets, surrounded by the lifeless bodies of nine heroes who tried to plant them in that road of death.

 

Those of us who were yet living got back to the edge of the cornfield, and opened such a fire, that, though the enemy charged five times to gain possession of the flag, they were driven back each time with terrible slaughter.

 

"We had become desperately enraged, thinking, not of life, but how to regain the broad strips of bunting under which we had marched, bivouacked, suffered, and seen our comrades killed. To lose what we had sworn to defend with our blood, would have been, in our minds, a disgrace, and every man of the First Delaware was ready to perish, rather than allow the colors to fall into the hands of the enemy. Two hundred rifles guarded the Stars and Stripes, and, if they were not to be recovered by us, the foe should not have them, while a single member of the regiment remained alive.

 

"Charge after charge was made, and the gallant Fifth Maryland, forming on our left, aided in the defense. The fire from our lines directed to the center of that dense mass of Confederates, was appalling. Over thirteen hundred noble dead were covered with earth in that sunken road by the burying party on the following day.

 

"When the Maryland boys joined us, Captain Rickets, of Company C, our regiment, called for volunteers to save the colors, and more than thirty brave fellows responded. It seems as if they had but just started, when at least twenty, including the gallant leader, were killed and those who would have rushed forward, were forced back by the withering fire.

 

"Maddened, and more desperate than ever, I called for the men to make another effort, and before we marched fifty yards only a scattering few remained able to get back to the friendly corn in which we sought refuge from the tempest of death.

 

"Then Major Thomas A. Smyth (afterward Major-General, and killed on the day General Lee surrendered) said he would concentrate twenty-five picked men, whose fire should be directed over the colors.

 

"Do it,' I cried, 'and I will get there!'

 

"There were hundreds of brave men yet alive on that awful field, and, at my call for assistance, twenty sprang toward me.

 

"While covering that short distance, it seemed as if a million bees were singing in the air. The shouts and yells from either side sounded like menaces and threats. But I reached the goal, had caught up the staff which was already splintered by shot, and the colors pierced by many a hole, and stained here and there with the lifeblood of our comrades, when a bullet shattered my arm. Luckily my legs were still serviceable, and, seizing the precious bunting with my left hand, I made the best eighty-yard time on record, receiving two more wounds.

 

The colors were landed safely among the men of our regiment just as a large body of Confederate infantry poured in on our flank, compelling us to face in a different direction. We had the flags, however, and the remainder of the First Delaware held them against all comers."

------------------

"War from the Inside or Personal Experiences, Impressions, and Reminiscences of One of the “Boys” in the War of the Rebellion," by Col. Frederick L. Hitchcock, published 1904.

 

“….On the second day it became known that Lee had hauled off, and there was no immediate prospect of further fighting. Our companies were permitted to gather up their dead, and burying parties were organized. We were allowed to go over the field freely. It was a gruesome sight. Our own dead had been cared for, but the rebel dead remained as they had fallen. In the hot sun the bodies had swollen and turned black. Nearly all lay with faces up and eyes wide open, presenting a spectacle to make one shudder. …distended nostrils and thickened lips….limbs and bodies were so enlarged that their clothing seemed ready to burst. Some ghouls had been among them, whether from their own lines or from ours, could not be known, but every man’s pockets had been ripped out and the contents taken.

 

In company with Captain Archbald I went over the position occupied by our regiment and brigade, the famous “sunken road,” – that is, the lane or road extending from near the “Roulette house” towards Sharpsburg. For some distance it had been cut through the opposite side of the knoll upon which we fought, and had the appearance of a sunken road. It was literally filled with rebel dead, which in some places lay three and four bodies deep. We afterwards saw pictures of this road in the illustrated papers, which partially portrayed the horrible scene. …This terrible work was mostly that of our regiment, and bore testimony to the effectiveness of the fire of our men.

 

The position was an alluring one: the road was cut into the hill about waist high, and seemed to offer secure protection to a line of infantry, and so no doubt this line was posted to hold the knoll and this Sharpsburg road. It proved, however, to be a death-trap, for once our line got into position on the top of this crescent shaped ridge we could reach them by a direct fire on the centre and a double flanking fire at the right and left of the line, and only about one hundred yards away. With nothing but an open field behind them there was absolutely no escape, nothing but death or surrender, and as they evidently chose the former, for we saw no white flag displayed. We could now understand the remark of their lieutenant-colonel, whom our boys brought in….”You have killed all my poor boys. They lie there in the road.” I learned later that the few survivors of this regiment were sent South to guard rebel prisoners.

 

The lines of battle of both armies were not only marked by the presence of the dead, but by a vast variety of army equipage, such as blankets, canteens, haversacks, guns, gun-slings, bayonets, ramrods, some whole, others broken, --verily, a besom of destruction had done its work faithfully here. Dead horses were everywhere, and the stench from them and the human dead was horrible. “Uncle” Billy Sherman has said, “War is hell!” yet this definition, with all that imagination can picture, fails to reveal all its bloody horrors.

 

The positions of some of the dead were very striking. One poor fellow lay face down on a partially fallen stone wall, with one arm and one foot extended, as if in the act of crawling over. His position attracted our attention, and we found his body literally riddled with bullets—there must have been hundreds—and most of them shot into him after he was dead, for they showed no marks of blood. Probably the poor fellow had been wounded in trying to reach shelter behind that wall, was spotted in the act by our men, and killed right there, and became thereafter a target for every new man that saw him. Another man lay, still clasping his musket, which he was evidently in the act of loading when a bullet pierced his heart, literally flooding his gun with his life’s blood, a ghastly testimonial to his heroic sacrifice.

 

We witnessed the burying details gathering up and burying the dead. The work was rough and heartless, but only comporting with the character of war. The natural reverence for the dead was wholly absent. The poor bodies, all of them heroes in their death, even though in a mistaken cause, were “planted’ with as little feeling as though they had been so many logs. A trench was dug, where the digging was easiest, about seven feet wide and long enough to accommodate all the bodies gathered within a certain radius; these were then placed side by side, cross-wise of the trench, and buried without anything to keep the earth from them. In the case of the Union dead the trenches were usually two or three feet deep, and the bodies were wrapped in blankets before being covered, but with rebels, no blankets were used, and the trenches were sometimes so shallow as to leave the toes exposed after a shower.

 

No ceremony whatever attended this gruesome service, but it was generally accompanied by ribald jokes, at the expense of the poor “Johnny” they were “planting.” This was not the fruit of debased natures or degenerate hearts on the part of our boys, who well knew it might be their turn next, under the fortunes of war, to be buried in like manner, but it was recklessness and thoughtlessness, born of the hardening influences of war.”

----------------------------

Red/Cyan (not red/blue) glasses of the proper density must be used to view 3D effect without ghosting. Anaglyph prepared using red cyan glasses from The Center For Civil War Photography / American Battlefield Trust. CCWP Link: www.civilwarphotography.org/

6 September 1982 and Mortlake`s RM 1588 is supposed to be a withdrawn bus as of a couple of days previously. The massive schedule changes and reductions of 4/9/82 took over two hundred RM`s off the road - most of them fully serviceable. The intention was to de-license them for storage but it was noticeable that several buses that were on the `hit list` carried on in service for a few more days - and in some cases just carried on and on....

 

RM 1588 managed a couple of extra days loaned to Stamford Brook as seen here on the Caxton Road bus stand at Shepherds Bush. 6/9/82 was a Monday and vehicle shortages plus inter-garage loans were always a feature of Mondays due to the skilled craftsmen not working at weekends so any bus developing a problem then that required attention from a fitter, coachmaker or electrician would be unavailable for service until fixed. At Stamford Brook the Airbus service took priority when it came to workshop time and the RM fleet often suffered as a result. Loaned RM`s from Mortlake and Hounslow were commonplace.

A shortage of serviceable vehicles forced Eastern Scottish to call on their neighbours Edinburgh Corporation aka Lothian Region to loan and eventually purchase some of their spare buses. This scenario perhaps would be unheard of in these competitive days but back in 1977 the management of both concerns held regular meetings at Marine garage to share experiences, knowledge and views.

 

Titan 611 had been new to Edinburgh Corporation's Longstone garage in 1962 but by the advent of OPO / Atlantean vehicles it was largely redundant. Hence it was amongst the first vehicles to transfer to Eastern Scottish who previously had only hired vehicles from the Corporation. In its new 'Lothian green' guise as HH308W, it was posted quickly to busy routes 129/30. Note the restored offside ad for Bank of Scotland.

 

Its seen leaving the Musselburgh depot, itself re-built around the time the Titan was new! Next door to the depot at The Mall, we see the wire-works of Musselburgh's then largest employer Bruntons - at one time employing over 1200, and famous as the maker of the wire ropes on the Forth Road Bridge amongst many other projects. A legacy from J D Brunton enabled the Brunton Hall and Theatre to be built by local firm Crudens nearby and for some years the local football team carried the name 'Musselburgh Bruntonians'.

+++ DISCLAIMER +++

Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!

  

Some background:

The Sd.Kfz. 124 Wespe (German for "wasp", also known as Leichte Feldhaubitze 18/2 auf Fahrgestell Panzerkampfwagen II (Sf.), "Light field howitzer 18 on Panzer II chassis (self-propelled)"), was a German self-propelled gun developed and used during the Second World War. During the Battle of France in 1940 it became apparent that the intermediate tank of the German forces, the Panzer II, had become unsuitable as a main battle tank and outdated. Though mechanically sound, it was both under-gunned and under-armored, and its small size prevented heavier armament and armor so that its development potential was limited. The chassis, however, proved serviceable for providing mobility to the 10.5 cm field howitzer, and important artillery weapon.

 

The design for the Wespe was produced by Alkett, based on the Panzer II Ausf. F chassis. Among other modifications the Panzer II's engine was moved forward, and the chassis slightly lengthened to accommodate the rear-mounted 10.5 cm leFH 18 howitzer. The boxy superstructure was left open at the top and rear and only lightly armored, with 10 mm armor plate, which was just enough to stop small arms fire. The vehicles were produced by FAMO's Ursus plant in Warsaw from February 1943 until June 1944, when Soviet forces approached the frontier. By that time, 676 had been produced. An additional 159 gun-less Wespe Munitionsträger were produced, too, to serve as mobile artillery ammunition carriers.

 

The Panzer II chassis also found use for the design of tank hunters: Existing chassis were converted to self-propelled artillery vehicles, such as the Marder II ("marten" in English). The latter was built on the basis of the original Panzer II chassis (with the engine at the rear) in two versions, the first mounted a modified Soviet 7.62 cm gun firing German ammunition, which had been acquired in significant numbers during the German advances the Ostfront, while the other mounted the German 7.5 cm PaK 40 gun. Its high profile and thin open-topped armor provided minimal protection to the crew, though. Nevertheless, the Marder II (as well as the similar Marder III, which was based on the Czech T-38 chassis) provided a great increase in mobility and firepower over contemporary German tanks during 1942 and into 1943.

 

By early 1944 the war situation had worsened for Germany and ever heavier tanks, esp. at the Eastern Front, appeared. The PaK 40 was effective against almost every Allied tank until the end of the war, only struggling to penetrate heavier vehicles like the Russian IS tanks, the American M4A3E2 Sherman 'Jumbo' assault tank and M26 Pershing, and later variants of the British Churchill tank. More firepower was needed, but the powerful new 88 mm PaK 43 was in short supply or earmarked for use in heavy battle tanks, which had received priority from the Oberkommando. An alternative anti-tank was the 7.5 cm KwK 42 L/70, the main armament of the Panther medium battle tank and of the Jagdpanzer IV self-propelled anti-tank gun. On the latter it was designated as the "7.5 cm Panzerabwehrkanone 42" (7.5 cm Pak 42).

 

The modified 7.5 cm gun had a longer barrel that increased muzzle velocity and operating pressure, resulting in much improved range and penetration. However, the new gun required a new armor-piercing projectile, the PzGr. 39/42. Apart from the addition of wider driving bands it was otherwise identical to the older 7.5 cm PzGr. 39. The wider driving bands added a little extra weight, from 6.8 kg for the old PzGr.39, to 7.2 kg for the new PzGr.39/42. The gun was fired electrically, the primer being initiated using an electric current rather than a firing pin. The breech operated semi-automatically so that after the gun had fired, the empty shell casing was automatically ejected, and the falling wedge type breech block remained down so that the next round could be loaded. Once the round was loaded the breech closed automatically and the weapon was ready to be fired again. Three different types of ammunition were used: APCBC-HE, APCR and HE.

 

This 7.5 cm Pak 42’s performance was almost equal to the bigger 88 mm PaK 43, and achieved a penetration of 106 mm hardened steel plate angled at 30° from vertical at 2.000 m (vs. 132 mm with the 88 mm PaK 43).

 

To increase the output of vehicles armed with the new 7.5 cm Pak 42, the Oberkommando ordered the conversion of existing vehicles, so that these reinforcements could be sent to the frontlines as quickly as possible, esp. at the East where the German troops were more and more caught in defensive battles. The chassis that appeared most suitable for this task was the Sd.Kfz. 124 Wespe, due to its internal layout. The 7.5 cm Pak 42’s long barrel (it was almost 5m/more than 16’ long) required a fighting compartment at the vehicle’s rear, with the engine in front of it – and the Wespe turned out to be suitable to accept the long weapon with relatively few modifications.

For the use on the open-top Wespe, the 7.5 cm Pak 42 was combined with the mount and shield of the old towed 7.5 cm PaK 40 gun, and this new construction simply replaced the Wespe’s original 10.5 cm leFH 18 howitzer. The superstructure’s armor was only minimally modified: the front opening was narrowed, because the longer 7.5 cm Pak 42 had a more limited field of fire than the 10.5 cm leFH 18. As a positive side effect, the superstructure’s walls could be slightly reduced in height (about 10 cm/4”) due to the 7.5 cm Pak 42’s lower gun carriage and front shield.

The vehicle’s internal layout and most of the equipment remained the same, just the crew was reduced from five to four, one loader was omitted. To cope with the slightly higher overall weight and the heavier front due to the long barrel, and the necessity to traverse the vehicle to aim, the gear ratio was lowered from 1:7.33 to 1:8 to reduce the stress on final gears and the wheels were replaced with reinforced alternatives that also used less rubber. Due to the smaller rounds, the internal ammunition supply rose from the Wespe’s forty 10.5 cm rounds to fifty-one 7.5 cm rounds, even though space for the crew became scarce when the Jagdwespe was fully loaded. No other armament was carried, even though a defensive 7.92 mm MG 34 machine gun was frequently installed at the commander’s position to the right of the gun, sometimes with a protective armor shield.

 

Like its basis, the “Jagdwespe”, how this makeshift vehicle was unofficially called, was only lightly protected, but this was intentionally done in order to reduce the overall weight and speed up the production as much as possible. The armor thickness was also limited in order to not adversely affect the vehicle’s overall driving performance, as this was the main point of this vehicle. The use of the Panzer II light tank chassis was another reason why the armor thickness had to be kept minimal, as the added weight could significantly affect its performance.

The front armor of the hull was 30 mm thick and placed at a 75° vertical angle. The sides were 14.5 mm thick, the rear 14.5 mm at 10° horizontal and the bottom was only 5 mm thick. The front superstructure armor was 15 (or 20 mm) thick and placed at a 30° vertical angle. The sides and rear of the superstructure were 15 mm and the top 10 mm thick. The fighting compartment was protected by only 10 mm thick all-around armor. The front armor was placed at 66°, side 73°, and rear 74° vertical angle.

 

Strangely, the “Jagdwespe” was allocated an individual ordnance inventory designation, namely Sd. Kfz. 125. This was probably done to keep the practice of the Marder family of light Panzerjäger’s taxonomy, which had received individual Sd. Kfz. Numbers, too, despite being based on existing vehicles. Initially, mostly unarmed Wespe artillery ammunition carriers were converted into Jagdwespe SPGs, but later on Wespe SPGs – primarily damaged vehicles that were refurbished – were also modified, and a few of the final newly build Wespe hulls were finished as Sd.Kfz. 125, too. However, since battle tanks still had priority, Jagdwespe production and output was only marginal, and less than 100 vehicles were completed until early 1945.

 

Like the various Marder versions before that fought on all European fronts of the war, there was a large concentration of the Jagdwespe on the Eastern Front. They were used by the Panzerjäger Abteilungen of the Panzer divisions of the Heer and served as well with several Luftwaffe units to defend airfields. Like the Marders before, the Jagdwespe's weaknesses were mainly related to survivability. The combination of a relatively high silhouette and open-top fighting compartment made them vulnerable to indirect artillery fire, aircraft strafing, and grenades. The armor was also quite thin, making them vulnerable to enemy tanks or infantry with more than light machine guns or pistols.

Operationally, the Jagdwespe was best employed in defensive or overwatch roles. They were neither assault vehicles nor tank substitutes, and the open-top compartment meant operations in crowded areas such as urban environments or other close-combat situations weren't a valid tactical option. But despite their weaknesses, they were more effective than the towed antitank guns they replaced, and the 7.5 cm Pak 42 with the extended barrel meant a significant improvement in firepower. The vehicle was small, easy to conceal for an ambush and relatively agile, so that it could quickly change position after a shot, and the Panzer II chassis was mechanically reliable, what made it popular with its crews.

  

Specifications:

Crew: Four (commander, gunner, loader/radio operator, driver)

Weight: 12.5 tonnes (27,533 lb)

Length: 4.81 m (15 ft 9 in)

6.44 m (21 ft 1 1/2 in) overall

Width: 2.28 m (7 ft 6 in)

Height: 2.21 m (7 ft 3 in)

Suspension: Leaf spring

Fuel capacity: 170 L (45 US gal)

 

Armor:

5 - 30 mm (.19 - 1.18 in)

 

Performance:

Maximum road speed: 40 km/h (25 mph)

Operational range: 220 km (137 mi) on roads

100 km (62 mi) cross-country

Power/weight: 12.7 PS/tonne

 

Engine & transmission:

6-cyl petrol Maybach HL62 TR with 140 PS (138 hp, 103 kW)

 

Armament:

1× 7.5 cm Panzerabwehrkanone 42/L 70 (7.5 cm Pak 42) with 51 rounds

1× 7.92 mm MG 34 machine gun with 2.000 rounds

  

The kit and its assembly:

This relatively simple German WWII what-if SPG was spawned from the thought that the light Wespe artillery SPG might also have been used for an anti-tank SPG, with relatively few modifications. The long-barreled 7.5 cm KwK 42/L70 appeared to be a suitable weapon for this kind of vehicle around 1944, so I tried to build a respective model.

 

The basis became the Italeri 1:72 “Wespe” kit, which is in fact a re-boxed ESCI kit. It goes together well, and you can build upper and lower hull separately for a final “marriage”. To change the Wespe’s look a little I exchanged the solid OOB wheels with those from a Panzer III, left over from a Revell/Mako kit. They are perfect in size, but due a lack of depth of their attachment openings (I only used the outer half of the Panzer III wheels) I glued them onto the hull before painting, normally I finish them separately and mount them in a final assembly step.

 

For the gun I had to improvise a little, because the open casemate would allow a good look at it. I settled for a straightforward solution in the form of a Zvezda 1:72 PaK 40. The gun was taken OOB, I just removed the wheel attachment points from its chassis and replaced the short gun barrel with a muzzle brake with a aluminum 1:72 L70 barrel for a Panther Ausf. F (with a Schmalturm) from Aber. Both elements were relatively easy to combine, and the gun shield could be taken over, too. Once the gun mount’s position in the Wespe hull was defined I narrowed the front opening a little with styrene wedges, added a deflector at its base, and reduced the height of the side walls for a coherent look. All in all the transplant looks very plausible!

Since the kit provides the option I decided to leave the driver’s hatch open and install the OOB driver figure on a raised seat. For the long barrel I scratched a support that was mounted to the front hull. Looks a bit awkward, though, because it obscures the driver’s field of view – but I could not find a better solution.

 

The only real trouble I had with the Italeri Wespe were the tracks: they were made from a really strange (and effectively horrible) vinyl material. This material repelled EVERYTHING with a kind of lotus effect – paints of any kind, even superglue! My usual method of mounting such tracks on the main wheels did not work at all, because the track would not hold at all. During these trials I also recognized that the tracks were too long – rather unusual, because 1:72 vinyl tracks tend to be too short so that some tension is needed to lengthen them properly. Two molded “links” had to be cut away, and on the kit’s box art you can see the overlength problem when you are aware of it! I guess that the ESCI designers once assumed that the tracks would be closed into a loop (= closing the track and using heat to literally weld it together) first and then forced onto/over the wheels. I was eventually able to outsmart the tracks through the massive use of superglue under the mudguards – while the tracks still do not really stick to the glue, the large surface of the dried instant adhesive keeps the tracks in place and under light tension. Not perfect, but the tracks remain in place…

  

Painting and markings:

Conservative, once more a variation of the Hinterhalt scheme. Once completed, the still separate hull, gun and shield received an overall base coat with RAL 7028 Dunkelgelb (TS-3 from a rattle can). On top of that I added vertical fields with Olivgrün (RAL 6003, Humbrol 86), and finally I applied branch-like thin stripes with a dark brown (Humbrol 98, which is darker and less reddish than the authentic RAL 8012, for a stronger contrast). The idea was to mimic dense brushes during spring and summertime, and to break up the vehicle’s outlines esp. through the brown lines. Following official camouflage practice the running gear area remained uniform Dunkelgelb, as a counter-shading measure against the upper hull, and to avoid “rotating” and therefore attention-catching color patches on the wheels when the vehicle moved.

 

Once the camouflage was completed the main wheels received rubber rims (with Revell 09 Anthracite) and the model received a dark red-brown washing. After that, the few decals were applied and overall dry-brushing with a mix of light grey and earth brown acrylic paint was done to emphasize edges and surface details, also on the gun and in the interior. Before their tedious fitting, the vinyl tracks (which came OOB in a metallic grey finish that looked really nice) had received a washing with black and brown acrylic paint as well as dry-brushing with medium grey, too.

  

A relatively simple and quick project, realized in a couple of days. The concept was quite clear, and thanks to good ingredients the result looks surprisingly plausible, with relatively few and little modifications. The different Panzer III wheels were not a necessary mod, but I like their look, and painting them while being already attached to the hull posed less problems than expected. The only real trouble came through the kit’s vinyl tracks, which I’d call rubbish and recommend a replacement. If they’d be made from a less repellant material, they’d be much easier to mount (and usable). However, the small Jagdwespe really looks like a juvenile Nashorn SPG!

 

Mongolian railways half units 2TE116UM-030 & 2TE116UM-018 seen in a stored serviceable state on Ulaanbaatar depot on 22nd September 2024.

A fine selection of former corporation buses await collection by Barnsleys bus breaking teams at the rear of the former Lancashire United depot at Hindley, or Platt Bridge as it was more commonly known. Closest to the camera is a former Wigan Titan PD2 whose Leyland badge from atop the radiator has already been removed, probably by a souvenier hunter. A former Salford Atlantean has its bonnet lifted, no doubt a fitter has been in there removing parts to keep the serviceable fleet on the road as the 0.680 engine was standard in the Atlanteans and Leopards. Next to that is a former Bolton Atlantean and two former Wigan Panthers that can just be glimpsed in the background.

A worthy entrant in the `how many signs and lamp posts can you get in one picture` competition.

 

One of quite a few Leyland`s allocated to Sutton Garage, RM 864 is about to join Tibbetts Corner from Parkside on 12 December 1981. When a shortage of serviceable ultimate destination blinds occurred it was usual practice to sacrifice the rear display as seen here.

For the last upload on a scrapyard theme, I have picked this scene at Norths on 4 November 1982 of RM`s 1402, 1629 and 1445 awaiting scrapping.

 

Looking back at this from forty years ago I`m sure many of us are resentful of the circumstances that brought about the first mass RM withdrawals. If only a different way had been found to negate the challenge to the concept of heavily reduced fares that achieved exactly what was hoped for in terms of a massive increase in public transport use alongside a massive reduction in car use. I was driving on LT at that time and clearly recall how successful the Fares Fair idea was - albeit for just a few months.

 

Who would ever have guessed as the travelling public appeared to respond so favourably to lower bus fares and quicker journeys that it would soon result in a large scale reduction in the overall fleet strength which caused fully serviceable buses to be driven to scrapyards.

 

As the end of the RM class seemed to begin in 1982 with the intent to speed up the process so that by the end of the decade they would all be gone, a later turn of events took us all by surprise. The RML class were refurbished and re-engined less than ten years after the first RM withdrawals and then many RM`s were similarly treated. Even more bizarre was the buying back of RM`s from wherever they were available with vast sums of money spent on them to return them to front line service. And if I recall correctly, it was nearly twenty years after those first mass withdrawals that we had the famous quote `only some ghastly dehumanised moron would want to get rid of the Routemaster`. Shame that wasn`t thought of sooner....

     

A stark contrast to what can be seen now at the Healey Mills 'Forest'. 4 trains are staged over the weekend with a further 4 Locos on the stabling point. Out of shot, the yard was full of wagons, both serviceable and stored examples

 

18/8/2002

Not as good as a Leitz Elmar 5cm, f/3.5 but serviceable!

  

The hot dog: you're doing it wrong.

 

The "jambon et fromage" crepe I bought from this takeaway on the Quai du Louvre was perfectly serviceable, but I might have done without the good-natured (?) anti-American heckling from the Tunisian gentleman who prepared it for me.

 

Among other things, he gave me crap about my French-speaking skill. I refrained from saying that if he thought my French sucked, he should've heard my German.

 

It should be said that the Tunisian crepe guy, the Strasbourg bitchface train girl, and a Parisian street tough who was too cool to walk *around* the line to get into Sainte-Chapelle were the only people who were at all rude to me the whole time I was in Europe. I didn't even get one single chance to say "Hey, I didn't vote for him."

Having invested in Big Bertha, it made sense to get the matching Minolta 1.4 APO II converter. The nominal lens is now 840mm, on the APC chip it is equivalent to 1300mm... Big Bertha now is terrific at magnifying every heart beat and adding vibration of its own. To be a photo-sniper (as a passing kid noted) one needs to practice. and boy, do I need that practice!

These are three serviceable images from the 500 shot around the yard today. Nik software helped.

About to depart from Cardiff for the final time with the 2Z07 22:30 Cardiff - Rhymney footex, 37406 "The Saltire Society" stands in Plarform 6 of Cardiff Central on 23/5/2000.

 

After arrival at Rhymney, the following day saw it work the 2V42 07:23 service to Radyr, then ECS to Canton where it was switched off & placed in the WNXX Pool of Stored Serviceable locomotives, before being resurrected some 3 years later.

The first of Stagecoach South East's 25 new ADL Enviro 400 MMC's to enter service was 10702,seen here in Bexhill-On-Sea in East Sussex on it's first journey in public service,the 0941 'Wave' service 99 from Silverhill to Eastbourne.It was pressed into service early due to a shortage of serviceable vehicles,hence the blinds having not been programmed.The majority of the batch are branded for 'Wave' route 100/1/2 from Hastings & St. Leonards to Dover and will enter service on 4th December 2016.

The aircraft carrier São Paulo was built in France between 1957 and 1960, and served in the French Navy as Foch. In September 2000, she was purchased by Brazil for US$30 million to replace the aged World War II-era carrier Minas Gerais, which had been in commission for over 40 years.

Displacement: 24'200 tonnes

32'800 tonnes (full load)

Length: 265 m (869 ft)

Beam: 31.7 m (104 ft)

Draught: 8.60 m (28.2 ft)

 

During its career with the Brazilian Navy, São Paulo suffered from serviceability issues and never managed to operate for more than three months at a time without the need for repairs and maintenance. On 14 February 2017, the navy announced the ship's demobilisation and subsequent decommissioning. On 12 March 2021 the carrier was sold to be scrapped,

 

source: wikipedia.org

Not great but serviceable.

British Railways Associated Rail Technologies class 142 ‘Pacer’ two car diesel-mechanical railbus unit number 142025 (55566 (nearest), 55616) of Laira Traction & Rolling Stock Maintenance Depot stands in platform 3 on the Up & Down Branch line at Liskeard railway station forming the daily 15:53 Liskeard to Looe. 15:54, Wednesday 12th August 1987

(1/250, F8)

 

Note, 142025 was built by Associated Rail Technologies (a consortium of Leyland Vehicles Limited who built the body and British Rail Engineering Limited who built the underframe) at British Rail Engineering Limited’s Derby Litchurch Lane works circa December 1985 for British Railways as number 142025. The original diesel-mechanical transmission was replaced by diesel-hydraulic transmission circa 1988 and was renumbered 142525 circa 1989. It was further renumbered 142025 in August 1991 and passed to Angel Train Contracts Limited on 1st April 1994 as part of the privatisation of British Railways, Angel Train Contracts Limited being renamed as Angel Trains Limited on 16th May 2000. 142022 was stored serviceable at Heaton Traction & Rolling Stock Maintenance Depot on 10th August 2019

 

Ref no KT/07465

659 alongside 611. I am hoping to get a bit of time to get on with a few jobs needed to get 611 roadworthy again. Fuel problems compounded by the fuel pump governor going serviceable giving a rough idle and not providing full throttle.

Class 37 number 37240 at Toton TMD on 19th December, 1987.

Having been stored un-serviceable in 1997 and moved to Wigan CRDC in June, 2000 the future looked bleak for this locomotive. It was, however, rescued for preservation and spent 16 years at the Llangollen Railway before moving to Boden Rail in December, 2018.

Hundreds of Pandrol clips litter the floor inside the platelayers hut. There's peeling paint on the hinged shelf and the bench is still perfectly serviceable although a little hard to reach. The windows and their frame are long gone. I bet it was quite cosy inside here with a stove heating the room, boiling water for some warming tea as the trains rumbled by on a cold winters day.

R982XVM (20982) is seen in Manchester City Centre at the unloading stop for the 192 from Hazel Gorve.

 

The Alexander Volvo B10M was on the 192 as part of the farewell to B10M event organised by Stagecoach, and gratefully so.

 

20982 and 20983 are the only 2 serviceable B10ms which carry passengers left in Manchester and are used on a contract that they have.

JFS986X was a Seddon Pennine VII / Alexander Y Type B53F purchased new by Eastern Scottish in March 1982 as their fleetnumber S986. Indeed it was the last new Seddon purchased by the Scottish Bus Group. It was transferred to Lowland Scottish in June 1985 and given fleetnumber 86. This view shows it working in Glasgow on hire to Kelvin Scottish and this occurred between 15th February to 11th March 1986. It remained in Eastern Scottish livery, and was working on an ex Eastern Scottish route, which was based on a service worked by Lowland Motorways of Glasgow. Eastern Scottish had bought the company in January 1958, and this created the need for a garage in the Glasgow area resulting in Baillieston depot which was opened in May 1960. Ironically these services were transferred to Midland Scottish, and were worked from Stepps depot to allow for the closure of Baillieston depot. Midland's tenure was short-lived however and the routes passed to the newly created Kelvin Scottish company, but they were desperately short of serviceable vehicles and had to borrow buses from Lowland Scottish, who provided ex Eastern Scottish Seddons in Eastern Scottish livery, working ex Eastern Scottish routes, acquired from Lowland Motorways, with buses that had Lowland in the fleetname, from a depot which replaced the one which had to be built to house the acquired services in the first place!!!!!!!!!!!! God I'm sorry I started this...........

There is always a sense of achievement when spotting registrations not captured, or not captured properly... At long last, finally caught BA's last Oneworld logo-jet. Out of a fleet of 38 Boeing 747-400's in service, 8 examples carry Oneworld logo-jet colour scheme, and so far only Boeing 747-400's within British Airways fleet do carry such colour scheme.

British Airways has recently completed its Super Hi-J conversion programme to its 18 Boeing 747-400's, however not all of the original Hi-J Boeing 747-400's were part of the conversion process. Prior to the conversion, there were 24 Boeing 747-400's in Hi-J configuration last year, however 6 were not part of the refurbishment.

The 6 Boeing 747-400's were re-configured into Mid-J configuration, the reduction of Club World seats enabling the Super Hi-J Boeing 747-400's to increase their Club World seat count. The Super Hi-J Boeing 747-400's received an increase of Club World seats from other serviceable Boeing 747-400's, or Boeing 747-400's that have been withdrawn from service.

The 6 Boeing 747-400's that were converted from Hi-J to Mid-J configuration were:

-G-BNLK/N/O/P, G-CIVM/O

The eldest Boeing 747-400's were understandably converted owing to their age plus they would be earliest examples that are due for retirement, however both G-CIVM/O are not the oldest in the fleet, however were likely chosen to be converted to Mid-J owing to higher utilisation of the airframes compared to other examples.

Currently, British Airways operates a fleet of 38 Boeing 747-400's, however by the end of 2016 will see 36 Boeing 747-400's remaining in service.

Charlie India Victor Mike is one of 8 Boeing 747-400's to carry Oneworld colours in British Airways fleet, delivered new to the carrier in June 1997 and she is powered by 4 Rolls-Royce RB211-524H engines. When delivered new, she carried Japanese-inspired Waves & Cranes World Tail colours until May 2003 when she gained BA's corporate Chatham Dockyard Union Jack colours. In April 2014, she gained Oneworld colours following G-BNLI's withdrawal. She was re-configured into Mid-J configuration in October 2015.

Boeing 747-436 G-CIVM on final approach into Runway 27L at London Heathrow (LHR) on BA54 from Johannesburg-O. R. Tambo (JNB).

This is actually a Canadian built Bolingbroke, RCAF serial ‘10201’, which is now fitted with a genuine MkI Blenhiem nose. It represents ‘L6739’, a MkI of 23sqn in September 1939.

She is seen in the safe hands of John Romain (a flying legend himself) at the 2016 Flying Legends Airshow.

Duxford, Cambridgeshire, UK.

10th July 2016.

 

The following info is from the Flying Legends website:-

 

“The Bristol Blenheim Mk.I is a truly unique British aircraft. As a type the aircrafts history is long and formative and an important milestone in the history of British aviation. Designed as a small airliner in the early 1930s by Frank Barnwell, Chief Designer of the Bristol Aircraft Company, it was funded by Lord Rothermere who named it ‘Britain First’. It proved much faster than the latest biplane fighters, with a speed of over 300mph, and Rothermere promptly donated it to the nation.

Barnwell then redesigned the aircraft as a bomber and it became the first stressed skin aircraft with hydraulic actuated undercarriage, flaps and turret to be accepted by the Royal Air Force. It was the fastest bomber of the day and it became the backbone of the RAFs light bomber force. At the start of WWII the RAF had 1089 Blenheim’s in service more than any other type.

The Blenheim bore the brunt of daylight operations during the early war years, whilst other bombers were switched to night operations, and the crews paid a heavy price. Many Blenheim’s were lost not only to fighters but to anti-aircraft fire especially when attacking ships. Even so it was well liked by its crews and Churchill paid homage to their bravery comparing them to the ‘Charge of the Light Brigade’.

The Blenheim was pressed into many roles for which it was not primarily designed, such as long range and night fighter duties. It became the first radar equipped night fighter and got the first kill using that equipment.

The first Blenheim project a Canadian licensed built MKIV, which they called Bolingbroke, was recovered in a derelict state and restored to fly after a twelve year rebuild by a small dedicated team led by a licensed aircraft engineer. It made its debut in May 1987 only to be destroyed in an accident exactly one month later, suffice to say that the accident was not due to a mechanical fault.

Determined not to be without a Blenheim another airframe was found and the same team gave themselves five years to complete the project with the aircraft flying in May 1993, it became the only flying example of a Blenheim representing the light bombers of the early war years. Flying for ten years from Duxford on behalf of the late Graham Warner, the aircraft was well known on the air show circuit and flew with great success building an enviable serviceability record amongst the vintage aircraft fraternity.

In August 2003 the aircraft suffered an accident whilst landing at Duxford, again through no mechanical fault with the aircraft, and suffered significant damage. The aircraft was dismantled with the ownership subsequently transferring to Blenheim (Duxford) Ltd in December 2003.

It was decided that the aircraft could be repaired and work started with a team jointly made up of full time staff and the original and some new volunteers. Initially work concentrated on the centre section and fuselage and it was at this stage a feasibility study was carried out to see if the aircraft could be converted to Blenheim MkI status. A MkI nose had come into possession of the team and it was realised that the production break at the rear of the fuselage was the same for all marks of Blenheim so the decision was made to go ahead with the conversion. The conversion did cause some headaches in that although the main fling controls are in the same position in the British and Canadian variants it is in the positioning of the ancillary controls such as throttles, pitch, carburetor and hydraulic controls, the positioning of instruments and the rerouting of hydraulic and electrical lines that would take time.

The MkI nose had been donated to the team and had an interesting history in its own right; it had been obtained by a Bristol employee Ralph Nelson after WWII and converted to a car. He had mounted it on an Austin Seven chassis and with help of colleagues completed the conversion. The car was battery powered and he drove the vehicle around Bristol until 1957 when it was damaged by fire. The conversion necessitated the nose being modified to create doors and interior fittings so basically destroyed the stress skin construction, so after jigging to maintain its integrity a considerable amount of manufacture of new airframe parts had to be carried out including reskinning. Fortunately Ralph had kept a considerable amount of the interior fittings and most of the control systems including the seat and these were refurbished and refitted.

A data plate in the nose revealed its build number and that it had been built by AVRO. Contact with Avro’s heritage Centre showed that the aircraft serial was L6739 being issued to 23 Squadron on 2nd September 1939. It fought throughout the Battle of Britain as a night fighter before being struck off charge in December 1940 after being damaged. Further research revealed that it had carried the codes YP-Q and a photo was found of it ground running at Wittering in February 1940. This has enabled the aircraft to be painted in the authentic colours worn in 1939-1940 and fitted with the MKI(f) gun pack.

The Mercury engines were overhauled in house being stripped down to their component parts and checked for wear and damage and reassembled. All ancillary items such as magnetos, carburettors, pumps and the many items that make up the engines examined and checked for airworthiness before being fitted.

After 11 years of painstaking work, on the 20th November 2014 Chief Pilot John Romain and James Gilmour as Flight Engineer took Blenheim MkI(f) on its maiden flight at Duxford for a successful 26 minute test flight, following some minor adjustments a further two test flights were carried out.

The Blenheim received its full Permit to fly at the end of 2014, enabling the aircraft to be ready for the 2015 season.”

Unfortunately can't date this one exactly but as Class 24 D5111 still has the D prefix then the latest would be 1969 as the prefixes were removed from October 1968 onwards.

The loco was one of the batch at Gateshead to work Consett to Tyne Dock Iron Ore trains but is seen here passing behind Newcastle Central station with just a brake van.

The loco was new to Gateshead in November 1960 and stored serviceable at Millerhill from October 1975 until it was withdrawn in February 1976.

Image from a negative in my collection by an unknown photographer.

37695 on arrival at Paignton, Saturday 7th August 1999, with 1V41 08:10 Liverpool LS - Paignton, which it had worked from Crewe!

 

The reason for the above was due to a shortage of fully serviceable 47s at Birmingham, 37695 was put on the rear of the train at Crewe, so that on arrival at Birmingham, a 47 for ETH (47851) would replace the 86/2 at the south end, meaning 37695 would be at the right end for departure to Paignton.

 

However after 695 was attached at Crewe, the 86/2 promptly failed, so that it had to run round and top it to Birmingham.

 

Both the 37&86 came off , and a 47851 attached on the back, 37 reappearing to go on the front, to depart via Camp Hill.

 

Both 695 & 47851 worked back north with 1M25 16:17 Paignton - Manchester Piccadilly to Birmingham NS, with veteran radio, television presenter and actor Nicholas Parsons on board quizzing cranks about all the fuss.

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

______________________________

Lockheed C-130 Hercules

From Wikipedia, the free encyclopedia

 

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

 

C-130 Hercules

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

USAF C-130E

Role: Military transport aircraft

National origin: United States

ManufacturerLockheed

Lockheed Martin

First flight23 August 1954

Status: In service

Primary users:

United States Air Force

United States Marine Corps

Royal Air Force

Royal Canadian Air Force

Produced: 1954–present

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

Unit cost

C-130E $11.9 million[2]

C-130H $30.1 million[3]

Variants:

AC-130 Spectre/Spooky

Lockheed DC-130

Lockheed EC-130

Lockheed HC-130

Lockheed Martin KC-130

Lockheed LC-130

Lockheed MC-130

Lockheed WC-130

Lockheed L-100 Hercules

Developed into: Lockheed Martin C-130J Super Hercules

 

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

 

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

airborne assault,

search and rescue,

scientific research support,

weather reconnaissance,

aerial refueling,

maritime patrol, and

aerial firefighting.

 

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

 

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

 

Contents [hide]

1Design and development

1.1Background and requirements

1.2Design phase

1.3Improved versions

1.4More improvements

1.5Later models

1.6Next generation

1.7Upgrades and changes

1.8Replacement

2Operational history

2.1Military

2.2Civilian

3Variants

4Operators

5Accidents

6Aircraft on display

6.1Australia

6.2Canada

6.3Colombia

6.4Indonesia

6.5Norway

6.6Saudi Arabia

6.7United Kingdom

6.8United States

7Specifications (C-130H)

8See also

9References

10External links

Design and development[edit]

 

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

Background and requirements[edit]

 

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

 

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

 

Design phase[edit]

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

 

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

 

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

 

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

 

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

 

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

 

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

 

Improved versions[edit]

 

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

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

 

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

 

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

 

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

 

More improvements[edit]

 

Royal Australian Air Force C-130H, 2007

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

 

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

 

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

  

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

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

 

Later models[edit]

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

  

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

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

 

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

 

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

 

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

 

Next generation[edit]

Main article: Lockheed Martin C-130J Super Hercules

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

 

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

 

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

 

Upgrades and changes[edit]

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

 

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

 

Replacement[edit]

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

 

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

 

Operational history[edit]

 

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Military[edit]

 

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

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

 

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

 

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

 

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

 

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

 

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

 

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

  

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

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

 

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

 

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

  

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

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

 

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

 

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

  

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

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

 

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

 

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

  

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

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

 

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

 

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

 

Civilian[edit]

 

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

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

 

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

 

Variants[edit]

 

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C-130H Hercules flight deck

 

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

 

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

 

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

 

Brazilian Air Force C-130 (L-382)

For civilian versions, see Lockheed L-100 Hercules.

Significant military variants of the C-130 include:

 

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

Tactical airlifter basic models

C-130A-II Dreamboat

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

C-130J Super Hercules

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

C-130K

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

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

Gunship variants

C-130D/D-6

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

CC-130E/H/J Hercules

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

DC-130A/E/H

USAF and USN Drone control

EC-130

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

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

EC-130E Rivet Rider – Airborne psychological warfare aircraft

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

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

GC-130

Permanently Grounded "Static Display"

HC-130

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

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

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

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

JC-130

Temporary conversion for flight test operations

KC-130F/R/T/J

United States Marine Corps aerial refueling tanker and tactical airlifter

LC-130F/H/R

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

MC-130

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

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

MC-130P Combat Shadow – Special operations tanker

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

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

NC-130

Permanent conversion for flight test operations

PC-130/C-130-MP

Maritime patrol

RC-130A/S

Surveillance aircraft for reconnaissance

SC-130J Sea Herc

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

TC-130

Aircrew training

VC-130H

VIP transport

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

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

_________________________________

IMG_5181

Withdrawn class 506 unit coach M59408, still in BR blue livery, along with M59506/59606. The remaining vehicles from these two sets had earlier been combined to form a serviceable class 506 unit, with two coaches in BR blue and one in blue/grey.

From 'Street Life in London', 1877, by John Thomson and Adolphe Smith:

 

“At Clapham Common - where the accompanying photograph was taken - Hampstead, Greenwich, Battersea Park, etc etc, on a broiling summer's day, there is a great demand for light, refreshing drinks, and more than £ I may be taken during one day by those who have a sufficient supply of ginger-beer with them, or some friend who can bring a fresh stock in the course of the afternoon. In ordinary times, however, twenty shillings a week net profit is considered a very fair reward for selling ginger-beer in the streets. Apart from the very hot days, and the pleasure-g rounds around the metropolis, the best time and place for the sale is near the closed public-houses on a Sunday morning. The enormous number of persons who have spent their Saturday evening and wages in getting lamentably drunk, come out in the morning •with their throats parched and are glad of anything that will relieve the retributive thirst from which they suffer. Ginger-beer, under these circumstances, is particularly effective in restoring tone and mitigating the consequences of intemperance; and these are facts which readily account for the large sales effected on Sunday mornings.”

[…]

“The real "mush-fakers" are men who not only sell, but can mend and make umbrellas. Wandering from street to street, with a bundle of old umbrellas and a few necessary tools under their arm, they inquire for umbrellas to mend from house to house. When their services are accepted, they have two objects in view. First, having obtained an umbrella to mend, they prefer sitting out doing the work in the street, in front of the house. This attracts the attention of the neighbours, and the fact that they have been entrusted with work by the inhabitants of one house generally brings more custom from those who live next door. When the job is terminated, the “mush-faker " looks about him, as he enters the house, in quest of an umbrella which has passed the mending stage ; and, in exchange for the same, offers to make a slight reduction in his charge. Thus he gradually obtains a stock of very old umbrellas, and by taking the good bits from one old "mushroom” and adding it to another, he is able to make, out of two broken and torn umbrellas, a tolerably stout and serviceable gingham.

 

For the full story, and other photographs and commentaries, follow this link and click through to the PDF file at the bottom of the description

archives.lse.ac.uk/Record.aspx?src=CalmView.Catalog&i...

Together with the Avro Vulcan and the Vickers Valiant, the Handley Page Victor formed a trio of 'V-bombers' that entered service with the Royal Air Force as Britain's nuclear deterrent during the Cold War. This aircraft, XL231, made its maiden flight on 28 December 1961, and on 1 February 1962, became the first Victor B2 to be taken on strength with the newly re-formed No. 139 (Jamaica) Squadron at RAF Wittering in Cambridgeshire. Sharing the station was No. 100 Squadron, which also flew the Victor B2, and collectively the two squadrons formed what became known as the Wittering Wing. Initially, the aircraft of both squadrons were painted in a nuclear-flash-proof white, and operated at high altitude and high Mach numbers, with their crews requiring partial pressure suits. The aircraft were capable of carrying up to thirty-five 1,000lb bombs or the free-fall Blue Danube atomic bomb.

 

In 1963, the Avro Blue Steel stand-off nuclear missile became operational for both the Vulcan and the Victor bombers. This necessitated the aircraft of the Wittering Wing being fitted with a special cradle mechanism in the bomb bay, together with bomb doors that contoured to the missile, which was carried semi-externally and had to be adapted with a folding lower fin in order for the Victor to accommodate it.

 

The following year saw a change in tactics for the V-bombers as it became apparent that Soviet surface-to-air missiles were becoming increasingly capable of shooting down high-altitude aircraft, and so operations switched to low level. The aircraft's upper surfaces were repainted in a grey/green camouflage scheme, and the crews no longer needed to wear pressure suits. Incapable of withstanding low-level buffeting that caused severe metal fatigue, the Valiant was withdrawn from operations in 1965. Three years later, the same fate befell the Victor, and for the same reason. The Royal Navy's Polaris submarines took over the nuclear deterrent role, and the Victor bomber squadrons were disbanded. Blue Steel was withdrawn in 1970, and the Vulcan fleet reverted to conventional bomb delivery systems.

 

The Wittering Victors were flown back to Handley Page pending their conversion to air-to-air refueling tankers, a contract that was eventually awarded to Hawker Siddeley after Handley Page filed for bankruptcy in 1970 and folded soon afterwards. XL231 was selected as the prototype K2 tanker aircraft and began trials in 1972. Trials continued until 1977, when XL231 was taken back on strength with No. 57 Squadron at RAF Marham in Norfolk, joining a K2 Tanker Wing that had been providing the RAF's entire air-to-air refueling support since 1975.

 

Operations in the South Atlantic in 1982-85 placed a great burden on the Victors, and metal fatigue started to build up once again, causing No. 57 Squadron to disband in 1986. Its remaining aircraft were transferred to No. 55 Squadron, which was deployed to Bahrain from December 1990 until February 1991, during Operation Desert Storm. It was during this conflict that XL231 received iconic nose art naming the aircraft ’Lusty Lindy’ in 'honour' of its crew chief’s wife!

 

No. 55 Squadron also disbanded on 15 October 1993 after its remaining Victors finally succumbed to metal fatigue. On that day, XL231 made its last official RAF flight as part of a Victor disbandment flypast at Marham. It was followed by XL231's last-ever flight on 25 November 1993, to the former RAF Elvington, near York, for display at the Yorkshire Air Museum, where a team of dedicated volunteers maintain the aircraft in serviceable and taxi-able condition.

Indian Air Force maintainers prepare their Sukhoi Su-30MKI (NATO reporting name: "Flanker-H") aircraft during Red Flag 08-04 at Nellis Air Force Base, Nev., Aug. 6, 2008. Red Flag is a multinational advanced aerial combat training exercise.

  

From Wikipedia, the free encyclopedia

 

The Sukhoi Su-30MKI (NATO reporting name: "Flanker-H") is a twinjet multirole air superiority fighter developed by Russia's Sukhoi and built under licence by India's Hindustan Aeronautics Limited (HAL) for the Indian Air Force (IAF). A variant of the Sukhoi Su-30, it is a heavy, all-weather, long-range fighter.

 

Development of the variant started after India signed a deal with Russia in 2000 to manufacture 140 Su-30 fighter jets. The first Russian-made Su-30MKI variant was accepted into the Indian Air Force in 2002, while the first indigenously assembled Su-30MKI entered service with the IAF in 2004. The IAF had 240 Su-30MKIs in service as of October 2017. The Su-30MKI is expected to form the backbone of the Indian Air Force's fighter fleet to 2020 and beyond.

 

The aircraft is tailor-made for Indian specifications and integrates Indian systems and avionics as well as French and Israeli sub-systems. It has abilities similar to the Sukhoi Su-35 with which it shares many features and components.

  

Origins and acquision

The Su-30MKI was designed by Russia's Sukhoi Corporation beginning in 1995 and built under licence by India's Hindustan Aeronautics Limited (HAL). The Su-30MKI is derived from the Sukhoi Su-27 and has a fusion of technology from the Su-37 demonstrator and Su-30 program, being more advanced than the Su-30MK and the Chinese Su-30MKK/MK2. Russia's Defence Ministry was impressed with the type's performance envelope and ordered 30 Su-30SMs, a localised Su-30MKI, for the Russian Air Force. It features state of the art avionics developed by Russia, India and Israel for display, navigation, targeting and electronic warfare; France and South Africa provided other avionics.

 

After two years of evaluation and negotiations, on 30 November 1996, India signed a US$1.462 billion deal with Sukhoi for 50 Russian-produced Su-30MKIs in five batches. The first batch were eight Su-30MKs, the basic version of Su-30. The second batch were to be 10 Su-30Ks with French and Israeli avionics. The third batch were to be 10 Su-30MKIs featuring canard foreplanes. The fourth batch of 12 Su-30MKIs and final batch of 10 Su-30MKIs were to have the AL-31FP turbofans.

 

In October 2000, a memorandum of understanding (MoU) was signed for Indian licence-production of 140 Su-30MKIs; in December 2000, a deal was sealed at Russia's Irkutsk aircraft plant for full technology transfer. The first Nasik-built Su-30MKIs were to be delivered by 2004, with staggered production until 2017–18. In November 2002, the delivery schedule was expedited with production to be completed by 2015. An estimated 920 AL-31FP turbofans are to be manufactured at HAL's Koraput Division, while the mainframe and other accessories are to be manufactured at HAL's Lucknow and Hyderabad divisions. Final integration and test flights of the aircraft are carried out at HAL's Nasik Division. Four manufacturing phases were outlined with progressively increasing Indian content: Phase I, II, III and IV. In phase I, HAL manufactured the Su-30MKIs from knocked-down kits, transitioning to semi knocked-down kits in phase II and III; in phase IV, HAL produced aircraft from scratch from 2013 onwards.

 

In 2007, another order of 40 Su-30MKIs was placed. In 2009, the planned fleet strength was to be 230 aircraft. In 2008, Samtel HAL Display Systems (SHDS), a joint venture between Samtel Display Systems and HAL, won a contract to develop and manufacture multi-function avionics displays for the MKI. A helmet mounted display, Topsight-I, based on technology from Thales and developed by SHDS will be integrated on the Su-30MKI in the next upgrade. In March 2010, it was reported that India and Russia were discussing a contract for 42 more Su-30MKIs. In June 2010, it was reported that the Cabinet Committee on Security had cleared the ₹15,000 crore (US$2.2 billion) deal and that the 42 aircraft would be in service by 2018.

 

By August 2010, the cost increased to $4.3 billion or $102 million each. This increased unit cost compared to the previous unit cost of $40 million in 2007, has led to the rumours that these latest order of 42 Su-30MKIs are for the Strategic Forces Command (SFC) and these aircraft will be optimised and hardwired for nuclear weapons delivery. The SFC had previously submitted a proposal to the Indian Defence Ministry for setting up two dedicated squadrons of fighters consisting of 40 aircraft capable of delivering nuclear weapons.

 

HAL expected that indigenisation of the Su-30MKI programme would be completed by 2010; V. Balakrishnan, general manager of the Aircraft Manufacturing Division stated that "HAL will achieve 100 per cent indigenisation of the Sukhoi aircraft – from the production of raw materials to the final plane assembly". As of 2017, HAL manufactures more than 80% of the aircraft. On 11 October 2012, the Indian Government confirmed plans to buy another 42 Su-30MKI aircraft. On 24 December 2012, India ordered assembly kits for 42 Su-30MKIs by signing a deal during President Putin's visit to India. This increases India's order total to 272 Su-30MKIs.

 

In June 2018, India has reportedly decided not order any further Su-30s as they feel its cost of maintenance is very high compared to Western aircraft.

 

Upgrades

In 2004, India signed a deal with Russia to domestically produce the Novator K-100 missile, designed to shoot down airborne early warning and control (AEW&C) and C4ISTAR aircraft, for the Su-30MKI. Although not initially designed to carry nuclear or strategic weapons, in 2011, there were plans to integrate the nuclear-capable Nirbhay missile as well.

 

In May 2010, India Today reported that Russia had won a contract to upgrade 40 Su-30MKIs with new radars, onboard computers, electronic warfare systems and the ability to carry the BrahMos cruise missile. The first two prototypes with the "Super-30" upgrade will be delivered to the IAF in 2012, after which the upgrades will be performed on the last batch of 40 production aircraft. The Brahmos missile integrated on the Su-30MKI will provide the capability to attack ground targets from stand-off ranges of around 300 km. On 25 June 2016, HAL conducted the first test flight of a Su-30MKI fitted with a BrahMos-A missile from Nashik, India. The first air launch of BrahMos from a Su-30MKI was successfully carried out on 22 November 2017.

 

India is planning to upgrade its Su-30MKI fighters with Russian Phazotron Zhuk-AE Active electronically scanned array (AESA) radars. The X band radar can track 30 aerial targets in the track-while-scan mode and engage six targets simultaneously in attack mode. AESA technology offers improved performance and reliability compared with traditional mechanically scanned array radars. On 18 August 2010, India's Minister of Defence A K Antony stated the current estimated cost for the upgrade was ₹10,920 crore (US$2 billion) and the aircraft are likely to be upgraded in phases beginning in 2012.

 

The Indian Defence Ministry proposed several upgrades for the Su-30MKI to the Indian Parliament, including the fitting of Russian Phazotron Zhuk-AE AESA radars starting in 2012. During MMRCA trials the Zhuk-AE AESA radar demonstrated significant capabilities, including ground-mapping modes and the ability to detect and track aerial targets. At the 2011 MAKS air-show, Irkut chairman Alexy Fedorov offered an upgrade package with an improved radar, and reduced radar signature to the Indian fleet to make them "Super Sukhois".

 

In 2012, upgrades of the earlier 80 Su-30MKIs involves equipping them with stand-off missiles with a range of 300 km; a request for information (ROI) was issued for such weapons. In 2011, India issued a request for information to MBDA for the integration of the Brimstone ground attack missile and the long-range Meteor air-to-air missile.

 

In February 2017, it was reported that the planes would be upgraded with AL-41F turbofan engines, same as the ones on Sukhoi Su-35. In August 2017, the Indian government cleared a proposal of Rs. 30,000 crore to equip the planes with new reconnaissance pods.

  

Design

 

Characteristics

The Su-30MKI is a highly integrated twin-finned aircraft. The airframe is constructed of titanium and high-strength aluminium alloys. The engine intake ramps and nacelles are fitted with trouser fairings to provide a continuous streamlined profile between the nacelles and the tail beams. The fins and horizontal tail consoles are attached to tail beams. The central beam section between the engine nacelles consists of the equipment compartment, fuel tank and the brake parachute container. The fuselage head is of semi-monocoque construction and includes the cockpit, radar compartments and the avionics bay.

 

Su-30MKI aerodynamic configuration is a longitudinal triplane with relaxed stability. The canard increases the aircraft lift ability and deflects automatically to allow high angle of attack (AoA) flights allowing it to perform Pugachev's Cobra. The integral aerodynamic configuration combined with thrust vectoring results in extremely capable manoeuvrability, taking off and landing characteristics. This high agility allows rapid deployment of weapons in any direction as desired by the crew. The canard notably assists in controlling the aircraft at large angles-of-attack and bringing it to a level flight condition. The aircraft has a fly-by-wire (FBW) with quadruple redundancy. Dependent on flight conditions, signals from the control stick position transmitter or the FCS may be coupled to remote control amplifiers and combined with feedback signals from acceleration sensors and rate gyros. The resultant control signals are coupled to the high-speed electro-hydraulic actuators of the elevators, rudders and the canard. The output signals are compared and, if the difference is significant, the faulty channel is disconnected. FBW is based on a stall warning and barrier mechanism which prevents stalls through dramatic increases of control stick pressure, allowing a pilot to effectively control the aircraft without exceeding the angle of attack and acceleration limitations. Although the maximum angle of attack is limited by the canards, the FBW acts as an additional safety mechanism.

 

The Su-30MKI has a range of 3,000 km with internal fuel which ensures a 3.75 hour combat mission. Also, it has an in-flight refueling (IFR) probe that retracts beside the cockpit during normal operation. The air refueling system increases the flight duration up to 10 hours with a range of 8,000 km at a cruise height of 11 to 13 km.[citation needed] Su-30MKIs can also use the Cobham 754 buddy refueling pods.

 

The Su-30MKIs radar cross-section (RCS) is reportedly from 4 to 20 square metres.

 

Cockpit

The displays include a customised version of the Israeli Elbit Su 967 head-up display (HUD) consisting of bi-cubic phase conjugated holographic displays and seven multifunction liquid-crystal displays, six 127 mm × 127 mm and one 152 mm × 152 mm. Flight information is displayed on four LCD displays which include one for piloting and navigation, a tactical situation indicator, and two for display systems information including operating modes and overall status. Variants of this HUD have also been chosen for the IAF's Mikoyan MiG-27 and SEPECAT Jaguar upgrades for standardisation. The rear cockpit has a larger monochrome display for air-to-surface missile guidance.

 

The Su-30MKI on-board health and usage monitoring system (HUMS) monitors almost every aircraft system and sub-system, and can also act as an engineering data recorder. From 2010, indigenously designed and built HUDs and Multi-Function Displays (MFD) were produced by the Delhi-based Samtel Group Display Systems.

 

The crew are provided with zero-zero NPP Zvezda K-36DM ejection seats. The rear seat is raised for better visibility. The cockpit is provided with containers to store food and water reserves, a waste disposal system and extra oxygen bottles. The K-36DM ejection seat is inclined at 30°, to help the pilot resist aircraft accelerations in air combat.

 

Avionics

The forward-facing NIIP N011M Bars (Panther) is a powerful integrated passive electronically scanned array radar. The N011M is a digital multi-mode dual frequency band radar. The N011M can function in air-to-air and air-to-land/sea mode simultaneously while being tied into a high-precision laser-inertial or GPS navigation system. It is equipped with a modern digital weapons control system as well as anti-jamming features. N011M has a 400 km search range and a maximum 200 km tracking range, and 60 km in the rear hemisphere. The radar can track 15 air targets and engage 4 simultaneously. These targets can even include cruise missiles and motionless helicopters. The Su-30MKI can function as a mini-AWACS as a director or command post for other aircraft. The target co-ordinates can be transferred automatically to at least four other aircraft. The radar can detect ground targets such as tanks at 40–50 km. The Bars radar will be replaced by Zhuk-AESA in all Su-30MKI aircraft.

 

OLS-30 laser-optical Infra-red search and track includes a day and night FLIR capability and is used in conjunction with the helmet mounted sighting system. The OLS-30 is a combined IRST/LR device using a cooled, broad waveband sensor. Detection range is up to 90 km, while the laser ranger is effective to 3.5 km. Targets are displayed on the same LCD display as the radar. Israeli LITENING targeting pod is used to target laser guided munitions. The original Litening pod includes a long range FLIR, a TV camera, laser spot tracker to pick up target designated by other aircraft or ground forces, and an electro-optical point and inertial tracker, which enables engagement of the target even when partly obscured by clouds or countermeasures; it also integrates a laser range-finder and flash-lamp powered laser designator for the delivery of laser-guided bombs, cluster and general-purpose bomb.

 

The aircraft is fitted with a satellite navigation system (A-737 GPS compatible), which permits it to make flights in all weather, day and night. The navigation complex includes the high accuracy SAGEM Sigma-95 integrated global positioning system and ring laser gyroscope inertial navigation system. Phase 3 of further development of the MKI, will integrate avionic systems being developed for the Indo-Russian Fifth Generation Fighter Aircraft programme.

 

Sukhoi Su-30MKI has electronic counter-measure systems. The RWR system is of Indian design, developed by India's DRDO, called Tarang, (Wave in English). It has direction finding capability and is known to have a programmable threat library. The RWR is derived from work done on an earlier system for India's MiG-23BNs known as the Tranquil, which is now superseded by the more advanced Tarang series. Elta EL/M-8222 a self-protection jammer developed by Israel Aircraft Industries is the MKI's standard EW pod, which the Israeli Air Force uses on its F-15s. The ELTA El/M-8222 Self Protection Pod is a power-managed jammer, air-cooled system with an ESM receiver integrated into the pod. The pod contains an antenna on the forward and aft ends, which receive the hostile RF signal and after processing deliver the appropriate response.

 

Propulsion

The Su-30MKI is powered by two Lyulka-Saturn AL-31FP turbofans, each rated at 12,500 kgf (27,550 lbf) of full after-burning thrust, which enable speeds of up to Mach 2 in horizontal flight and a rate of climb of 230 m/s. The mean time between overhaul is reportedly 1,000 hours with a full-life span of 3,000 hours; the titanium nozzle has a mean time between overhaul of 500 hours. In early 2015, Defence Minister Manohar Parrikar stated before Parliament that the AL-31FP had suffered numerous failures, between the end of 2012 and early 2015, a total of 69 Su-30MKI engine-related failures had occurred; commons causes were bearing failures due to metal fatigue and low oil pressure, in response several engine modifications were made to improve lubrication, as well as the use of higher quality oil and adjustments to the fitting of bearings.

 

The Su-30MKIs AL-31FP powerplant built on the earlier AL-31FU, adding two-plane thrust vectoring nozzles are mounted 32 degrees outward to longitudinal engine axis (i.e. in the horizontal plane) and can be deflected ±15 degrees in one plane. The canting allows the aircraft to produce both roll and yaw by vectoring each engine nozzle differently; this allows the aircraft to create thrust vectoring moments about all three rotational axes, pitch, yaw and roll. Engine thrust is adjusted via a conventional engine throttle lever as opposed to a strain-gauge engine control stick. The aircraft is controlled by a standard control stick. The pilot can activate a switch for performing difficult maneuvers; while this is enabled, the computer automatically determines the deflection angles of the swiveling nozzles and aerodynamic surfaces.

  

Operational history

 

The Sukhoi Su-30MKI is the most potent fighter jet in service with the Indian Air Force in the late 2000s. The MKIs are often fielded by the IAF in bilateral and multilateral air exercises. India exercised its Su-30MKIs against the Royal Air Force's Tornado ADVs in October 2006. This was the first large-scale bilateral aerial exercise with any foreign air force during which the IAF used its Su-30MKIs extensively. This exercise was also the first in 43 years with the RAF. During the exercise, the RAF Air Chief Marshal Glenn Torpy was given permission by the IAF to fly the MKI. RAF's Air Vice Marshal, Christopher Harper, praised the MKIs dogfight ability, calling it "absolutely masterful in dogfights".

 

In July 2007, the Indian Air Force fielded the MKI during the Indra-Dhanush exercise with Royal Air Force's Eurofighter Typhoon. This was the first time that the two jets had taken part in such an exercise. The IAF did not allow their pilots to use the radar of the MKIs during the exercise so as to protect the highly classified N011M Bars. Also in the exercise were RAF Tornado F3s and a Hawk. RAF "Tornado" pilots were candid in their admission of the Su-30MKIs superior manoeuvring in the air, and the IAF pilots were impressed by the Typhoons agility.

 

In 2004, India sent Su-30MKs, an earlier variant of the Su-30MKI, to take part in war games with the United States Air Force (USAF) during Cope India 04. The results have been widely publicised, with the Indians winning "90% of the mock combat missions" against the USAF's F-15C. The parameters of the exercise heavily favored the IAF; none of the six 3rd Wing F-15Cs were equipped with the newer long-range, active electronically scanned array (AESA) radars and, at India's request, the U.S. agreed to mock combat at 3-to-1 odds and without the use of simulated long-range, radar-guided AIM-120 AMRAAMs for beyond-visual-range kills. In Cope India 05, the Su-30MKIs reportedly beat the USAF's F-16s.

 

In July 2008, the IAF sent 6 Su-30MKIs and 2 Il-78MKI aerial-refueling tankers, to participate in the Red Flag exercise. The IAF again did not allow their pilots to use the radar of the MKIs during the exercise so as to protect the highly classified N011M Bars. In October 2008, a video surfaced on the internet which featured a USAF colonel, Terrence Fornof, criticising Su-30MKIs performance against the F-15C, engine serviceability issues, and high friendly kill rate during the Red Flag exercise. Several of his claims were later rebutted by the Indian side and the USAF also distanced itself from his remarks.

 

In June 2010, India and France began the fourth round of their joint air exercises, "Garuda", at the Istres Air Base in France. During Garuda, the IAF and the French Air Force were engaged in various missions ranging from close combat engagement of large forces, slow mover protection, protecting and engaging high value aerial assets. This exercise marked the first time the Su-30MKI took part in a military exercise in France.

 

The Indian Air Force first took part in the United States Air Force's Red Flag exercise in 2008. Participating in Red Flag costs the IAF ₹ 100 crore (US$17.5 million) each time. To reduce costs, the IAF decided to take part once every five years. The IAF is taking part in the Red Flag exercise in July 2013, at Nellis Air Force Base, Nevada, United States. For the exercise, it is dispatching eight Su-30MKIs, two Lockheed C-130J Hercules tactical aircraft, two Ilyushin Il-78 (NATO reporting name Midas) mid-air refueling tankers, one Ilyushin Il-76 (NATO reporting name Candid) heavy-lift aircraft, and over 150 personnel.

 

The IAF again fielded its MKIs in the Garuda-V exercise with France in June 2014, where they manoeuvred in mixed groups with other IAF aircraft and French Rafales.

 

On 21 July 2015, India and UK began the bilateral exercise named Indradhanush with aircraft operating from three Royal Air Force bases. The exercises included both Beyond Visual Range (BVR) and Within Visual Range (WVR) exercises between the Su-30MKI and Eurofighter Typhoon. Indian media reported the results were in favour of the IAF with a score of 12-0 at WVR engagements. They also claim that the IAF Su-30MKIs held an edge over the Typhoons in BVR engagements though not in as dominating a manner. The RAF issued a statement that the results being reported by the Indian media did not reflect the results of the exercise. According to Aviation International News In close combat, thrust vector control on the Flankers more than compensated for the greater thrust-to-weight ratio of the Typhoon.

 

On 27 February 2019, the Pakistani Air Force stated that it had downed an Indian Sukhoi Su-30MKI in an aerial skirmish. The Indian Air Force said this statement was a cover up for the loss of a Pakistani F-16 fighter, stating that all Sukhoi aircraft that were dispatched returned safely.

 

On 4 March 2019, an Indian Su-30MKI shot down a Pakistani drone in Indian airspace, according to local media reports.

The loaned Glasgow Tridents which arrived in Aberdeen back in August today started their return to Glasgow, having been made surplus following the return to service of the now refurbished Gemini deckers.

 

Seen here earlier in the week are the seven serviceable Tridents lined up withdrawn ready for collection at the back of King Street Depot. The eighth was outside the workshops.

 

What should have been the return of all eighteen has instead seen ten retained, a sensible move given that a number of duties across many routes now require deckers due to capacity constraints.

 

32995 heads a line up at the rear of King Street. Behind it order of closeness to camera are 32921/58/60/5/70 & 32816.

The BF109G-2 variant appeared in May 1942, but this particular example, (Yugoslav Air Force serial 9663, c/n 741702), which came from Bulgaria, has undergone a lot of German, Bulgarian and Yugoslav technical changes and modifications. This example was retired on 22nd September 1952, and delivered to the Air Museum. It is the one of only two "survived” Me 109 G-2s in the world.

 

The Royal Yugoslav Air Force (VVKJ) operated the German Messerschmitt Bf 109E-3 fighter aircraft from August 1939 to April 1941. During that period, the VVKJ obtained 73 Messerschmitt Bf 109E-3s from Germany, marking the second-largest export sale of the model. When the country was drawn into World War II by the German-led Axis invasion of April 1941, a total of 46 Yugoslav Messerschmitt Bf 109E-3s were serviceable. They achieved some successes against Luftwaffe aircraft, but all Yugoslav Messerschmitt Bf 109E-3s were destroyed or captured during the 11-day invasion.

 

During World War II, the Yugoslav Partisans captured ten Messerschmitt Bf 109s. These small numbers were boosted by a 1947 agreement with Bulgaria, under which Yugoslavia eventually received about 120 G and K variant aircraft to help equip the fledgling Yugoslav Air Force. Due to lack of spare parts, all Yugoslav Bf 109s were withdrawn from service in 1954.

Three Bell UH1-Ds, or Hueys, on Stanley racecourse. They were serviceable at the surrender of Argentinian forces but were subsequently vandalised. Re-scanned slide at www.flickr.com/photos/hectorpatrick/15068759246/

For some reason the 16.55 London Bridge to Brighton was running on the down slow line through Penge West on this day. Certain peak trains were formed of loco and coaches at this time owing to a shortage of serviceable multiple units. This loco, built by English Electric in 1966 as E6029 was re-engined and renumbered in January 2015 and is now used on Scottish Sleeper services as 73971.

Between 1963 and 1967, S. Morgan Ltd and R. Store Ltd took delivery of six Guy Arab V double deckers. They were fitted with 73-seat front-entrance bodies by Charles H. Roe of Crossgates, Leeds. The first was 891GWT and this also became the last, as it was the only serviceable Guy bus in the fleet at the time of take-over by SYPTE.

It is seen here at Christ Church barely three months old and would serve the company for another 15 years.

+++ DISCLAIMER +++

Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!

  

Some background:

The Royal Iraqi Air Force (RIrAF) considered its founding day as 22 April 1931, when the first pilots flew in from training in the United Kingdom. The RIrAF was first used in combat against the revolts by tribes in Diwaniya and Rumaytha southern Iraq in 1934 under order of Bakr Sidqi, where it suffered its first combat loss.

 

Its first combat against another conventional military was in the 1941 Anglo-Iraqi War when the Iraqi government made a bid for full independence following a coup by Rashid Ali against pro-British Iraqi leaders. The RIrAF was destroyed as a fighting force, resulting in an alliance with the Axis which involved Luftwaffe aircraft (painted in Iraqi markings) and Italian Regia Aeronautica aircraft assisting Iraqi ground forces.

The German units were Special Staff F and Fliegerführer Irak, who commanded the so-called Sonderkommando Junck.

 

On 1 April 1941, Rashid Ali and members of the "Golden Square" led a coup d'état in Iraq. During the time leading up to the coup, Rashid Ali's supporters had been informed that Germany was willing to recognize the independence of Iraq from the British Empire, there had also been discussions on matériel being sent to support the Iraqis and other Arab factions in fighting the British.

 

The resulting Anglo-Iraqi War started on 2 May. According to British Prime Minister Winston Churchill, the “vigorous instructions” provided by Hitler were "belated" and developed at a time when “all chance of useful Axis intervention had passed.”

 

On 3 May Dr. Fritz Grobba, German ambassador, secretly returned to Iraq to head up a diplomatic mission to channel support to the Rashid Ali regime. Grobba's mission was accompanied by a military force commanded by the Oberkommando der Wehrmacht, or OKW (the High Command of the Armed Forces).

The military mission had the cover name 'Sonderstab F' (Special Staff F); it included components from the Abwehr-based Brandenburgers and from the Luftwaffe. Sonderstab F was commanded by General der Flieger Hellmuth Felmy.

 

While Felmy was a General der Flieger, he did not command the air component of Sonderstab F. General Felmy commanded Sonderstab F from Greece and it was Major Axel von Blomberg who flew to Iraq. He was the commander of the reconnaissance group in Iraq until his untimely death. Had he lived, von Blomberg was to integrate the Luftwaffe component, Fliegerführer Irak, with Iraqi armed forces in operations against the British. In addition, he and other members of the Brandenburger Regiment were to raise a German-led Arab Brigade (Arabische Brigade). The brigade was to have been raised in Iraq from the thousands of Arab volunteers available from Iraq, from Syria, from Palestine, from Saudi Arabia, and from throughout the Arab world. After his death and after the mission was a failure, the small group of German Military Intelligence (Abwehr) officers who followed him discussed the destruction of all oil facilities in Iraq. But this was pure fantasy for the four Brandenburgers available.

 

On 6 May, in accordance with the "Paris Protocols", Germany concluded a deal with the Vichy French government to release war matériel, including aircraft, from sealed stockpiles in Syria and transport them to the Iraqis. The French also agreed to allow the passage of other weapons and stores as well as loaning several air bases in northern Syria, to Germany, for the transport of their aircraft to Iraq.

 

Also on 6 May, Luftwaffe Oberst Werner Junck received instructions in Berlin that he was to take a small force of aircraft to Iraq. That force was 'Fliegerführer Irak' (Commander of Aviation Iraq) and also known as 'Sonderkommando Junck'. The aircraft of 'Sonderkommando Junck' had Iraqi markings and operated from an air base in Mosul, some 240 miles north of Baghdad.

 

'Fliegerführer Irak' was to consist of a squadron of Messerschmitt Bf 110 fighters (12 aircraft) from IV/ZG 76, a squadron of Heinkel 111 bombers (12 aircraft) and Messerschmitt Bf 109 fighters (12 aircraft) from IX/JG 52. These Bf 109s were relatively new E-7 types, the E-7 entered service and seeing combat at the end of August 1940. The aircraft for Fliegerführer Irak' received tropical equipment like a dust filter for the engine as well as a quick camouflage update on their transfer via Greece from the Russian front.

One of the limitations of the earlier Bf 109E was their short range of 660 km (410 mi) and limited endurance, as the design was originally conceived as a short-range interceptor. The E-7 rectified this problem as it was the first subtype to be able to carry a drop tank, usually a 300 L (80 US gal) capacity unit mounted on a rack under the fuselage, which increased their range to 1,325 km (820 mi).

Alternatively, a bomb could be fitted and the E-7 could be used as a Jabo fighter-bomber.

 

In addition, to assist in transporting the force to Iraq, Junck was lent 13 Junkers 52 and Junkers 90 transport aircraft. All but three of these transports had to be returned to Greece immediately to prepare for the invasion of Crete, though.

 

On 23 May, the instructions for Sonderstab F were detailed by Directive No. 30 (Weisung Nr. 30). It detailed German intervention in support of Arab nationalists who seized the government in Iraq and were being confronted by the British Army (10th Indian Infantry Division). The mission included a Brandenburger Regiment, a German Air Force (Luftwaffe), and a German Foreign Office (Auswärtiges Amt) component. Many members of the various mission components had received orders prior to 23 May and were in Iraq at the time Weisung Nr. 30 was issued.

 

In accordance with ’’Weisung Nr. 30’’, the command structure for the Luftwaffe component of Sonderstab F was independent from the rest of the mission. Luftwaffe Colonel Werner Junck commanded 'Fliegerführer Irak' in Iraq. He reported directly to Lieutenant General Hans Jeschonnek in Germany. Fliegerführer Irak arrived in Iraq on 13 May, fought against the British under conditions which became more and more difficult, and, by the end of the month, was forced to abandon Iraq.

 

British forces had already begun to counterattack in Iraq. By 15 May, Junck knew that "Habforce" was on its way to RAF Habbaniya and Kingcol had taken Rutba Fort. Junck sent a lone Heinkel bomber to find "Kingcol" at Rutba. The bomber found and attacked "Kingcol", which alerted the British to the German military assistance to the Iraqi regime.

 

On the same day, von Blomberg was sent by Junck to Baghdad to make arrangements for a council of war with the Iraqi government. The council was planned for 17 May. However, von Blomberg was killed by friendly fire from Iraqi positions. His Heinkel 111 was shot at from the ground as it flew low on approach and von Blomberg was found to be dead upon landing.

 

Junck visited Baghdad in place of von Blomberg on 16 May. He met Dr. Grobba, Rashid Ali, General Amin Zaki, Colonel Nur ed-Din Mahmud, and Mahmud Salman. The group agreed on a number of priorities for Fliegerführer Irak. The first was to prevent Kingcol from reaching RAF Habbaniya. The second was for Iraqi ground forces to take Habbaniya with air support provided by Fliegerführer Irak. It was also very important to the Germans to provide the Royal Iraqi Army with a "spine straightening." Much of the RIrA was known to be terrified of bombing by British aircraft.

 

On the same day, Junck arranged for a raid by Fliegerführer Irak on Habbaniya. Six Messerschmitt 110s and 3 Heinkel 111s attacked the base, which took the RAF personnel there by surprise. However, while a number of defenders were killed on the ground, the Germans lost a Heinkel in exchange for an Audax and a Gladiator.

 

On 17 May, three Messerschmitt 110s attacked an extended column of Kingcol in the open desert. Luckily for the British, the fighters had not attacked the previous day when many vehicles were caught up to the axles in soft sand.

 

On the same day, the British Royal Air Force (RAF) paid Junck back with his own coin. Two cannon-firing, long-range Hawker Hurricanes which had arrived unannounced from Egypt, and six Bristol Blenheim bombers from 84 Squadron, struck the Germans at Mosul. For the loss of one Hurricane, two German aircraft were destroyed and four damaged. In addition, two Gladiator biplane fighters from Habbaniya encountered two Messerschmitt 110s attempting to take off from Rashid Airfield in Baghdad. Both Messerschmitts were destroyed.

 

By 18 May, Junck's force had been whittled down to 10 Bf 109s, 8 Messerschmitt 110s, 4 Heinkel 111s, and 2 Junkers 52s. This represented a roughly 30 percent loss of his original force. With few replacements available, no spares, poor fuel and aggressive attacks by the British, this rate of attrition did not bode well for Fliegerführer Irak. By the end of May, Junck had lost 14 Messerschmitts and 5 Heinkels.

 

On 27 May, twelve Italian Fiat CR.42s of the Regia Aeronautica (Royal Italian Air Force) arrived in Mosul to operate under German command. By 29 May, Italian aircraft were reported over Baghdad. According to Winston Churchill, the Italian aircraft accomplished nothing.

 

Grobba sent a panicked message from Baghdad to Berlin on 28 May reporting that the British were close to the city with more than "one hundred tanks." By then, Junck had no serviceable Messerschmitt 110s and only two Heinkel 111s with just four bombs between them.

 

However losses, a lack of spares and replacements resulted in their departure, following which the coup was defeated by British forces. The German military mission to Iraq left under cover of darkness on 29 May. Dr. Grobba himself fled Iraq the next day...

  

General characteristics:

Crew: One

Wingspan 32ft 4½in (9.87m)

Length 28ft 4½in (8.64m)

Height 8ft 2½in (2.50m)

Wing Area 174.05 sq feet (16.7 sq m)

Unladen weight 4,189 lbs (1,190 kg)

Laden weight 5,875 lbs (2,665 kg)

 

Performance:

Max Speed (Sea Level) 290 mph (466 k/ph)

Max Speed (14.560 ft) 348 mph (560 k/ph)

Cruising Speed 233 mph (375 k/ph)

Climbing Rate 3,510 ft/min (17.83 m/sec)

Max range (on internal fuel):410 miles (660 km) at cruising speed, 820 mi (1.325 km) with drop tank

Service Ceiling 36,500 feet (11,125 m)

 

Powerplant:

1ˣ Daimler-Benz DB601N with direct fuel injection, rated at 1,175 hp,, inline

 

Armament:

2ˣ MG FF 20 mm cannons in the wings (60 RPG)

2ˣ 7.9mm MG 17 machine guns above the engine (1.000 RPG)

1ˣunderfuselage hardpoint for a 300l (80 US gal) drop tank or a 250kg (550 lb) bomb

 

Avionics:

FuG 16Z radio

  

The kit and its assembly:

This small whif aircraft was inspired by a profile of a Bf 110D from the aforementioned, real 'Sonderkommando Junck' – a grey aircraft, with a white nose, yellow engines, its flanks repainted in sand color and bearing Iraqi markings plus a shark mouth! How odd can reality be?

 

Anyway, doing a respective Bf 110 is one thing, but a whiffy twist could not hurt. Since storage space is an issue I decided to add some Bf 109 fighters to the German detachment (what did NOT happen!), and build a respective and realistic whif.

 

I am not a fan of the Bf 109 (as well as the Spitfire), so I kept the building aspect simple: I used a Hobby Boss Bf 109 E-7/trop as basis, and the kit was almost 100% built OOB – it's a nice kit, with very good details and even a decent cockpit!

 

Only changes I made are a metal axis for the propeller and a respective styrene tube as an adapter, and I put some dark gray styrene foam into the lower fuselage because I was afraid that light could shine through the cooler openings. I also cut the canopy into three pieces, in order to allow an open display. The drop tank and its hardpoint come with the kit.

  

Painting and markings:

This is where the fun really begins. I used the Bf 110 from IV./ZG 26 as benchmark – it would be a gray aircraft, quickly re-painted for its new operators, and weathered from heavy use in a desert environment.

 

That said, the aircraft initially received its Eastern Front livery: a RLM 74/75 splinter scheme with a high waterline from above (and some mottles on the flanks), RLM 65 for the lower sides, and a yellow engine (Revell 310, a very good tone for RLM 04) – I took a real aircraft as a benchmark.

Then, the conversion started: firstly, the aircraft would lose its original yellow operation theater markings like a yellow fuselage band and wing tips: painted over with RLM 78 (below) and 79 (upper sides). The same was done with any former national and tactical markings. I made sure that this would look rough and “made by hand”.

Then the upper surfaces received an extra treatment with RLM 78: the flanks were completely painted over (in different shades, beyond the Modelmaster Authentic tone I also used Humbrol 63 and 94), and the upper wing surfaces received a cloudy paint job, too, even though the overpainted national markings were to stand out with a bit of more contrast and the original gray shades below showing through everywhere. The yellow engine received a similar treatment, even though I left the lower side in RLM 04.

 

All interior surfaces (cockpit, landing gear) were held in RLM 02, while the spinner became white, kept from the Russian front.

 

The Iraqi markings were puzzled together – the insignia and the fin colors come from a Special Hobby Northrop A-17 bomber, the tactical number belongs to a Egyptian PZL-104 – I am not certain whether the aircraft from 'Fliegerführer Irak' carried any at all? But without any code I found the aircraft to be a bit too bleak... it's a whif, anyway. Some stencils were taken from the OOB sheet, too.

 

Finally, a thin black ink wash was applied, as well as details with Tamiya “Smoke” and light dry painting with sand and gray all over, and black gun and exhaust soot stains. The aircraft was to look pretty beaten, from the final days of May 1941.As a last step, all was sealed under a coat of matte Revell Acrylic varnish.

  

A quickie, and a new personal record, I guess, because the whole thing was tinkered together in two days/less than 36 hours overall, and as a novelty I tried to edit a video with sound!

+++ 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 Falklands War, Argentina was not only left with a much reduced aerial strike force – budget restraints, inner and external political pressure as well as delivery boycotts plagued the country for years in its efforts to rejuvenate the air force. Recent years were troublesome, too. In early 2005 the top seventeen brigadiers of the Air Force, including the Chief of Staff, Brigadier General Carlos Rohde, were sacked by President Néstor Kirchner following a scandal involving drug trafficking through Ezeiza International Airport. The primary concerns of the Air Force as of 2010 were the establishment of a radar network for control of the country's airspace, the replacement of its older combat aircraft (Mirage III, Mirage V) and the incorporation of new technologies. The possibility of purchasing surplus French Air Force Mirage 2000C fighters, like the option chosen by the Brazilian Air Force, had been considered.

 

As of 2010, budgetary constraints continued, leading to the disbanding of the Boeing 707 transport squadron and maintenance problems for half of the C-130 Hercules fleet. In August 2010 a contract was signed for two Mi-17E helicopters, plus an option on a further three, to support Antarctic bases. All the time, though, the FAA had been seeking to replace its ageing force with a more capable and more serviceable modern aircraft. Argentina’s Super Étendard fighters, which had been used to launch Exocet missiles in the 1980s and still served, come from France. Its Mirage III/ V/ “Nesher” fighters were originally bought second-hand from Israel and Peru, but they had deteriorated badly. Its A-4P Skyhawk models were originally sold to Argentina by the USA but phased out in 1999, the more modern A-4AR “Fightinghawks” were rebuilt and modernized ex USMC A-4Ms. What was left of those deliveries made up the bulk of the Argentinian jet fleet.

 

The acquisition of Spanish Mirage F1Ms, IAI Kfir Block 60s from Israel and Saab Gripen E/Fs from Sweden was considered, but all of those deals stalled, for various reasons. The Mirage F1 deal was scrapped by the Spanish government after pressure of the UK to not assist in FAA modernization over tensions between the countries over the Falkland Islands. The UK also managed to successfully veto the sale of Gripen E/Fs, as 30% of the Gripen's parts were manufactured there. British diplomacy furthermore worked to delay Argentina’s proposed Super Étendard modernization. To make matters worse, despite steadily worsening relations with Britain under the Obama administration, the USA would neither sell Argentina any jet fighters, nor supply spare parts or engines.

 

This only left Argentina with the original source for its Nesher/Dagger/Finger fighters as a reliable and (moreover) affordable option: Israel. The (realistic) object of desire was the successor of the Nesher, the Kfir, which entered service with the IAF in 1975. The Kfir was, like the Nesher, a Mirage III/V derivative, but a major improvement. Substantial structural changes had been made and IAI replaced the original Atar 9C of French origin with a more powerful J79 turbojet, which had been used at the time by IDF F-4 Phantom IIs of American origin, too. The Kfir received during its career progressive modifications to its airframe (in the form of canards which improved the fighter’s handling considerably), radar, electronics, and weapons, and these upgrades continued even after the Kfirs were retired from Israeli service in the late 1990s, on behalf of export customers like Colombia, Ecuador, and Sri Lanka.

 

The Kfir’s retirement in Israeli service led to a great number of surplus airframes with considerable flying hours left, so that the Kfir C.10/Block 60, a dedicated export variant with many updates, was developed on their basis and offered to foreign customers. These machines carried modern multi-mode radars and electronics on par with contemporary F-16 Block 40/50s, giving them the ability to use beyond visual range aerial weapons, advanced short range AAMs, and a variety of precision strike weapons. However, it would take a brave Kfir pilot to face a Eurofighter Typhoon in single combat… even so, the late an updated Kfirs were capable and redoubtable fighters.

Their combat radius was a bit short, though, due to the thirsty and somewhat outdated J79 engine, but their aerial refueling capability compensated for this flaw and made them well-suited to intimidation and presence patrols. The Kfir’s relatively small price tag made it, despite the airframe’s overall age, very attractive for small nations with limited defense budgets – and consequently it attained Argentinian interest.

 

Argentinian negotiations went so far that Israel not only agreed to sell 18 revamped Kfir fighters from ex-IDF overstock, IAI also offered to adapt the airframes to a different engine, the French Atar 9K-50 afterburning turbojet, which were not part of the deal, though. This appeared like a backward roll, since the Kfir was originally constructed to replace the French Atar 9C with the American J79 in Israel’s Mirage III/V copy – but this move was the only way to provide Argentina with a suitable engine that was freely available on the Western world market without British or American bans and interventions.

 

The result of this deal became the so-called Kfir C.9, even though this was just an internal designation at IAI and never officially adopted in order to avoid political problems. In the course of 2013 and 2014, the engine-less Kfir airframes were delivered as knocked-down kits via ship to Argentina. At Argentina’s nationalized aircraft manufacturer Fábrica Argentina de Aviones SA (FAdeA) in Córdoba they were mated with the new engines, imported separately from France, and equipped with imported and domestic avionics. In Argentinian service and to the public, the aircraft became known as FAdeA “IA-96A” and was, keeping up the FAA’s tradition to christen its fleet of various Mirage III derivatives after domestic animals, called “Quique” (lesser grison).

 

The IA-96A/Kfir C.9 was specifically tailored to the Argentinian needs and restrictions. Despite wishes to buy Kfirs according to the more versatile and capable C.10 export standard with a modern Elta EL/M-2032 multi-mode radar, Argentina’s highly limited defense budget and other equipment constraints imposed by foreign suppliers and governments only allowed the procurement of what basically was a re-engined Kfir C.7 with some minor updates.

In contrast to the Kfir C.10, the older C.7 was only outfitted with the Elta EL/M-2021B radar. This was a multi-mode radar, too, which still offered air-to-air and air-to-surface capability, but it was less powerful than the C.10 standard and offered only a relatively short range of max. 46 mi/74 km.

Like the Israeli C.7, the C.9 had inflight refueling capability through a fixed but removable probe, and it featured a HOTAS-configured cockpit. Individual updates were a new, frameless wrap-around windshield for a better field of view, two 127×177mm MFDs in the cockpit, full HMD capability, a simple TAV38 laser rangefinder in a small fairing under nose, and improved avionics to deploy state-of-the-art guided weapons of Israeli and French origin (see below).

 

Outwardly, the C.9’s biggest difference to the original C.7 configuration – even though it was not very obvious – was the modified rear fuselage, which had to be changed in order to cover the longer and more slender Atar 9K-50 engine and its afterburner. In fact, the original IAI Nesher blueprints and toolings had been dusted off and used to produce these new parts.

Since the lighter Atar 9K-50 would not need the J79’s extra cooling and had a lower air mass flow, the Kfir’s characteristic auxiliary air intake at the fin’s root as well as several prominent air scoops along the fuselage disappeared, giving the aircraft a more streamlined look. As a positive side effect, this measure, together with the slimmer fuselage, improved aerodynamics, compensating for the slight reduction of overall thrust through the engine swap, and the longer fuselage made the aircraft directionally more stable, so that no fin fillet was necessary anymore. With the resulting short fin, the IA-96’s profile resembled that of the South African Atlas Cheetah E a lot, even though the latter were modernized Mirage IIIs and not converted IAI Kfirs. Compared with the Kfir C.7, top speed and service ceiling were slightly reduced, but the Atar 9K-50 consumed considerably less fuel, so that the unrefueled range of the short-legged Kfir with its thirsty J79 was markedly improved. The new engine was furthermore more responsive, so that overall performance and agility of the IA-96A remained on par with the Kfir or became even slightly better.

 

Beyond the aircraft order, Argentina also procured a modernized weapon arsenal from Israel for its new multi-role fighter generation. This included an undisclosed number of Derby medium range air-to-air missiles with an active-radar seeker, BVR capability and a range of 28 mi (45 km), Gabriel III anti-ship missiles with fire-and-forget capabilities and a range of more than 40 mi (60 km), as well as Griffin LGB guidance sets that could be added to various standard iron and cluster bombs. Furthermore, ten second-hand Thomson-CSF ATLIS II laser/electro-optical targeting pods were procured from France. Even though these pods lacked FLIR capabilities and were limited to being primarily a daylight/clear-weather system, they gave the Quique, in combination with the Griffin LGBs, full precision strike capability, esp. against ship targets – a clear political statement into the British direction.

 

The Quique fleet was supposed to replace all the older FAA types. With the roll-out of the first IA-96A in early 2015, all vintage FAA Mirages were officially decommissioned in November of the same year. Furthermore, all FAA’s A-4 Skyhawks were grounded as of January 2016, too (also for the lack of spares), even though a handful A-4ARs remained airworthy as a reserve and the rest in storage. Quique deliveries ended in September 2017 with the eighteenth machine, and all of them were allocated to FAA’s Grupo 5 de Caza at Villa Reynolds, 200 km (125 ml) in the South of Córdoba, where they had been assembled. However, since becoming operational, the aircraft were frequently deployed to other Argentinian air bases, including El Plumerillo Military Air Base in the Mendoza Province at the Chilean border and Rio Gallegos in Patagonia, in reach of the Malvinas/Falklands Islands.

 

If future budgets allow it, ten more IA-96A/Kfir C.9 might be ordered soon in order to replace the Argentinian Navy’s vintage Super Étendard fleet (which has been, since the decommissioning of ARA Veinticinco de Mayo in the late Eighties, land-based, anyway). The acquisition of four to six two-seaters, also modernized ex-IDF aircraft following the IA-96A pattern, with full attack capability and tentatively designated IA-96B, has been under consideration, too.

  

General characteristics:

Crew: 1

Length: 15.65 m (51 ft 4 in)

Wingspan: 8.22 m (27 ft 0 in)

Height: 4.55 m (14 ft 11 in)

Wing area: 34.8 m² (375 ft²)

Empty weight: 7,285 kg (16,061 lb)

Gross weight: 11,603 kg (25,580 lb)

Max takeoff weight: 16,200 kg (35,715 lb)

 

Powerplant:

1× SNECMA Atar 9K50C-11 afterburning turbojet engine,

49.2 kN (11,100 lbf) dry thrust and 70.6 kN (15,900 lbf) with afterburner

 

Performance:

Maximum speed: 2,350 km/h (1,460 mph, 1,270 kn) / Mach 2.2 at high altitude

1,390 km/h (860 mph; 750 kn) at sea level

Combat range: 1,300 km (810 mi, 700 nmi), clean, with internal fuel only

Ferry range: 2,600 km (1,600 mi, 1,400 nmi) w. three 1,300 l (340 US gal; 290 imp gal) drop tanks

Service ceiling: 17,000 m (56,000 ft)

Rate of climb: 233 m/s (45,900 ft/min)

 

Armament:

2× Rafael-built 30 mm (1.18 in) DEFA 553 cannon with 140 RPG

Nine external hardpoints for a maximum payload of 5,775 kg (12,732 lb) and a wide range of ordnance, including bombs such as the Mark 80 series, unguided air-to-ground rocket pods, Paveway and Griffin series of LGBs, guided air-to-ground missiles like the AGM-65 Maverick, and AIM-9 Sidewinders, Shafrir/Python/Derby-series AAMs

  

The kit and its assembly:

This what-if model was inspired by a short entry about the IAI Kfir I had found at Wikipedia: a proposed C.9 variant for Argentina, as a revamped and re-engined C.7, even though the entry lacked any further details and I was not able to dig anything about the C.9 up in the WWW. However, I tried to interpret this scarce basis and deduct a model from it, because the story was/is so good. Having recently read a lot about the Argentinian Mirage III/Nesher fleet and the Malvinas/Falklands conflict helped a lot, too. With many import limitations imposed by Great Britain and the USA as well as Argentina’s highly restricted budget, I eventually settled upon the idea of a rather simple, re-engined Kfir of C.7 standard, so that outwardly not much had to be changed – a better radar would have been desirable (Block 60 standard), but I’d assume that this would not have been possible with Argentina’s highly limited funds that already prevented updates to the existing and rather vintage (if not outdated) aircraft fleet.

 

The basis for the model is a Hasegawa Kfir, which I bought without box (and it turned it to lack the dashboard). The Hasegawa Kfir is a C.2 and the model is very similar to the Italeri kit (a C.7, but it is virtually identical), but it has a much better fit, goes together more easily and calls for considerably less PSR. As another bonus, the Hasegawa kit comes with a wider range of ordnance and also has the construction benefit of a connecting ventral “floor”, which makes the fuselage more stable and therefor suitable for my modification (see below).

 

The different engine for the C.9 variant was the biggest challenge – the Kfir’s rear fuselage is wider and shorter than the Mirage III’s with the Atar engine. These are just subtle differences at 1:72 scale, but not easy to realize: I needed a completely new rear fuselage! As a convenient solution, I dug out a PM Model Nesher (which is no Nesher at all, just a poor Mirage III at best) from the donor bank and let the saw sing. This kit is horrible in many ways (really, stay away!), but it’s tail section and the jet nozzle, pimped with an afterburner interior, were acceptable as conversion fodder.

 

Blending the (crappy!) Mirage III parts into the crisp Hasegawa Kfir took some serious PSR, though, including the need to fill 3mm wide gaps along the delta wing roots and bridging disparate fuselage shapes and diameters at the implant’s intersections. The Kfir’s fin was re-transplanted and lost its characteristic auxiliary air intake for the J79 engine, so that the profile became more Mirage III/V-esque. Due to the longer afterburner section, the brake parachute fairing had to be extended, too. The longer (just 3-4mm), more slender tail section and the cleaner fin change the Kfir’s look markedly – for the better, IMHO, and the model could also depict an Atlas Cheetah E!

 

Further minor mods include an in-flight refueling receptacle, scratched from wire and white glue for the tip, the modified windshield (the OOB part was simply sanded smooth and polished back again to transparency) and the ordnance; the Gabriel ASMs were created on the basis of a photograph, and they once were AIM-54 Phoenix AAMs from a Matchbox F-14, modified with new wings, a blunted tip and a pitot made from thin wire. Their pylons were once parts of F-14 wing root pylons from an Italeri F-14, with launch rails made from styrene profiles. The Derby AAMs are heavily modified Matchbox Sidewinders with an extended, pointed tip, mounted onto the OOB pylons. The ventral drop tank comes from the Hasegawa kit.

  

Painting and markings:

This was quite a challenge, because I wanted to apply something modern and plausible, yet avoid standard paint schemes. In fact, a realistic Argentinian Kfir C.9 from the late 2010s would probably have been painted in an overall pale grey or in two pale shades of grey with little contrast (as applied to the very late Mirage IIIs and the A-4ARs), with subdued low-viz markings and no roundels at all. I found this boring, but I also did not want to apply a retro SEA scheme, as used on the Nesher/Dagger/Finger during the Falklands War.

 

After turning over many options in my mind, I settled upon a two-tone grey livery, somewhat of a compromise between air superiority and attack operations, esp. over open water. The pattern was inspired by the livery of late Turkish RF-4Es, which were supposed to be painted in FS 36118 over an FS 36270 (or 36375, sources are contradictive and pictures inconclusive) overall base with a rising waterline towards the rear and the light undersides color spilling over to the wings’ upper surfaces. This scheme is simple, but looks pretty interesting, breaks up the aircraft’s outlines effectively, and it could be easily adapted to the delta-wing Kfir.

However, I changed two details in favor of an IMHO better camouflage effect at height. Firstly, the fin’s upper section was painted in the light grey (it’s all dark grey on the Turkish Phantoms), what IMHO reduces the strong contrast against the sky and the horizon. For a similar reason I secondly raised the underside’s light grey waterline towards the nose, so that the upper dark grey area became an integral anti-glare panel in front of the windscreen and the aircraft show less contrast from a frontal point of view. On the Turkish F-4s, the dark grey slopes downwards for a wrap-around area directly behind the radome.

 

I used Humbrol 125 (FS 36118, a pretty bluish interpretation of “Gunship Gray”) and 126 (FS 36270, US Medium Grey) as basic colors. The Gunship Gray was, after a light washing with black ink, post-shaded with FS 35164 (Humbrol 144), giving the dark grey an even more bluish hue, while the Medium Grey was treated with FS 36320.

The cockpit was painted in Camouflage Grey (Humbrol 156), the landing gear with the wells as well as the air intake ducts in standard gloss white (Humbrol 22). The Derby AAMs became light grey (Humbrol 127) with a beige radome tip, while the Gabriel ASM received a multi-color livery in black, white and light grey.

 

Decals and markings are purely fictional - as mentioned above, I’d assume that a real-world FAA Kfir would these days only carry minimal national markings in the form of a simple fin flash, no roundels at all and just a tiny tactical code (if at all), and everything toned-down or black. However, I wanted the model to be identified more easily, so I added some more markings, including small but full-color FAA roundels on fuselage and wings as well as full-color fin flashes, all procured from an Airfix Pucará sheet. The “Fuerza Aérea Argentina” inscription on the nose came from a Colorado Decals Mirage III/V sheet. The tactical code was taken from an Airfix sheet for an Argentinian Mirage III – it’s actually “I-016”, just turned upside down for a (much) higher/later number. 😉

 

After shading effects, the model only received little weathering in the form of graphite around the jet nozzle and the guns under the air intakes. Then it was sealed with matt acrylic varnish.

  

In the end a rather subtle conversion – even though the different rear fuselage was a major PSR stunt! The most obvious modification is probably the intake-less fin? The transplanted, different rear fuselage is hard to recognize and only true Mirage/Kfir experts might tell the changes – or the model is directly mistaken for a Mirage V fighter bomber? And even though the model carries a grey-in-grey scheme which I originally wanted to avoid, I think that the bluish touch and the integral, wavy pattern still look interesting?

However, I also like the story behind this whif that has real life roots – the real Kfir C.9 just failed to materialize because of lack of funding, and its introduction would certainly have had severe consequences for the unstable Argentinian-British relationships, since this capable aircraft would certainly pose a serious threat to the shaky peace in the Southern Atlantic and have stirred up the more or less dormant Falklands/Malvinas conflict again.

The 747 family with British Airways has continued to dwindle once more as Lima Sierra has become the latest airframe to be placed into storage meaning there are now 47 serviceable 747-400's now with the airline.

One airframe however which has a couple more years left in traffic and still proudly carry Oneworld vinyls on the fuselage is Victor Lima as it graces the skies heading towards Dallas-Fort Worth, a major 747 route for BA.

Victor Lima was new to BA in March 1997 and has been in Oneworld livery since 2009. The gorgeous bird is powered by 4 Rolls-Royce RB211-524H engines.

Boeing 747-436 G-CIVL takes-off from London Heathrow (LHR) on BA193 to Dallas-Fort Worth (DFW), Texas.

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.

Extract from 'A Day on the Road' article from the Commercial Motor Magazine October 21st 1909.

 

A Motor-transport Contractor's Leyland Steam Wagon on Greasy Stone Setts in Lancashire.

Recounted by a Member of the Editorial Staff.

" It is twenty minutes past three, Sir!" announced the night porter, at the Park Hotel, Preston, one recent Monday morning, after he had already alarmed me by vigorously knocking on the door of my bedroom. I conveyed to him, with as much grace as I could muster at that early hour, an intimation that I was no longer asleep, and that there was no need to awaken

every other visitor in the hotel. I had arrived at Preston not more than four hours previously, after a most tiresome journey, by train and taxicab, from York, and, if my manner was rather short, I sincerely hope that the obliging official who aroused me on that morning has not since been consumed with grief on account of my hastily-spoken words. When I readied the coffee-room, and discovered that he had prepared a tempting breakfast for me, 1 felt more kindly disposed towards him. Having done full justice to the meal. I left the hotel in order to keep an appointment, at the running-shed of H. Viney and Co., Ltd., Motor-transport Engineers, of Strand Road, Preston, whence I was to start with a Levland " steamer " on its usual Monday's round. The Preston Town Council had evidently neglected to settle the previous quarter's account for street lighting, and, as the streets were absolutely deserted at that early hour, I gave up the attempt, unguided, to reach the running shed, and awaited the arrival of the wagon in Fishergate, along which thoroughfare the machine was bound to pass, on its way to Burnley.

This five-ton wagon and trailer are loaded up each Saturday, and the start is made not later than 4 a.m. on the Monday morning following for the places named, where over 200 cases of Whitbread's bottled stout and beer are delivered during 22 calls. This " round " forms part of a large contract, which is to extend over many years, with Whitbread and Co., Ltd. The total distance for this run is about 50 miles, and the total imposed load on the wagon and its trailer is nearly eight tons. When the wagon put in an appearance, in Fishergate, shortly after four o'clock, I made myself as comfortable as possible among the cases of bottled goods, and by 6.15 we had reached Blackburn, and the wagon was climbing the long stonesett-armoured hill on the road to

Burnley. The greasy state of the surface caused the wheels to skid very badly, and, had not the vehicle been skilfully handled by the men in charge, there might have been a serious accident; as it was, we ultimately surmounted the hill after the use of sacks. grit and—nausele. When nearing Church, at 7 a.m., we made our first halt for water, and again, just before entering Burnley, we took in a further supply, not because it was immediately needed, but so that we might be enabled to complete the delivery of the bulk of our cargo in Burnley and Brierfield without making further stops for watering. The first delivery, consisting of 20 cases of bottled stout and ale, was made at Burnley at 8.20 a.m., and at several other places in this town were further deliveries made.

Burnley's streets have an unenviable reputation among drivers of heavy commercial vehicles; many a wagon is forced, by the electric tramcars, on to the excessive side-fall of the roads, and, once its wheels slide into the gutter of a Burnley street, a steel-tired machine is only " pinched" out again with great difficulty. We made the last local delivery in the Burnley district at 10.30, at a point less than eight miles from the boundary line which separates Lancashire from Yorkshire. Brierfield was our next place of call ; here we left over 100 eases of bottled goods, and received the same number of " empties." I took a. photograph of the wagon when in the position to which it was backed, along a narrow lane some 30 yds. long, for unloading, and this view shows how little room there was to spare between the two walls and the sides of the vehicle; a slight error of judgment on the part of the driver, and he would have had the not too-substantially-built walls falling in on his wagon. In addition to this man, " Joe " Ridgley, and the stoker, a. loader accompanies this wagon, and his duties are particularly responsible; lie must not only "do his little bit " so far as the handling of the load is concerned, but he must also, in many cases, collect the aeccents for the goods delivered, and make due allowances for " returned empties," etc. These three men formed a. N cry cheery " crowd," and I was pleased to note that they showed genuine interest in their work, and, when not occupied in the handling of the load, each would find some little duty to perform in connection with the wagon or its trailer-duties which were discharged automatically, and without a grumble; in fact, the stoker's " chuckle" was something to remember for many a day. I was informed that he is an ex-army man who had been through the South-African campaign. I can imagine that such a nature as is habitually displayed by him would make him a very popular man amongst the Tommies after a hard da3's work. Having witnessed the completion of the exchange of full bottles for empty ones, I left the men to partake of their mid-day meal, and sought. out • a satisfying, if not too-appetising, meal for myself at a neighbouring hotel. We were all on the road again by 12.45, and, before leaving Brierfield, we took up more water, from a stone trough at the side of the road. This trough receives its supply from a spring in the side of a neighbouring bill, and, consequently, is " free " water to all comers. Notwithstanding this, the local authorities have posted a notice to the effect that the taking of water is prohibited. How much regard we paid to this notice may be judged by those readers who choose to examine the accompanying illustration of the notice and the tank in question. The " snaky" object at the lower right-hand corner is our suction hose. I may add that a

Yorkshire " was standing near by, also waiting to take in water, and a " limb of the law " was not many yards away. Legal proceedings, I am told, can only be taken if the watering steamer causes any obstruction to the electric trams, the tracks for which take up the greater part of the road. We collected the last of the empties, in Burnley, at three p.m., and made for Preston, via Padtham, Read, Whalley and Mellowbrook, then along the Blackburn road, and through Sandesbury, to Preston. A very large part of the road taken on the return journey is macadam, and, consequently, good time was made.

We arrived at Strand Road, Preston, about 6.30 p.m., and I was there

met by Mr. C. be M. Gosselin, the managing director of H. Viney and Co., Ltd., who very kindly showed me his trading books for the past year, and permitted MB to make certain extracts relating to the cost of running for his Leyland wagons. The vehicle which I accompanied is " No. 6 " of a fleet of similar machines operated by this company over an area bounded by Blackburn, Burnley, Oldham, Manchester and Wigan, a map of which district was reproduced on page 490 of our issue of the 19th August last. " No. 6 " was purchased two years ago, its condition at that time being little better than scrap iron. A considerable sum was expended on repairs, and the replacement of broken and worn-out parts, and thus a good and serviceable machine was created out of the old wreck. The cost of this initial overhaul was, of course, charged to capital account. Since it was put into service, the wagon, which usually draws a loaded trailer behind it, has maintained a weekly average of 161:1 miles, whilst the average weekly mileage for the whole of the company's vehicles of the fleet is 15611

'the total cost per mile run for " No. 6 " is is. 10. per mile, whereas the average for all the vehicles of the fleet is is. 24d. per mile. The latter amount is made up as follows :— This total cast per mile is higher than many of the figures which we have given, from time to time, for wagons in ordinary employment, but it must be noted that, for work of this class, three men are generally needed -hence, the high charge for wages.

Depreciation, too, is necessarily placed at a higher rate by a contractor working in such a district OS Lancashire than would be necessary in the ease of a private owner situated in a district where work is less strenuous. Viney and Co., Ltd., intends to build up a motor-haulage business on sound commercial lines, and the excellent relationship which exists between the management and the men clearly indicates the determination, of both sides, to attain success. It may, therefore, safely be assumed that

the figures we have given are on the liberal side, and take into account every possible charge and contingency against the vehicles. I may add that this company pays the following price for its stores: gear oil, is. per gallon ; cylinder oil, le. 6d_ per gallon ; paraffin for lamps, 5d. per gallon ; and coke, 70. per cwt., or 15s. per ton. The tare weight of " No. 6 " is 4 tons 19 cwt. ; its trailer weighs 1 ton 7 cwt.; and the gross weight to be moved, when both wagon and trailer are loaded, is 15 tons 6 cwt.

Mr. P's Cabin¹ - Somewhere outside Newton, New Jersey

 

"So take off your thirsty boots, and stay for a while . . . "

  Robert Allen Zimmerman

 

`Don't be lookin' for it now, as I heard it burned to the ground

(at the hand of a local suburbanite).

'Not sure why, but it coulda been the types of people that visited Mr. P's cabin, or the "Cabin" itself somehow offended them.

Who can say for sure???

  

¹ Mr. P was the scoutmaster of a Paterson, New Jersey

Boy Scout troop.

He, and his troop built the cabin as an example of how a serviceable shelter could be built from nothing.

 

Historical context:

The cabin was built at a time that kids were taught to hide under their desks at school (in preparation for a nuclear attack). So, being able to build a safe, warm, place to shelter from the storm would be a good thing to know, and Mr. P made sure (that no matter what), they would know how to survive.

And by those standards, even today,

seems like a much safer place!

   

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.

The only turning point for a late running 27 heading to Teddington once past Richmond was Twickenham Station where RM 1893 is pictured on 3 May 1982.

Not the best of photos as it looks like some sort of antenna is fitted to the roof!

 

Prior to the arrival of many ex Mortlake Leyland RM`s into Stamford Brook, this was one of just two Leylands there. It was also a bizarre example of illogical planning by Rolling Stock in being withdrawn as a fit, serviceable bus just a few weeks after passing its equivalent of an MOT with months of ticket left to run. It was even questioned at the time but the decision was upheld to withdraw it.

WEEK 44 – Goodman/Getwell Kroger, Revisited (IV)

 

Taking a short break from the pharmacy/HABA/ClickList discussion, here’s a quick shot across the front end, as viewed from the left side of the store looking over to the right. Note that the cross-bracings indicating the original spot of this store’s left-side wall are clearly visible here. They’re a pretty good distance away from my vantage point, and even then that distance doesn’t represent the full length of the new expansion, as the entire pharmacy and HABA departments I just mentioned are totally out of view behind me!

 

Also notable in this view are the floral stencils along the front wall, along the rightmost edge of the pic here. This photo was actually taken before this store got ClickList, so that’s why you see those various displays along that wall… nowadays, that space is dedicated exclusively to parked ClickList carts. (Okay, okay, fine – “Kroger Pickup” XD )

 

(c) 2020 Retail Retell

These places are public so these photos are too, but just as I tell where they came from, I'd appreciate if you'd say who :)

 

02-12-60 - Released from English Electric Vulcan Foundry, Works Number EE/VF2863/D579 1960 As D6700

02-12-60 - First Allocated to Stratford

24-12-60 - 1K51 (?) Liverpool St - Yarmouth

06-01-61 - 1756 Liverpool St - Cambridge, 55.65

06-01-61 - 2120 Cambridge - Liverpool St, 55.65

19-09-62 - Observed at Stratford

27-09-64 - Observed at Stratford MPD

08-08-65 - Stabled on Margam

17-12-65 - 0740(?) Harwich PQ - Manchester

17-12-65 - 1437 Manchester - Harwich PQ

03-07-66 - Stabled on Stratford (30A)

08-07-67 - Stabled on South Blyth (52F)

??-01-68 - Transferred to Derby Research Centre

24-02-68 - 1350 Kings Cross - Doncaster, 155.96

??-04-68 - Transferred to Stratford

29-06-68 - Transferred to Haymarket

??-06-69 - Re-painted into Standard Blue

22-07-69 - 1F27 Harwich - Liverpool St, 68.88

??-10-69 - Transferred to March

28-04-70 - 1L14 1036 Liverpool St - Kings Lynn, 96.94

30-06-70 - Ely - Cambridge, 14.73

14-07-70 - Liverpool St - Norwich

10-07-71 - Stabled on Stratford (30A)

03-10-71 - Transferred to Thornaby

01-10-72 - Transferred to March

15-10-72 - Transferred to Toton

16-12-72 - Transferred to March

28-02-73 - Observed at Healey Mills

??-02-74 - Renumbered to 37119

??-03-75 - Transferred to Gateshead

??-10-75 - Transferred to Tinsley

??-02-76 - Transferred to Thornaby

29-07-76 - 1034 Sheffield - Weymouth, 255.21

15-08-76 - Stabled on Hartlepool

02-11-76 - Stabled on Tinsley

05-03-77 - Stabled on Thornaby depot

25-06-78 - Stabled on Stratford Repair (SR)

??-09-79 - Transferred to Healey Mills

??-11-79 - Transferred to Thornaby

08-04-80 - 1E26 1630 Aberdeen - York Between Darlington - York With 55021, 44.13

26-07-81 - Transferred to Stratford

08-08-81 - 1K36 1700 Liverpool St - Lowestoft, 117.73

13-08-81 - 1K60 1656 Liverpool St - Ipswich via Cambridge, 111.26

03-08-82 - 1P70 1205 Liverpool St - Cambridge, 55.65

24-08-82 - 1P84 1605 Liverpool St - Cambridge, 55.65

28-08-82 - 1C51 2142 Cambridge - Liverpool St, 55.65

31-08-82 - 1C93 0708 Ipswich - Liverpool St via Cambridge, 111.26

31-08-82 - 1P76 1405 Liverpool St - Cambridge, 55.65

31-08-82 - 2C85 1610 Cambridge - Liverpool St., 55.65

31-08-82 - 1P96 1835 Liverpool St - Kings Lynn, 96.94

03-10-82 - Transferred to Immingham

??-10-82 - Twin Tanks Fitted

15-05-83 - Transferred to Gateshead

04-01-84 - 1N31 1549 Sheffield - Newcastle With 45128, 126.53

20-06-84 - 2K08 1055 Inverness - Kyle, 82.33

23-11-84 - 6M63 1435 Saltend - Toton West Yard

06-03-85 - 5K01 Derby Etches Park - Crewe Basford Hall

06-03-85 - 5P44 Crewe Basford Hall - Derby Etches Park

22-05-85 - 1C71 1610 Edinburgh - Liverpool LS Between Edinburgh - Carstairs, 28.75

07-06-85 - 1F92 2146 Arbroath - Great Yarmouth Between Arbroath - Edinburgh, 76.27

07-07-85 - Transferred to Immingham

09-06-86 - Stabled at Kings Lynn

02-07-86 - 2Hxx 2037 Crewe - Altringham Between Levenshulme - Altringham

02-07-86 - 2Kxx 2205 Altringham - Crewe Between Altringham - Stockport & Terminated

14-07-87 - worked iron ore train Immingham terminal to British Steel Scunthorpe With 37083

09-03-88 - Working on Crewe Works Test Train to/from Llandudno

10-03-88 - Working on Crewe Works Test Train to/from Llandudno

19-03-88 - Last Classified Repair at Crewe

19-03-88 - Renumbered to 37350

09-05-88 - Working on Crewe Works Test Train to/from Llandudno

15-05-88 - Transferred to Stratford

05-06-88 - Hertfordshire Railtours The Coalville Cobbler Between Euston - Nuneaton

05-06-88 - Hertfordshire Railtours The Coalville Cobbler Between Nuneaton - Worcester Shrub Hill

05-06-88 - Hertfordshire Railtours The Coalville Cobbler Between Worcester Shrub Hill - Euston

23-07-88 - 1L82 0650 Manchester P - Yarmouth Between Norwich - Yarmouth, 20.6

23-07-88 - 1L93 0750 Birmingham NS - Yarmouth Between Norwich - Yarmouth, 20.6

23-07-88 - 1L68 0908 Liverpool LS - Yarmouth Between Norwich - Yarmouth, 20.6

23-07-88 - 1M34 1340 Yarmouth - Birmingham NS Between Yarmouth - Norwich, 20.6

23-07-88 - 2P75 1615 Yarmouth - Norwich, 20.6

24-07-88 - 0815 Liverpool St - Yarmouth Between Norwich - Yarmouth, 20.6

24-07-88 - 1750 Yarmouth - Liverpool St Between Yarmouth - Norwich, 20.6

30-07-88 - 1L68 0908 Liverpool LS - Yarmouth Between Norwich - Yarmouth, 20.6

30-07-88 - 2P75 1615 Yarmouth - Norwich, 20.6

10-09-88 - 1Z36 0409 Reading - Newcastle railtour

04-11-88 - 1728 Ipswich - Cambridge, 55.61

27-11-88 - Transferred to Cardiff Canton

01-01-89 - Allocated to FPLW - Freight Petroleum & Chemicals South Wales Pool

01-05-89 - 0900 Sheffield - Blackpool charter, CTLS "Power to the Tower" Via Hope Valley, 99.76

01-05-89 - 1725 Blackpool - Sheffield charter, CTLS "Power to the Tower", 99.76

22-05-89 - 1M11 0703 Cardiff - Liverpool LS, 174.54

22-05-89 - 1V11 1113 Liverpool LS - Cardiff, 174.54

22-05-89 - 1M80 1610 Cardiff - Manchester P, 169.78

22-05-89 - 1V20 2030 Manchester P - Cardiff, 169.78

23-05-89 - 2C12 0730 Swindon - Taunton, 85.86

23-05-89 - 2V67 0951 Taunton - Bristol TM, 44.74

23-05-89 - 2C22 1121 Bristol TM - Taunton, 44.74

23-05-89 - 2V73 1310 Taunton - Bristol TM, 44.74

23-05-89 - 2O93 1654 Bristol TM - Weymouth, 87.52

23-05-89 - 2V82 1944 Weymouth - Bristol TM, 87.52

24-05-89 - 2C12 0730 Swindon - Taunton, 85.86

24-05-89 - 2V67 0951 Taunton - Bristol TM, 44.74

24-05-89 - 2C22 1121 Bristol TM - Taunton, 44.74

24-05-89 - 2V73 1310 Taunton - Bristol TM, 44.74

24-05-89 - 2O93 1654 Bristol TM - Weymouth, 87.52

24-05-89 - 2V82 1944 Weymouth - Bristol TM, 87.52

25-05-89 - 2C12 0730 Swindon - Taunton Between Bristol TM - Taunton, 85.86

25-05-89 - 2V67 0951 Taunton - Bristol TM, 44.74

25-05-89 - 2C22 1121 Bristol TM - Taunton, 44.74

25-05-89 - 2V73 1310 Taunton - Bristol TM, 44.74

25-05-89 - 2O93 1654 Bristol TM - Weymouth, 87.52

25-05-89 - 2V82 1944 Weymouth - Bristol TM, 87.52

26-05-89 - 2C12 0730 Swindon - Taunton, 85.86

26-05-89 - 2V67 0951 Taunton - Bristol TM, 44.74

26-05-89 - 2C22 1121 Bristol TM - Taunton, 44.74

26-05-89 - 2V73 1310 Taunton - Bristol TM, 44.74

26-05-89 - 2O93 1654 Bristol TM - Weymouth, 87.52

26-05-89 - 2V82 1944 Weymouth - Bristol TM, 87.52

27-05-89 - 1M11 0703 Cardiff - Liverpool LS, 174.54

27-05-89 - 1V11 1113 Liverpool LS - Cardiff, 174.54

27-05-89 - 1M80 1610 Cardiff - Manchester P, 169.78

27-05-89 - 1V20 2030 Manchester P - Cardiff, 169.78

28-05-89 - 2C12 0730 Swindon - Taunton, 85.86

28-05-89 - 2V67 0950 Taunton - Bristol TM, 44.74

28-05-89 - 2C22 1121 Bristol TM - Taunton, 44.74

28-05-89 - 2V73 1312 Taunton - Bristol TM, 44.74

28-05-89 - 2O93 1654 Bristol TM - Weymouth, 87.52

28-05-89 - 2V82 1944 Weymouth - Bristol TM, 87.52

29-05-89 - 2C12 0730 Swindon - Taunton, 85.86

29-05-89 - 2V67 0951 Taunton - Bristol TM, 44.74

29-05-89 - 2C22 1121 Bristol TM - Taunton, 44.74

29-05-89 - 2V73 1310 Taunton - Bristol TM, 44.74

29-05-89 - 2O93 1654 Bristol TM - Weymouth, 87.52

29-05-89 - 2V82 1944 Weymouth - Bristol TM, 87.52

30-05-89 - 2C12 0730 Swindon - Taunton, 85.86

30-05-89 - 2V67 0951 Taunton - Bristol TM, 44.74

30-05-89 - 2C22 1121 Bristol TM - Taunton, 44.74

30-05-89 - 2V73 1310 Taunton - Bristol TM, 44.74

30-05-89 - 2O93 1654 Bristol TM - Weymouth, 87.52

30-05-89 - 2V82 1944 Weymouth - Bristol TM, 87.52

31-05-89 - 2C12 0730 Swindon - Taunton, 85.86

31-05-89 - 2V67 0951 Taunton - Bristol TM, 44.74

31-05-89 - 2C22 1121 Bristol TM - Taunton, 44.74

31-05-89 - 2V73 1310 Taunton - Bristol TM, 44.74

31-05-89 - 2O93 1654 Bristol TM - Weymouth, 87.52

31-05-89 - 2V82 1944 Weymouth - Bristol TM, 87.52

02-06-89 - 2C12 0730 Swindon - Taunton, 85.86

02-06-89 - 2V67 0951 Taunton - Bristol TM, 44.74

02-06-89 - 2C22 1121 Bristol TM - Taunton, 44.74

02-06-89 - 2V73 1310 Taunton - Bristol TM, 44.74

02-06-89 - 2O93 1654 Bristol TM - Weymouth, 87.52

02-06-89 - 2V82 1944 Weymouth - Bristol TM, 87.52

07-06-89 - 2C12 0730 Swindon - Taunton, 85.86

07-06-89 - 2V67 0951 Taunton - Bristol TM, 44.74

07-06-89 - 2C22 1121 Bristol TM - Taunton, 44.74

07-06-89 - 2V73 1310 Taunton - Bristol TM, 44.74

08-06-89 - 2C12 0730 Swindon - Taunton, 85.86

08-06-89 - 2V67 0951 Taunton - Bristol TM, 44.74

08-06-89 - 2C22 1121 Bristol TM - Taunton, 44.74

08-06-89 - 2V73 1310 Taunton - Bristol TM, 44.74

09-06-89 - 2C12 0730 Swindon - Taunton, 85.86

09-06-89 - 2V67 0951 Taunton - Bristol TM, 44.74

09-06-89 - 2C22 1121 Bristol TM - Taunton, 44.74

09-06-89 - 2V73 1310 Taunton - Bristol TM, 44.74

12-06-89 - 1Z02 0305 Bristol TM - Swindon, 41.12

12-06-89 - 2C12 0730 Swindon - Taunton, 85.86

12-06-89 - 2V67 0951 Taunton - Bristol TM, 44.74

12-06-89 - 2C22 1121 Bristol TM - Taunton, 44.74

12-06-89 - 2V73 1310 Taunton - Bristol TM, 44.74

12-06-89 - 2O93 1654 Bristol TM - Weymouth, 87.52

12-06-89 - 2V82 1944 Weymouth - Bristol TM, 87.52

13-06-89 - 1Z02 0305 Bristol TM - Swindon, 41.12

13-06-89 - 2C12 0730 Swindon - Taunton, 85.86

13-06-89 - 2V67 0951 Taunton - Bristol TM, 44.74

13-06-89 - 2C22 1121 Bristol TM - Taunton, 44.74

13-06-89 - 2V73 1310 Taunton - Bristol TM, 44.74

13-06-89 - 2O93 1654 Bristol TM - Weymouth, 87.52

13-06-89 - 2V82 1944 Weymouth - Bristol TM, 87.52

14-06-89 - 1Z02 0305 Bristol TM - Swindon, 41.12

14-06-89 - 2C12 0730 Swindon - Taunton, 85.86

14-06-89 - 2V67 0951 Taunton - Bristol TM, 44.74

14-06-89 - 2C22 1121 Bristol TM - Taunton, 44.74

14-06-89 - 2V73 1310 Taunton - Bristol TM, 44.74

14-06-89 - 2O93 1654 Bristol TM - Weymouth, 87.52

14-06-89 - 2V82 1944 Weymouth - Bristol TM, 87.52

15-06-89 - 1Z02 0305 Bristol TM - Swindon, 41.12

15-06-89 - 2C12 0730 Swindon - Taunton, 85.86

15-06-89 - 2V67 0951 Taunton - Bristol TM, 44.74

15-06-89 - 2C22 1121 Bristol TM - Taunton, 44.74

15-06-89 - 2V73 1310 Taunton - Bristol TM, 44.74

15-06-89 - 2O93 1654 Bristol TM - Weymouth, 87.52

15-06-89 - 2V82 1944 Weymouth - Bristol TM, 87.52

16-06-89 - 1M11 0703 Cardiff - Liverpool LS, 174.54

16-06-89 - 1V11 1113 Liverpool LS - Cardiff, 174.54

16-06-89 - 1M86 1610 Cardiff - Manchester P, 169.78

16-06-89 - 1V20 2030 Manchester P - Cardiff, 169.78

19-06-89 - 2C12 0730 Swindon - Taunton, 85.86

19-06-89 - 2V67 0951 Taunton - Bristol TM, 44.74

19-06-89 - 2C22 1121 Bristol TM - Taunton, 44.74

19-06-89 - 2V73 1310 Taunton - Bristol TM, 44.74

20-06-89 - 2C12 0730 Swindon - Taunton, 85.86

20-06-89 - 2V67 0951 Taunton - Bristol TM, 44.74

20-06-89 - 2C22 1121 Bristol TM - Taunton, 44.74

20-06-89 - 2V73 1310 Taunton - Bristol TM, 44.74

20-06-89 - 2O93 1654 Bristol TM - Weymouth, 87.52

20-06-89 - 2V82 1944 Weymouth - Bristol TM, 87.52

22-06-89 - 2C22 1121 Bristol TM - Taunton, 44.74

22-06-89 - 2V73 1310 Taunton - Bristol TM, 44.74

22-06-89 - 2O93 1654 Bristol TM - Weymouth, 87.52

22-06-89 - 2V82 1944 Weymouth - Bristol TM, 87.52

23-06-89 - 2C12 0730 Swindon - Taunton, 85.86

23-06-89 - 2V67 0951 Taunton - Bristol TM, 44.74

23-06-89 - 2C22 1121 Bristol TM - Taunton, 44.74

23-06-89 - 2V73 1312 Taunton - Bristol TM, 44.74

23-06-89 - 2O93 1654 Bristol TM - Weymouth, 87.52

23-06-89 - 2V82 1944 Weymouth - Bristol TM, 87.52

26-06-89 - 1Z02 0305 Bristol TM - Swindon, 41.12

26-06-89 - 2C12 0730 Swindon - Taunton, 85.86

26-06-89 - 2V67 0951 Taunton - Bristol TM, 44.74

26-06-89 - 2C22 1121 Bristol TM - Taunton, 44.74

26-06-89 - 2V73 1310 Taunton - Bristol TM, 44.74

26-06-89 - 2O93 1654 Bristol TM - Weymouth, 87.52

26-06-89 - 2V82 1944 Weymouth - Bristol TM, 87.52

30-06-89 - 1Z02 0305 Bristol TM - Swindon, 41.12

30-06-89 - 2C12 0730 Swindon - Taunton, 85.86

30-06-89 - 2V67 0951 Taunton - Bristol TM, 44.74

30-06-89 - 2C22 1121 Bristol TM - Taunton, 44.74

30-06-89 - 2V73 1310 Taunton - Bristol TM, 44.74

30-06-89 - 2O93 1654 Bristol TM - Weymouth, 87.52

30-06-89 - 2V82 1944 Weymouth - Bristol TM, 87.52

03-07-89 - 2C12 0730 Swindon - Taunton, 85.86

03-07-89 - 2V67 0951 Taunton - Bristol TM, 44.74

03-07-89 - 2C22 1121 Bristol TM - Taunton, 44.74

03-07-89 - 2V73 1310 Taunton - Bristol TM, 44.74

03-07-89 - 2O93 1654 Bristol TM - Weymouth, 87.52

03-07-89 - 2V82 1944 Weymouth - Bristol TM, 87.52

04-07-89 - 2C12 0730 Swindon - Taunton, 85.86

04-07-89 - 2V67 0951 Taunton - Bristol TM, 44.74

04-07-89 - 2C22 1121 Bristol TM - Taunton, 44.74

04-07-89 - 2V73 1310 Taunton - Bristol TM, 44.74

04-07-89 - 2O93 1654 Bristol TM - Weymouth, 87.52

04-07-89 - 2V82 1944 Weymouth - Bristol TM, 87.52

06-07-89 - 2C12 0730 Swindon - Taunton, 85.86

06-07-89 - 2V67 0951 Taunton - Bristol TM, 44.74

06-07-89 - 2C22 1121 Bristol TM - Taunton, 44.74

06-07-89 - 2V73 1310 Taunton - Bristol TM, 44.74

06-07-89 - 2O93 1654 Bristol TM - Weymouth, 87.52

06-07-89 - 2V82 1944 Weymouth - Bristol TM, 87.52

07-07-89 - 2C12 0730 Swindon - Taunton, 85.86

07-07-89 - 2V67 0951 Taunton - Bristol TM, 44.74

07-07-89 - 2C22 1121 Bristol TM - Taunton, 44.74

07-07-89 - 2V73 1310 Taunton - Bristol TM, 44.74

07-07-89 - 2O93 1654 Bristol TM - Weymouth, 87.52

07-07-89 - 2V82 1944 Weymouth - Bristol TM, 87.52

09-07-89 - Allocated to FPEK - Railfreight Petroleum Cardiff Canton

09-08-89 - 1V94 1106 Birmingham NS - Reading Between Goring - Reading, 8.78

29-08-89 - 1F13 0702 Newbury - Paddington Between Maidenhead - Slough With 37215, 5.79

17-09-89 - on display at Gloucester "Rail Day"

05-05-91 - On Display at Hereford open day

26-05-91 - On Display at Coalville open day

04-08-91 - On Display at Gloucester open day

07-02-92 - 1832 Swansea - Paddington Between Llantrisant - Cardiff, 11.13

16-02-92 - 1Z24 1012 Waterloo - Weymouth "solent and wessex wanderer" Between Waterloo - Southampton, 110.62

11-10-92 - Transferred to Immingham, Allocated to FPCI - Trainload Petroleum - Immingham Locos

21-03-93 - Allocated to FPYI - Trainload Petroleum - Immingham Locos (restricted Use)

24-04-93 - Stored Serviceable

27-04-93 - Returned to Traffic at Immingham

30-04-93 - Stored Serviceable

20-06-93 - Allocated to FPYX - Tranload Petroleum Stored lococs

03-10-93 - Allocated to FPYI - Trainload Petroleum - Immingham Locos (restricted Use)

31-10-93 - Allocated to FPRI - Trainload Freight - Immingham locos for Contract Services

01-11-93 - Returned to Traffic at Immingham

22-12-93 - 1D37 0950 Manchester V - Holyhead Between Rhyl - Holyhead, 54.75

22-12-93 - 1K67 1600 Holyhead - Crewe With 37414 DIT, 105.65

29-01-94 - 1K67 1600 Holyhead - Crewe Between Llandudno Jn - Crewe in multiple with 37414 (faulty speedo), 65.5

20-03-94 - Allocated to FDDI - Trainload Freight North IM Class 37/47 (Doncaster Departmental)

06-05-94 - Observed at West Vale working an East bound freight

14-05-94 - Observed at Healey Mills

27-05-94 - Transferred to Thornaby, Allocated to FMDY - Trainload Freight North - TE Class 37 (Departmental)

01-01-95 - Allocated to FMCY - Loadhaul - TE Class 37 (Refurbished)

26-03-95 - Allocated to FDKI - Loadhaul - IM Class 37 (Control Contigency)

28-05-95 - Allocated to FDRI - Loadhaul - IM Class 37/47 (Restricted)

24-06-95 - Observed at Healey Mills

08-07-95 - Observed at Healey Mills

15-07-95 - Observed at Healey Mills

24-09-95 - Allocated to FDKI - Loadhaul - IM Class 37 (Control Contigency)

24-05-96 - Allocated to FDRI - Loadhaul - IM Class 37/47 (Restricted)

31-05-96 - Allocated to FDCI - Loadhaul - IM Class 37 (Humberside)

25-10-96 - Allocated to FDRI - EWS (Loadhaul) - IM Class 37/47 (Restricted)

14-06-97 - Observed at Healey Mills

26-09-97 - Allocated to FDCI - EWS - Immingham Class 37 North of England

06-05-98 - 1S76 0920 Brighton - Edinburgh Between Brighton - Birmingham NS, 185.78

29-08-98 - On Toton open Day

30-08-98 - Observed at Toton

11-11-98 - Named "NRM NATIONAL RAILWAY MUSEUM" at the NRM

27-11-98 - Transferred to Toton, Allocated to WKBN - EWS Toton Class 37/0 & 37/3 Systemwide

14-03-99 - 1Z37 0908 Solihull - Marylebone

14-03-99 - 1Z37 1910 Marylebone - Solihull

15-05-99 - 1518 Weymouth - Alton Between Weymouth - Yeovil Pen Mill, 27.9

15-05-99 - 1518 Weymouth - Alton Between Yeovil Pen Mill - Frome, 26

15-05-99 - 1Z39 1315 Par - Bristol TM Between Didcot Parkway - Bristol Temple Meads, 64.5

12-06-99 - 1V26 2330 Manchester P - Paignton Between Bristol Tm - Paignton (Previous Nights Departure), 103.75

12-06-99 - 1S66 0850 Paignton - Glasgow Between Paignton - Bristol TM Via Weston, 104.76

16-06-99 - 2R40 1646 Cardiff - Rhymney, 23.34

17-06-99 - 2V07 0723 Rhymney - Radyr, 27.16

17-12-99 - Transferred to Headquarters, Allocated to WNXX - EWS - Locomotives for Storage

03-07-02 - 0935 Irwell Vale - Bury, 5.98

03-07-02 - 1045 Irwell Vale - Bury, 5.98

03-07-02 - 1230 Bury - Irwell Vale, 5.98

03-07-02 - 1340 Bury - Irwell Vale, 5.98

03-07-02 - 1635 Irwell Vale - Bury, 5.98

03-07-02 - 1745 Irwell Vale - Bury, 5.98

04-07-02 - 1045 Bury - Irwell Vale, 5.98

04-07-02 - 1155 Bury - Irwell Vale, 5.98

04-07-02 - 1415 Irwell Vale - Bury, 5.98

04-07-02 - 1525 Irwell Vale - Bury, 5.98

04-07-02 - 1745 Bury - Irwell Vale, 5.98

06-07-02 - 0935 Bury - Irwell Vale, 5.98

06-07-02 - 1600 Bury - Irwell Vale, 5.98

07-07-02 - 1010 Bury - Irwell Vale, 5.98

07-07-02 - 1340 Irwell Vale - Bury, 5.98

07-07-02 - 1635 Bury - Irwell Vale, 5.98

23-03-03 - D6700 was providing cab rides with a half brake at the NRM, York

31-05-03 - On Crewe Works open day

05-10-03 - 1020 Roundhouse Halt - Extended Headshunt with 66001, 0.43

05-10-03 - 1028 Roundhouse Halt - Extended Headshunt with 66001, 0.43

05-10-03 - 1120 Roundhouse Halt - Extended Headshunt with 66501, 0.43

05-10-03 - 1156 Roundhouse Halt - Extended Headshunt With 37515, 0.43

05-10-03 - 1209 Roundhouse Halt - Extended Headshunt With 37515, 0.43

05-10-03 - 1240 Roundhouse Halt - Extended Headshunt, 0.43

05-10-03 - 1255 Roundhouse Halt - Extended Headshunt, 0.43

05-10-03 - 1326 Roundhouse Halt - Extended Headshunt with 66001, 0.43

05-10-03 - 1345 Roundhouse Halt - Extended Headshunt with 66001, 0.43

05-10-03 - Involved in a colision with 37515 at Barrow Hill

30-06-04 - Moved from Barrow Hill to Derby for repairs

13-11-04 - performed shunt Shuttle at NRM York

14-11-04 - performed shunt Shuttle at NRM York

31-12-04 - Officially De-registered from Network Rail

10-01-05 - Re-register for Network Rail , Allocated to MBDL - Private Owner Diesel Locomotives

19-04-07 - 1250 Grosmont - Goathland Assisting in rear of 80135, 3.5

21-04-07 - 2P07 1040 Grosmont - Pickering, 17.9

21-04-07 - 2G14 1225 Pickering - Grosmont, 17.9

21-04-07 - 2P25 1505 Grosmont - Pickering, 17.9

21-04-07 - 2G28 1645 Pickering - Grosmont, 17.9

22-04-07 - 2P01 0940 Grosmont - Pickering, 17.9

22-04-07 - 2G10 1120 Pickering - Grosmont, 17.9

22-04-07 - 2P19 1400 Grosmont - Pickering, 17.9

22-04-07 - 2G26 1540 Pickering - Grosmont, 17.9

22-05-07 - 0845 Pickering - Grosmont, 17.9

22-05-07 - 1810 Grosmont - Pickering, 17.9

01-08-07 - Pickering - Grosmont, 17.9

01-08-07 - Grosmont - Pickering, 17.9

05-08-07 - 1050 Grosmont - Pickering, 17.9

05-08-07 - 1220 Pickering - Grosmont, 17.9

05-08-07 - 1350 Grosmont - Pickering, 17.9

05-08-07 - 1520 Pickering - Grosmont, 17.9

03-11-07 - 2P09 1350 Grosmont - Pickering, 17.9

03-11-07 - 2G16 1620 Pickering - Grosmont, 17.9

04-11-07 - 2P01 0950 Grosmont - Pickering, 17.9

04-11-07 - 2G06 1220 Pickering - Grosmont, 17.9

04-11-07 - 2P11 1450 Grosmont - Pickering, 17.9

04-11-07 - 2G16 1720 Pickering - Grosmont, 17.9

08-03-08 - 1230 Grosmont - Pickering, 17.9

22-03-08 - 1400 Pickering - Grosmont, 17.9

22-03-08 - 2P13 1530 Grosmont - Pickering, 17.9

22-03-08 - 2G16 1700 Pickering - Grosmont, 17.9

22-03-08 - 1Z45 1830 Grosmont - Pickering, 17.9

27-03-08 - 2G02 1000 Pickering - Grosmont, 17.9

27-03-08 - 2P13 1530 Grosmont - Pickering, 17.9

27-03-08 - 2G16 1700 Pickering - Grosmont, 17.9

27-03-08 - 1Z45 1830 Grosmont - Pickering, 17.9

31-03-08 - 2G02 1000 Pickering - Grosmont, 17.9

31-03-08 - 2P13 1530 Grosmont - Pickering, 17.9

31-03-08 - 2G16 1700 Pickering - Grosmont, 17.9

31-03-08 - 1Z45 1830 Grosmont - Pickering, 17.9

01-04-08 - 1Z40 0900 Pickering - Grosmont, 17.9

01-04-08 - 1Z45 1830 Grosmont - Pickering, 17.9

30-04-08 - 2G04 1100 Pickering - Grosmont, 17.9

30-04-08 - 2P07 1230 Grosmont - Pickering, 17.9

30-04-08 - 2G10 1400 Pickering - Grosmont, 17.9

30-04-08 - 1Z45 1830 Grosmont - Pickering, 17.9

01-05-08 - 1Z40 0900 Pickering - Grosmont, 17.9

01-05-08 - 1Z41 1130 Grosmont - Pickering, 17.9

01-05-08 - 2G08 1300 Pickering - Grosmont, 17.9

01-05-08 - 1Z45 1830 Grosmont - Pickering, 17.9

03-05-08 - 1Z40 0900 Pickering - Grosmont, 17.9

03-05-08 - 1Z45 1830 Grosmont - Pickering, 17.9

04-05-08 - 1Z40 0900 Pickering - Grosmont, 17.9

04-05-08 - 1Z45 1830 Grosmont - Pickering, 17.9

05-05-08 - 1Z40 0900 Pickering - Grosmont, 17.9

05-05-08 - 1Z45 1830 Grosmont - Pickering, 17.9

06-05-08 - 1Z40 0900 Pickering - Grosmont, 17.9

06-05-08 - 1Z45 1830 Grosmont - Pickering, 17.9

07-05-08 - 1Z40 0900 Pickering - Grosmont, 17.9

07-05-08 - 1Z45 1830 Grosmont - Pickering, 17.9

08-05-08 - 1Z40 0900 Pickering - Grosmont, 17.9

09-05-08 - 2P05 1130 Grosmont - Pickering, 17.9

09-05-08 - 2G10 1400 Pickering - Grosmont, 17.9

09-05-08 - 2G14 1650 Goathland - Grosmont, 3.5

10-05-08 - 2P61 0900 Grosmont - Pickering, 17.9

10-05-08 - 2G64 1030 Pickering - Grosmont, 17.9

10-05-08 - 2P71 1400 Grosmont - Pickering, 17.9

10-05-08 - 2G80 1835 Pickering - Grosmont, 17.9

10-05-08 - 2P23 2130 Grosmont - Pickering, 17.9

11-05-08 - 2G62 0930 Pickering - Grosmont, 17.9

11-05-08 - 2P67 1200 Grosmont - Pickering, 17.9

11-05-08 - 2G70 1330 Pickering - Grosmont, 17.9

11-05-08 - 2P73 1500 Grosmont - Pickering, 17.9

11-05-08 - 2G76 1630 Pickering - Grosmont, 17.9

11-05-08 - 2P79 1815 Grosmont - Pickering, 17.9

05-07-08 - 1130 Grosmont - Pickering, 17.9

23-08-08 - 1630 Grosmont - Pickering, 17.9

03-04-09 - 2G14 1600 Grosmont - Pickering, 17.9

14-04-09 - 1Z41 1130 Grosmont - Pickering, 17.9

14-04-09 - 2G08 1300 Pickering - Grosmont, 17.9

22-04-09 - 1Z43 1520 Grosmont - Pickering, 17.9

23-04-09 - 1Z40 0900 Pickering - Grosmont, 17.9

23-04-09 - 2P15 1630 Grosmont - Pickering, 17.9

25-04-09 - 1Z40 0900 Pickering - Grosmont, 17.9

25-04-09 - 2P15 1630 Grosmont - Pickering, 17.9

27-04-09 - 1Z40 0900 Pickering - Grosmont, 17.9

27-04-09 - 2P03 1030 Grosmont - Pickering, 17.9

27-04-09 - 1Z42 1200 Pickering - Grosmont, 17.9

02-05-09 - 2G16 1700 Pickering - Grosmont, 17.9

13-06-09 - 1Z40 0900 Pickering - Whitby Between Pickering - Grosmont, 17.9

13-06-09 - 2P09 1330 Grosmont - Pickering, 17.9

13-06-09 - 2G12 1500 Pickering - Grosmont, 17.9

13-06-09 - 1Z45 1800 Whitby - Pickering Between Grosmont - Pickering, 17.9

15-06-09 - 1Z40 0900 Pickering - Grosmont, 17.9

23-06-09 - 2P03 1030 Grosmont - Pickering, 17.9

23-06-09 - 1Z42 1200 Pickering - Grosmont, 17.9

23-06-09 - 1Z42 1430 Grosmont - Pickering, 17.9

23-06-09 - 2G14 1600 Pickering - Grosmont, 17.9

18-07-09 - 1Z45 1830 Grosmont - Pickering, 17.9

23-07-09 - 2G02 1000 Pickering - Grosmont, 17.9

23-07-09 - 1Z45 1830 Grosmont - Pickering, 17.9

26-07-09 - 2G02 1000 Pickering - Grosmont, 17.9

26-07-09 - 2P05 1130 Grosmont - Pickering, 17.9

21-08-09 - 2G02 1000 Pickering - Grosmont, 17.9

21-08-09 - 1Z41 1130 Grosmont - Pickering, 17.9

21-08-09 - 2G08 1300 Pickering - Grosmont, 17.9

21-08-09 - 2P15 1630 Grosmont - Pickering, 17.9

22-08-09 - 1Z40 0900 Pickering - Grosmont, 17.9

22-08-09 - 2P15 1630 Grosmont - Pickering, 17.9

26-08-09 - 1Z40 0900 Pickering - Grosmont assisting in rear of 63395, 17.9

26-08-09 - 2P13 1530 Grosmont - Pickering assisted in rear by 30926, 17.9

06-09-09 - 2G02 1000 Pickering - Grosmont, 17.9

06-09-09 - 2P05 1130 Grosmont - Pickering, 17.9

06-09-09 - 2G08 1300 Pickering - Grosmont, 17.9

06-09-09 - 2P13 1530 Grosmont - Pickering, 17.9

07-09-09 - 1Z40 0900 Pickering - Grosmont, 17.9

10-09-09 - 2G08 1300 Pickering - Grosmont Assisted in rear by 63395, 17.9

10-09-09 - 1Z43 1430 Grosmont - Pickering Assisting in rear of 825, 17.9

10-09-09 - 2G14 1600 Pickering - Grosmont Assisting in rear of 825, 17.9

10-09-09 - 1Z45 1800 Grosmont - Pickering Assisting in rear of 53809, 17.9

18-09-09 - 2G00 0900 Pickering - Grosmont, 17.9

18-09-09 - 1P17 1730 Grosmont - Pickering, 17.9

19-09-09 - 2G62 0920 Pickering - Grosmont, 17.9

19-09-09 - 2P67 1150 Grosmont - Pickering, 17.9

19-09-09 - 2G72 1420 Pickering - Grosmont, 17.9

19-09-09 - 1Z79 1750 Grosmont - Pickering, 17.9

20-09-09 - 2G62 0920 Pickering - Grosmont, 17.9

20-09-09 - 2P71 1350 Grosmont - Pickering Piloted to Levisham by 37901, 17.9

20-09-09 - 2G74 1520 Pickering - Grosmont Piloted from Levisham by 37901, 17.9

16-10-10 - Brake van rides at the NRM

   

As the last two airworthy World War Two Lancaster Bombers concluded their 6-week UK tour, Lincoln photographer Sean Strange is looking back over the historic journey.

 

Lincolnshire’s Thumper and Canada’s Vera marked the final flight of their historic UK tour by making a 50th anniversary visit to the ‘Dambusters’ Derwent Dam.

 

The Canadian Lancaster is leaving RAF Coningsby at 10am on September 23, and will fly over Lincoln Cathedral at around 10.20am (weather and aircraft serviceability permitting).

 

Thousands of people have followed the Lancasters’ journey with air shows and flypasts up and down the country since they were reunited on August 8.

  

Bear boxes have various designs. All require that you have at least one person in your party with fingers and who is smarter than a bear.

 

I haven't seen this kind of lock elsewhere.

 

Dune Creek Camp, Great Sand Dunes National Park. The camp is nestled in some cottonwoods along Sand Creek, facing the end of the dune field. It's altogether serviceable but not a "destination" site like Aspen.

Beijnes 2G 586 arriving Amsterdam Centraal Station in 1970. De 586 is still serviceable today albeit in a later 'self service' version. Henk Graalman