The Pilotman

It certainly looks the part and it doesn’t have the “out of gauge” buffer beam of the old Farish model. However, it’s hard to see if the body-side profile issue as mentioned by @Flying Pig has been addressed. Even if it hasn’t that won’t stop me getting 2 or 3 when they get round to doing the Class 45s and 46s.

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Your “Datsun something” looks like a Ford Cortina to me.

Have you got a model of 31428 or 47428 on the layout?

It’s always nice when your thread features pictures from the Western Region, David, and especially so today with the images of Reading just how I remember it when I first took an interest in trains (but that’s not me on platform 4 in picture C3657). And the first one in particular (C3655) shows two buildings in which key moments for me took place. In the centre of the picture behind the “tadpole” unit is Western Tower, which housed the offices of the Reading Area Manager and is where I had my first interview for a railway job with the Area Manager at the time himself, Andy Hancock. And on the right is the station building in which I would later be interviewed to go into the signalling grade.

One of yours there @Rivercider Cracking shot that!

Since you took that picture, Phil, the line has been electrified as far as Newbury so hopefully that sign’s been removed.

An excellent post by @Dr Al who clearly knows what he’s talking about.

Yes, it is. As is the second wagon back in the siding next to it. And there are Metalair examples there too in amongst the depressed centre “V” tanks. A nice mix of types in that one picture.

I’m not sure why Revolution deciding to do a second run of modern TEAs in OO would have anything to do with Bachmann/Farish deciding to do another run of older TEAs in N. Is there any reason to think otherwise? Two different scales, two different eras.

From your current OO range, I’d definitely be interested in: Class 50s Mark 2C coaches (I’d be in for blue/grey and NSE, plus the InterCity BFK) I’m sure you’d do a brilliant 31 and 37 too but the current Farish models are just about good enough for me.

I don’t remember seeing pictures of either of these coaches on here before, but if you want something unusual for your mid-80s Scottish layout how about one of these…. Picture by Spannerman37025 on Flickr Picture by Freight Frog on Flickr

To me, his voice was as intrinsically linked to football as Dan Maskell’s was to tennis, Richie Benaud’s to cricket and Peter O’Sullevan’s to horse racing. The full time whistle’s gone, Motty. Thanks for everything.

That looks like the lower slopes of Beinn Dorain so I reckon that picture was taken from the A82 just south of Bridge of Orchy station. It certainly isn’t Fort William.

And strange to think that there were still coaches in that livery when some 47s were in InterCity Swallow livery.

I think that’s the first time I’ve seen a picture of a pre-TOPS green 47 on air-conditioned stock. That combination can’t have happened very often.

Screen grab from an old YouTube video (hence the quality). This was at Burngullow, Cornwall in February 1985 and can be seen in this video at 1:15.45

Fairly standard practice for new cabin crew to see a take off and/or landing from the pointy end on one of their training flights.

Yet. But fingers are crossed.

It is used. My understanding is that when winds are light, aircraft are already sequenced using the minimum allowed separation. When there are significant headwinds on the approach path, aircraft are still flying the same airspeed (speed relative to the air) as on a calm day, but their ground speed (speed over the ground) is reduced. This means that the time gap between landing aircraft is increased even though the distance gap is the same. Therefore fewer landings can occur in a given period. What TBS does is allow the distance gap to be reduced whilst getting the time gap closer to that of a calm day, therefore increasing the arrival rate. The rationale behind this is that the likelihood of encountering wake turbulence is reduced when there is some wind.

Since the EU recategorisation of wake turbulence, the “heavy” wake turbulence category has been spilt into three; super heavy (A380), upper heavy (A330/340, B747, B777 and B787) and lower heavy (A300/310, B757 and B767). Looking at your screenshot, the sequence then is lower heavy, medium, upper heavy x 3 and another lower heavy.

I’ll bet there are a few of you who were sorry when Tandy closed…

Utterly convincing and one of the best images to appear on this thread. Brilliant!

There was a sleeper service between Poole and Scotland at that time.

Not necessarily…