Flying Scotsman, a LNER Class A3 4-6-2, is the last of Gordon's brothers. He holds the records for being the first engine to officially run at 100 mp/h and the longest non-stop run for a steam engine - 631 kilometres non-stop, between London and Edinburgh, in eight hours.
Flying Scotsman was completed in 1923, construction having been started under the auspices of the Great Northern Railway. He was built as an A1, initially carrying the number 1472. Flying Scotsman was something of a flagship locomotive for the LNER. He represented the company at the British Empire Exhibition at Wembley in 1924 and 1925. At this time he acquired his name and the new number of 4472. From then on he was commonly used for promotional purposes. With suitably modified valve gear, he was one of five Gresley Pacifics selected to haul the prestigious non-stop Flying Scotsman train service from London to Edinburgh, hauling the inaugural train on May 1, 1928. For this, the locomotives ran with a new version of the large eight-wheel tender which held nine tons of coal. This and the usual facility for water replenishment from the water trough system enabled them to travel the 631 kilometres from London to Edinburgh in eight hours non-stop. The tender included a corridor connection and tunnel through the water tank giving access to the locomotive cab from the train in order to allow replacement of the driver and fireman without stopping the train. The following year he appeared in the film "The Flying Scotsman". On November 30, 1934, running a light test train, he became the first steam locomotive to be officially recorded at 100 mp/h and earned a place in the land speed record for railed vehicles; the publicity-conscious LNER made much of the fact. On August 22, 1928 there appeared an improved version of this Pacific type classified A3; older A1 locomotives were later rebuilt to conform. On April 25th, 1945, A1 class locomotives not yet rebuilt were reclassified A10 in order to make way for newer Thompson and Peppercorn Pacifics. This included Flying Scotsman, which emerged from Doncaster works on January 4, 1947 as an A3 having received a boiler with a long "banjo" dome of the type it carries today. By this time he had become no. 103 in Edward Thompson's comprehensive renumbering scheme for the LNER, then
Bio in the Railway Series
Flying Scotsman came to Sodor in 1967-8 to cheer his only surviving brother, Gordon, up. He had two tenders at the time he arrived, causing Henry to feel jealous. During his visit, he got on well with most of the Fat Controller's Engines and took charge of "the Limited" in place of 7101 when Henry rescued both him and 199 as both Diesels failed. After his visit, Flying Scotsman left with his enthusiasts when the Fat Controller announced that steam engines will still be at work on his railway.
Bio in the television series
Flying Scotsman came to Sodor in 1967-8 to cheer his only surviving brother, Gordon, up. He had two tenders at the time he arrived, causing Henry to feel jealous. During his visit, he got on well with most of the Fat Controller's Engines and took charge of "the Limited" in place of 7101 when Henry rescued both him and 199 as both Diesels failed. After his visit, Flying Scotsman left with his enthusiasts when the Fat Controller announced that steam engines will still be at work on his railway. Bio in the television seriesEdit In the third season episode Tender Engines Flying Scotsman's two tenders appeared poking out of a shed. Both of his tenders had a coalbunker, which is impossible: Flying Scotsman's rear tender only carries water. He was to have a larger role, however, the modeling crew could not afford to build the entire engine.
The Flying Scotsman is painted LNER green with black and yellow lining and LNER painted in yellow on his tender side. Choice of livery is a subject of controversy amongst those involved in the preservation of historic rolling stock, and Flying Scotsman has attracted more than its fair share, the result of forty years' continuous service during which the locomotive has undergone several changes to its livery. Alan Pegler's option was evidently to return the locomotive as far as possible to the general appearance and distinctive colour it carried at the height of its fame. A later option was to reinstall the double Kylchap chimney and German smoke deflectors that it carried at the end of its career in the 1960s; this encouraged more complete combustion, a factor in dealing with smoke pollution and fires caused by spark throwing. More recently, until its current overhaul, it was running in an anachronistic hybrid form retaining the modernised exhaust arrangements while carrying the LNER "Apple Green" livery of the 1930s. Some believe that the more famous LNER colour scheme should remain; others take the view that, to be authentic, only BR "Brunswick Green" livery should be used when the loco is carrying these later additions – the issue is further complicated by the fact that while in BR "Brunswick Green" Livery it never ran with the corridor tender. Other liveries that Flying Scotsman has had are the "Wartime Black" livery and the British Railways "Express Passenger Lined Blue" livery. For a public relaunch in May 2011, the National Railway Museum repainted him in unlined "Wartime Black", posing as sister-engine No.502 "Plain Jane". At present, Flying Scotsman is in "Wartime Black" whilst his overhaul is suffering the recent setbacks since his relaunch at the NRM.
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