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Replacing an earlier scanned print with a better version 29-Jan-19.
Originally delivered to Aeroflot Russian Airlines as CCCP-42527 (date unknown), this aircraft was sold to Air Ukraine as UR-42527 (date unknown). It was sold to Air Lviv in Jun-65. It was permanently retired at Lviv, Ukraine around 2005/06. Last noted at Lviv in Aug-08, derelect. Thought to have been broken up in 2012.
Replacing an earlier scanned photo with a better version, plus Topaz DeNoise AI 28-Dec-25.
First flown with the Boeing test registration N1786B, this aircraft was delivered to Air-Berlin as D-ABAX in Apr-00. It was fitted with Blended Winglets in May-01.
The aircraft was sold to Jackson Square Aviation in Nov-07 and leased to Shenzhen Airlines as B-5361 later the same month.
After 12 years with Shenzhen Airlines the aircraft was returned to the lessor in early Apr-19 and permanently retired at Castellon de la Plana - Costa Azahar, Spain. It was broken up there in Aug-19.
Replacing an earlier scanned photo with a better version 02-Feb-17 + DeNoise AI 28-Oct-22.
Fleet No: "1227".
This aircraft was delivered to Swissair as HB-IHI in Oct-77. It operated Swissair's last DC-10 service on 30-May-92 with additional 'Farewell, DC-10' titles.
The aircraft was sold to Northwest Airlines as N227NW in Jun-92. It was retired in late 2006 after 29 years in service, sold to the Memphis Group and stored at Marana, AZ, USA.
It was sold to Qwest Air Parts in Nov-07 and broken up at Marana in Nov/Dec-07 (although the fuselage shell was noted still intact in Apr-08).
File: 2016001-0105
Previous scaled down image replaced with full size 2592 x 3872 image.
Lulu modelling and photographed in casual outfit. Newport, Wales, United Kingdom, 29th January 2016.
She is seen here, modelling in a light brown and cream coloured stripped faux fur coat made by Quality Fashion, bought second-hand from a charity shop. She is wearing her own black scoop neckline top, with her own dark blue jeans. She is wearing a pair of black high heels. The photographs were taken in front of a studio backdrop, using a Nikon D200 DSLR.
In 1985, when I was at a deaf school in my last year, I decided to get into doing photography as a career. It is the kind of off-beat job that I would like to do, so I tried to apply for a college course studying photography. But the hearing teachers, my own family, family friends, career advisors, and even the social workers, told me that I should not do photography as a job because I am deaf.
In those days here in the United Kingdom, there were discrimination against disabled people, as there weren’t much laws protecting our rights at that time. My mother told me I can’t do photography, because I’m deaf with speech impaired.
I tried to make an effort to get them into helping me get a college course, studying photography. But they got me on a training course at college, instead of a proper serious course. From 1987 to 1989, I spent two days studying traditional graphic design while at college, with three days work experience for a professional photographer as part of my training course, mainly as photographer’s assistant and darkroom technician.
I admit that I became hooked on doing graphic design, so in additional to wanting to become a photographer, I decided I want to become a graphic designer as a second option.
After leaving college, I attempted to get a job working either in photography or graphic design, but as I mentioned earlier, in those days, there were still discrimination against the disabled people, so employers are likely to favour hearing people over deaf people.
For a few years, I continue to do my own photography and my own graphic design projects at home, in order to keep up my skills, while at same time, trying to find a job. Then I got married, and started a family life, but divorced her and I became a full-time single parent, so everything was put on hold for a while, until the kids were much older.
Finally, in the United Kingdom, we got The Equality Act 2010, that would protect our rights.
Few years later, while my kids were old enough to attend full-time school, I resumed my own projects, mainly to refresh my skills. I would need to improve my portfolio if I were to try to apply for a job, or may even consider going freelance. One of the graphic design projects I planned to do, requested a female model.
So I searched online, looked at some of the modelling agencies and model booking websites.
I booked Lulu for a two-hours outdoors photo-shoot in Newport, Gwent, South Wales. I arrived at her home, met up with her, and went through the details of the photo-shoot. We went into city centre, and I found a perfect location for my needs, did the photo-shoot for my graphic design project.
When the outdoors photo-shoots were done, there was still time to spare, I think maybe one and half hour of the booked two-hours slot was used up, leaving maybe half hour left.
I think that both she and her husband didn’t think it was right, I think they feel like they were overcharging me for less time used, or something like that. They were nice and polite, and they allowed me to use up what was left of the booked timeslot. They pointed out that they have a small makeshift studio in their spare bedroom, and suggested I could use it for some indoor photo-shoots, use what was left of the booked timeslot to do more photographs if I wish to do so. I figured why not? Not only that I would get my money’s worth, but also take a chance to do more refresher photography.
And this is one of the series of photos I took in the remaining half hour of the booked timeslot.
Point of note: Lulu had left a glowing and positive review on my profile, on the model booking website, pointing out that despite my being deaf with speech impaired, she had found working with me a pleasure and enjoyable.
The Comment Box for my photo is NOT an advertising billboard for any Groups. (e.g.: “As seen in [whatever] group.”)
You are free and welcome to comment for yourself, with your own words, but not for the group Admins. Any comments with clickable links will be considered as spam and will be deleted.
REplacing an earlier scanned slide with a better version 27-Mar-16.
Delivered to JAT Yugoslav Airlines (JAT Jugoslovenski Aerotransport) as YU-AJL in May-73, the aircraft was wet-leased to Tuninter between Aug-96/Apr-97, and again for a couple of weeks in Jul-97. It was leased to Macedonian Airlines as Z3-AAB between Apr-99/Jun-01, returning to JAT as YU-AJL. It was also wet-leased to Albanian Airlines between Jun/Nov-03 and to Cameroon Airlines between Dec-03/Mar-04 (approx dates). JAT Yugoslav Airlines was renamed JAT Airways in Aug-03. The aircraft was retired at Belgrade in early 2006 after 33 years in service. It was broken up at Belgrade in Oct-06.
Replacing an earlier scanned photo with a better version 20-Apr-16.
First flown with the Airbus test registration D-AVYD, this aircraft was delivered to Tunis Air in Sep-98. Now almost 18 years old (as of Apr-16), it continues in service.
Replacing an earlier scanned photo with a better version 28-Oct-17, plus Topaz DeNoise AI 01-Jun-23.
This aircraft was delivered to US Air as N624AU in Jul-94. US Air was renamed US Airways in Feb-97. It was sold to a lessor in Dec-03 and leased back to US Airways.
In Jan-07 the aircraft was re-registered N937UW and was fitted with blended winglets in May-09. US Airways was merged into American Airlines in Apr-15 (official merger date).
American Airlines retired the aircraft at Goodyear, AZ, USA in Nov-17. It was thought to be permanently retired but was sold to SF Airlines (Shun Feng Airlines) in Jun-18 and ferried to Singapore-Seletar for freighter conversion.
It was converted to full freighter configuration with a main deck cargo door in Dec-18 and re-registered B-207Y prior to service entry. Current, updated 01-Jun-23.
Replacing an earlier digital photo with a better version 18-Apr-24.
Named: "Al-Wuseil".
First flown as an A330-203 with the Airbus test registration F-WWKU, this aircraft was delivered to Qatar Airways as A7-ACD at the end of Mar-03. It was sold to Doha Leasing (A330) Ltd on delivery and leased back to Qatar Airways.
It was converted to A330-202 standard in Sep-04 to bring it in line with the rest of the Qatar A330-200 fleet. It was returned to the lessor in May-18 and sold to Wilmington Trust SP Services (Dublin) Ltd as EI-GGP in Jun-18.
The aircraft was leased to Air Italy (Italy) a few days later. Air Italy ceased operations on 11-Feb-20, just at the start of the COVID-19 Pandemic (Italy suffered very badly early on).
It was returned to the lessor and stored at Doha, Qatar. The aircraft was 'leased' to Qatar Airways as A7-ACR in Nov-20, although it never entered service. It was ferried to Teruel, Spain in Dec-20 and permanently retired. It was broken up at Teruel in Sep-21. Updated 01-Apr-24.
Here's an updated Marvel Legends Captain Britain figure! ToyBiz did its job -- time to get replaced now.
Where to get the latest action figures and collectibles? Big Bad Toy Store! Click Here: goo.gl/MLa2oQ
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Replacing an earlier digital photo with a better version 27-Sep-20.
Operating on behalf of CMTA Compagnie Mauritanienne de Transport Aerien
Replaced in 2015 from the Airlink service 100 between Waverley Bridge and Edinburgh Airport by new buses, the original vehicles were transferred to East Coast Buses. Seen at Abbeymount is 20940 - SN10DKK.
Replacing an earlier scanned photo with a better version, plus Topaz DeNoise AI 10-Apr-24. Slightly blurred!
Named: "Luiz Vaz de Camoes".
First flown with the Airbus test registration D-AVZI, this aircraft was delivered to TAP Air Portugal as CS-TJF in Jan-01. Current, updated 10-Apr-24.
"The U.S. Custom House or U.S. Customhouse is the custom house in Charleston, South Carolina. Construction began in 1852, but was interrupted in 1859 due to costs and the possibility of South Carolina's secession from the Union. After the Civil War, construction was restarted in 1870 and completed in 1879. The building was placed on the National Register of Historic Places on October 9, 1974. It is also a contributing property of the Charleston Historic District.
In the tense pre-Civil War period, the federal government felt that building a new custom house in Charleston to replace the Old Custom House would be a positive sign to South Carolina. A design competition with a US$300 prize was announced. About ten architects submitted entries. The four known entrants were three Charlestonian architects: Edward Brickell White, Edward C. Jones, and Peter H. Hammarskold and one Savannah, Georgia architect, John S. Norris. Noted New York architect, James Renwick submitted a late entry, which was returned. The commission judging the entries selected the Jones design and submitted the plans to the Secretary of the Treasury in Washington, DC.
There was lobbying while the decision was being made. Robert Mills submitted plans to the Secretary. Eventually, Ammi Burnham Young was selected to produce a new design incorporating features of the four competitive entries. White was appointed the superintending architect. Jones, Hammarskold, Norris, and White were awarded US$200 for their entries.
The final plans were for a two-story, cross-shaped building with an elevated, rusticated basement. It was to be 259 ft (79 m) from west to east and 152 ft (46 m) from north to south. The west and east arms had Roman porticoes supported by Corinthian limestone columns and steps down to grade. The north and south arms were porticoes. The walls had Corinthian engaged columns between the windows. There was a dome supported by Corinthian columns. The building was to be 160 ft (49 m) above grade. Except for the change from Doric to Corinthian order and for the high dome, the building bore resemblance to the Boston Customhouse that Young had recently designed.
Land was purchased at Fitzsimons' Wharf at East Bay and Market. Construction started in 1853 under White's direction. Since the location was marshy, 7,000 piles that were 40 ft (12 m) long were driven into the sand and were cut off at grade. A grillage or network of timber was laid. and a thick bed of concrete was constructed for the foundation. The granite walls of the basement were finished by 1855. After the marble-faced walls were erected, the columns were begun in 1858.
In 1859, there was increasing concern in Congress over the possible secession of South Carolina and the costs of construction. Representative John Letcher from Virginia called for a cessation of construction. Representative William Porcher Miles defended the construction with little enthusiasm. No funds were appropriated to continue construction in 1859.
White proposed eliminating the costly dome and replacing it with skylights. With the possibility of war, Congress only appropriated funds for protecting the construction from rain.
During the war, the building was damaged by shelling. In 1870, construction resumed. The original marble came from Hastings, New York. Because that quarry was abandoned, new marble was obtained from Tuckahoe, New Jersey. Alfred B. Mullett prepared revised drawings. Alterations made at his direction included the loss of the dome, the elimination of the north and south porticoes, and changes to the west entrance. The dome in Ammi B. Young's original design was replaced in 1876 with skylights that covered a two-story, square cortile or inside patio. Fluted Corinthian columns surround the iron second floor gallery. The gallery is ornamented with fluted pilasters. The north and south porticoes were probably converted to office space at this stage.
The windows are rectangular with pediments. The portico entrance doors are also pediment-ed. The buildings were topped with an entablature with architrave and an unadorned frieze with a dentiled cornice. The building has a low roof with an open balustrade.
Construction was completed in 1879. The total cost of construction was about US$2,806,000.
It is possible that the north and south portico were enclosed to increase office space in repairs after the 1886 Charleston earthquake.
In 1906, a heating system replaced the use of stoves and coal grates. In 1910, plumbing and electrical lighting were installed.
By the 1960s, the Custom House was used by a number of federal agencies. Threatened with demolition, local preservationists with the help of Representative Mendel Rivers worked to save the building.
In 1964, "UNITED STATES CUSTOM HOUSE" was engraved in the frieze above the west portico. In 1968, over US$212,000 was spent on restoration.
Charleston is the largest city in the U.S. state of South Carolina, the county seat of Charleston County, and the principal city in the Charleston–North Charleston metropolitan area. The city lies just south of the geographical midpoint of South Carolina's coastline on Charleston Harbor, an inlet of the Atlantic Ocean formed by the confluence of the Ashley, Cooper, and Wando rivers. Charleston had a population of 150,277 as of the 2020 U.S. Census. The 2020 population of the Charleston metropolitan area, comprising Berkeley, Charleston, and Dorchester counties, was 799,636 residents, the third-largest in the state and the 74th-largest metropolitan statistical area in the United States.
Charleston was founded in 1670 as Charles Town, honoring King Charles II, at Albemarle Point on the west bank of the Ashley River (now Charles Towne Landing) but relocated in 1680 to its present site, which became the fifth-largest city in North America within ten years. It remained unincorporated throughout the colonial period; its government was handled directly by a colonial legislature and a governor sent by Parliament. Election districts were organized according to Anglican parishes, and some social services were managed by Anglican wardens and vestries. Charleston adopted its present spelling with its incorporation as a city in 1783. Population growth in the interior of South Carolina influenced the removal of the state government to Columbia in 1788, but Charleston remained among the ten largest cities in the United States through the 1840 census.
Charleston's significance in American history is tied to its role as a major slave trading port. Charleston slave traders like Joseph Wragg were the first to break through the monopoly of the Royal African Company and pioneered the large-scale slave trade of the 18th century; almost one half of slaves imported to the United States arrived in Charleston. In 2018, the city formally apologized for its role in the American Slave trade after CNN noted that slavery "riddles the history" of Charleston." - info from Wikipedia.
The fall of 2022 I did my 3rd major cycling tour. I began my adventure in Montreal, Canada and finished in Savannah, GA. This tour took me through the oldest parts of Quebec and the 13 original US states. During this adventure I cycled 7,126 km over the course of 2.5 months and took more than 68,000 photos. As with my previous tours, a major focus was to photograph historic architecture.
Now on Instagram.
Replaced the original with this tonemapped (from a single JPG!!) version which brings the texture and colour of the grass up nicely...(I think)
-Added to the Cream of the Crop pool as most interesting.
Replacing an earlier scanned photo with a better version 13-Aug-21 (DeNoiseAI).
This aircraft was delivered to Delta Air Lines as N189DN in Feb-97. It was fitted with blended winglets in Apr-14.
The aircraft was removed from service and stored at Birmingham, AL, USA in Mar-20 due to the COVID-19 Pandemic and returned to service in Feb-21. Current, updated 13-Aug-21.
Built in 1929, this 17-story Art Deco-style former passenger railroad station was designed by Fellheimer & Wagner to replace the multiple previous train stations and termini in Buffalo, which were scattered throughout the city and belonged to different railroads. The structure stands on the site of the old Union Depot built in 1874, which closed in the early 1920s. The station began construction in 1925 when the New York Central Railroad settled on building their new union terminal in Buffalo at the site, with the station being built to accommodate the expected growth of Buffalo from a city of about 550,000 people to one with 1.5 million people, and to accommodate continued growth in passenger numbers. However, both of these projections never materialized, with the city’s population growth and the railroad’s passenger numbers growth, already slowing in the 1920s, slowing further due to the Great Depression during the 1930s, and then beginning a long, steady decline, only being briefly buoyed by World War II before falling out of favor as automobile travel proved more flexible and air travel more swift than train travel. Due to these circumstances, the terminal was overbuilt and never reached its full capacity during its operations, only coming close during World War II due to resource shortages and mass mobilization of the United States during wartime. The terminal was offered for sale by the New York Central Railroad for one million dollars in 1956, but found no buyers, with continuing declines in passenger numbers, coupled with the decline in the population of Buffalo itself, leading to several services being ended during the 1950s and 1960s. In 1966, the railroad, in an effort to save costs and downsize their facilities, demolished several outbuildings in the complex, and in 1968, the once powerful New York Central Railroad, a husk of its former self, merged with the Pennsylvania Railroad in an attempt to consolidate their expenses and save both companies, but this merger proved unsuccessful, leading to their bankruptcy in 1976, with both railroads absorbed into the public-private partnership known as Conrail.
In the meantime, Amtrak was formed in 1971 to provide passenger rail service in the United States, operating out of the terminal until 1979, with the agency facing budgetary limitations that did not allow them to renovate the aging structure, which, when coupled with the massive expenses of keeping the building comfortable, dry, and well-lit, led to the agency building two smaller stations in Buffalo during the 1970s to replace it. The terminal was subsequently purchased by Anthony T. Fedele, whom managed to maintain the building in decent condition, but was unable to find any interested developers to reuse the building, and eventually fell behind on taxes, leading to the building being seized at foreclosure so the taxes could be recouped by the government. During the time it was owned by Fedele, the building was vacated by Conrail’s offices between 1980 and 1984, and was listed on the National Register of Historic Places in 1984, with the final operations at the terminal, the interlocking towers that once signaled trains arriving at the station, being shut down in 1985. In 1986, the building was purchased at auction by Thomas Telesco, whom did not maintain the building, selling off many artifacts and fixtures from its interior, and proposing grandiose and unrealistic schemes of what he would do with the building, including being a stop on a high-speed rail line between New York and Toronto. The building was then sold to Bernie Tuchman and Samuel Tuchman, with the building seeing further elements removed and sold, and the building continuing to decay.
In 1997, the terminal, then in poor condition, was purchased by Scott Field of the Preservation Coalition of Erie County, whom paid for the building’s back taxes, and shortly thereafter, formed the Central Terminal Restoration Corporation, transferring ownership of the building to the organization. The building was stabilized and secured under the stewardship of the Central Terminal Restoration Corporation, which opened the building for public tours in 2003, and holds many fundraising events at the station every year. The building has been preserved, but a restoration or adaptive reuse of the structure has so far remained elusive.
The building features a brown brick exterior with an octagonal corner tower, with a large barrel-roofed main concourse structure wrapping around the tower to the south and east. The facade of the tower features multiple setbacks, chamfered corners, corner clock faces at the roofline above the twelfth floor, a rotunda with large archways and buttresses atop the tower with a decorative trim crown at the parapet, vertical window bays that stretch from the building’s base to the roofline, large entrances with metal canopies, large transoms, and stone surrounds, pilasters, and stone trim and caps atop the parapets. The main concourse portion of the building features large arched curtain walls at the ends of its barrel vaulted roof, a cavernous barrel vaulted interior, large metal canopies over the entrances, and a tunnel underneath that once allowed traffic on Curtiss Street to run beneath the building, though this has been closed since the 1980s due to the building’s decay, with a light court between the waiting room and a low-rise office block in the front, which sits just east of the tower and presents a similar facade treatment to that of the tower, with vertically accentuated window bays and pilasters. The rear of the building is more spartan in appearance, with a scar from the former location of the entrance to the train concourse to the rear, with the connecting structure having been removed following the discontinuation of railroad services at the building in 1979. The train concourse features multiple platforms with Art Deco-style aluminum canopies with sleek columns, thin-profile roofs, and rounded ends, with the train concourse featuring arched clerestory windows and a gabled roof, and being in a rather advanced state of deterioration with vegetation having grown throughout the structure and the surrounding abandoned tracks between the platforms. Attached to the southwest corner of the main building is the baggage building, a simpler six-story Art Deco-style structure with a buff brick exterior, a penthouse above the main entrance to the building, pilasters, vertically accentuated window bays, steel windows, stone spandrel panels, stone trim, and stone parapet caps, with long canopies along the base of the front and rear of the building that protected incoming and outgoing mail and baggage from inclement weather. To the west of the baggage building is the one-story mail processing building, which features a similar facade treatment, with the main difference besides height being the rooftop monitor windows in the middle of the building’s roof. Southwest of the baggage and mail processing building, sitting close to Memorial Drive, is a structure that formerly housed the Railway Express Agency, which is more utilitarian than the rest of the surviving complex, and is in an advanced state of decay, with the demolition of the structure being planned to take place sometime this decade. The structure features large window bays with steel windows, stucco cladding on the brick structure, and the remnants of canopies on the north and south facades of the first floor, with a long and low one-story wing to the rear.
The complex is one of the largest designed by Fellheimer & Wagner, and has maintained a remarkable state of preservation in its original form with few changes since its construction, besides some damage from the years of decay and neglect in the 1980s and 1990s. Another notable structure by the firm, and one of the most well-known railroad stations in the world, is Grand Central Terminal in New York City, which was also built for the New York Central Railroad. In addition to Grand Central Terminal, the firm also designed terminals that are more similar in appearance to the Buffalo Central Terminal, including Union Station in South Bend, Indiana, and Cincinnati Union Terminal, with Grand Central Terminal, Buffalo Central Terminal, and Cincinnati Union Terminal being among the largest, most impressive, and most significant railroad stations ever built in the United States. The station, though unrestored, is still impressive, and hopefully will be eventually adaptively reused for an economically sustainable function.
Replacing an earlier scanned photo with a better version, plus Topaz DeNoise AI 10-Aug-21.
-Delft Blue Daybreak- Netherlands World Tail livery.
This aircraft was delivered to British Airways as G-BGDF in Mar-80. It was sold to a lessor in Mar-90 and leased back to British Airways. It was returned to the lessor in Oct-00 and stored the following month.
The aircraft was re-registered N902PG in Mar-01 and re-registered again as N954PG in Jun-01. It was leased to Aerolineas Argentinas as LV-ZYG in Nov-01. The aircraft was permanently retired at Buenos Aries-Ezieza International, Argentina in Mar-09.
Note: The aircraft was disassembled in 2012 and moved by road Jul-13 to Villa Martelli in Buenos Aries where it was reassembled and displayed at the Tecnopolis Fair in new blue & white Aerolineas Argentinas livery. It was disassembled again and moved by road 09-Apr-14 to Moron where it was reassembled and repainted in fictitious 'Sudamerican Airlines' livery to appear in an episode of the Argentine TV Show 'Showmatch'. In Jul-14 it was moved back to the Villa Martelli
Oxford Street, London. Replacing the Marble Arch Odeon Cinema is the Rafael Viñoly designed Marble Arch Place - consisting of an 18-storey residential tower, with 54 apartments and a 7-storey commercial building providing over 95,000 sq.ft. of office space. The scheme also includes a new public realm, retail space and a dramatic art installation designed by Lee Simmons. The building (unlisted) on the corner of Great Cumberland Place was incorporated, and now houses the Moco Museum.
City of Westminster, London, UK - Marble Arch Place, Great Cumberland Street / Oxford Street
December 2024
Replacing an earlier scanned photo with a better version 12-Oct-16, plus Topaz DeNoise AI 30-May-25.
Fleet No: "HHJ".
First flown with the deHavilland Canada test registration C-GFYI, this aircraft was delivered to Piedmont Airlines as N994HA in Dec-96 and operated on behalf of USAir Express. It was renamed US Airways Express in Feb-97.
The aircraft was withdrawn from service and stored at Springfield, MO, USA in Jan-03. It was returned to the lessor in Jun-06 and remained in storage. It was sold to The Avmax Group in May-07 as C-FNOP and modified to Dash 8-201 standard in Jul-07.
It was leased to Sakhalin Aviation (SAT Airlines), Russia as RA-67259 in Sep-07 and operated on behalf of Exxon Neftegaz. The aircraft was transferred to Aurora Airlines in Oct-13. It was returned to Avmax Aircraft Leasing Inc in Feb-15 as C-FCIQ and was stored at Calgary, AB, Canada.
In Aug-15 it was leased to Aurora Airlines, again becoming RA-67259. It returned to Avmax in Oct-20, this time as C-GRKQ. The aircraft was leased to Auora Airlines again, as RA-67259, in Feb-21.
Most databases say it's still active, however Flight Radar 24 shows its last 'live' flight was in Jul-24 although it appears to have been regularly test flown at Yuzhno Sakhalinsk up to late Nov-24. Updated 30-May-25
mes bottes dunlop vertes sont devenues inutilisables.Les semelles sont si fines que l'on sent à travers elles le moindre objet sur lequel on marche. La marche en devient douloureuse
Les semelles complètement lisses rendent la marche très difficile
.
c'est la fin il est temps de céder la place à d'autres bottes
je teste d'autres bottes pour les remplacer
my green dunlop boots have become unusable.The soles are so thin that we feel through them the smallest object on which we walk. Walking becomes painful
The completely smooth soles make walking very difficult.
it's the end it's time to give way to other boots
I test other boots to replace them
Replacing an earlier scanned photo with a better version 08-Oct-17, plus Topaz DeNoise AI 30-Dec-23.
A very early Boeing 757 (Line No:5), this aircraft was delivered to Eastern Airlines as N504EA in Feb-83. Eastern Airlines ceased operations in Jan-91 and the aircraft was stored ar Las Vegas, NV, USA.
It was sold to Airfleet Credit Corp in Oct-94 and leased to Airtours International Airways as G-JALC in Feb-95. Airtours was re-named MyTravel Airways in May-02, It was stored at Lasham, UK in Jan-03 and returned to the lessor in Jun-05.
The aircraft was sold to the Honeywell Corporation as N757HW in Oct-05 and continues in service as a research aircraft. it was ferried Phoenix / Kelowna, BC, Canada 01-Aug-23 for heavy maintenance. It returned to service in early 2024. Current, updated 12-Oct-25.
Replacing an earlier scanned photo with a better version 29-Mar-21.
Fleet No: "703". 'Fisherman' tail livery.
First flown with the Short Brothers and Harland test registration G-14-3622 (3622 is also the c/n), this aircraft was delivered to Fischer Brothers Aviation (USA) as N622FB in Oct-83.
It was sold to Shorts Air Lease Inc in Nov-85 and leased back to Fischer Brothers. It was returned to the lessor in Nov-86. The aircraft was stored until it was leased to Westair Commuter Airlines in Sep-87.
The aircraft returned to the lessor in Feb-91 and was leased to Allegheny Commuter Airlines in May-91. It was returned to the lessor in Jul-94 and stored at Opa Locka, FL, USA.
It was sold to Pacific Coastal Airlines as C-GPCW in Jun-97. The aircraft was sub-leased to Ocean Air (Maldives) as 8Q-OCA in Jan-02 and returned to Pacific Coastal as C-GPCW in Apr-02.
The aircraft was retired from service in 2012 and stored at Vancouver, BC, Canada. It was sold to Air Cargo Carriers (USA) as N567AC in Aug-15. Now 27.5 years old the aircraft continues in service. Current, updated Mar-21.
Note: The registration C-GPCW was used later on a Pacific Coastal Beech 1900C between Apr-16/Jun-19.
Replacing an earlier scanned slide with a better version 02-Dec-15.
A beautiful day at Manchester probably meant fog at London-Heathrow and another diversion!
Just 3 aircraft from the end of VC-10 production, this Super VC-10 was delivered to East African Airways Corporation in Mar-67 as 5Y-ADA.
Ten years later, in Jan-77, East African ceased operations and the aircraft was stored at Nairobi, Kenya. It was repossessed by BAC, the British Aircraft Corporation in Jun-77, flown to Bristol-Filton and stored.
In Sep-78 it was sold to the UK Royal Air Force, The aircraft, serialled ZA148, coded 'G', was converted to a VC-10 K.3 tanker/transport and was completed in Jul-84 and delivered to the RAF the following month.
It served with the RAF for a further 29 years until it was retired in Aug-13 and flown to Newquay, UK, for preservation.
The GCR is replacing two bridges near Quorn and all passenger trains for the rest of February and March will be diesel hauled - dmus from Leicester North to Mountsorrel so no steam turns. However I volunteered as secondman on Class 33 diesel D6535 which was working on the bridge replacement project.
When I signed on the 33 was standing in the yard at the head of a rake of Grampus wagons loaded with spoil from the work around Bridge 340 north of the station. And when I signed off it was still standing in the yard at the head of a rake of Grampus wagons loaded with spoil from the work around Bridge 340 north of the station.
replaced the M9 with an M-P (240) :D
Having sold off a lot of old gear including most of my old Nikon kit, I also got hold of a 35mm 1.4 Summilux FLE
Replacing an earlier scanned photo with a better version, plus Topaz DeNoise AI 14-Aug-25.
'Colum', Ireland World Tail livery.
This aircraft was leased to Cityflyer Express as G-BZAU in Jun-98 and operated on behalf of British Airways. It was renamed British Airways Citiexpress in Nov-02 while the operation for British Airways continued.
In Feb-06 the company was renamed BA Connect although not many aircraft carried those titles. It became BA Cityflyer again in Mar-07 while the operation for British Airways continued.
The aircraft was withdrawn from service in May-10 and returned to BAE Systems Asset Management. It was stored at Southend, UK.
In Aug-10 it was leased to National Jet Express (Australia) as VH-NJQ and operated on behalf of Cobham Aviation. It was permanently retired at Adelaide, South Australia in Jun-21. It was broken up there in Sep-22.
Replacing an earlier scanned photo with a better version 22-May-16, plus Topaz DeNoise AI 30-Mar-24.
This aircraft was delivered to PIA Pakistan International Airlines as AP-BGJ in Jan-04. It was withdrawn from service and stored at Karachi, Pakistan in Jul-24. Stored, updated 27-Dec-24.
This photo printed on canvas replaced Kat’s butterfly drawing (it just changed walls) behind the cookie mom in 2008… still there today…
Replacing an earlier scanned photo with a better version, plus DeNoise AI 22-Nov-22.
Ahhh... VC-10. When those 4 Rolls Royce Conways opened up at full power, it made your chest shake.
Originally named: "Donald Garland VC", later "Thomas Grey".
This aircraft was delivered new to the UK's RAF Royal Air Force (10 Squadron) in Nov-66 as a 'Military Transport'. It was converted to a 'Multi Role Tanker Transport' in Sep-94.
It served with the RAF for almost 44 years and was permanently retired at Bruntingthorpe, UK in Apr-10. the aircraft was broken up at Bruntingthorpe in Jul-10.
replaced the other sunset photo, i like this one better. i still have oodles of pictures to upload.
the last 6 days were the highlight of my summer.
Replacing an earlier photo from Apr-15 with a better version.
This aircraft was delivered to American Airlines as N728AN in Apr-14. Current (Apr-17).
The K50 is intended to replace the Tsar-class, as that design was found to be heavily flawed. However, the good features were borrowed from the Tsar-class, like its bridge that gave an excellent view on the battlespace.
The ship is based on the Pearl battlecruiser's hull, but modified to meet the needs of battleship. This class is supposed to fill out the gap between the said battlecruiser and The Divine superbattleship.
It utilizes many new features that makes it lighter and cheaper. Firtsly, it has only three turret versus the usual four of other nations' battleships while still having the same number of cannons. With one less turret a lot of weight was saved due to less machinery and a shorter citadel, this way more weight could be used for armor. At standard load it has a displacement of 38,230 t.
Armor
The ships' armor protection was designed to break up 16-inch (406 mm) shells from a distance of 15,000–20,000 meters and the primary armor plates made of Krupp cemented armor (which reduces spalling) are backed up by splinter bulkheads intended to contain any shell fragments.
The ship's waterline armor belt is 305 mm (12 in) thick and tapered to a thickness of 100 mm (3.9 in) at its bottom edge; above it is a strake of 229 mm (9.0 in) armor. The main deck armor is 104 mm (4 in). The turrets are protected with an armor thickness of 305 mm on the face, 230–190 mm (9.1–7.5 in) on the sides, and 152 mm on the roof. The barbettes of the second turret is protected by armor 305 mm thick, while the casemates of the 150 mm guns are protected by 37 mm armor plates. The sides of the conning tower are 369 mm (14.5 in) thick.
Propulsion
K50 is equipped with four steam turbines, each of which drove one propeller shaft. The turbines were designed to produce a total of 91,000 shaft horsepower provided by oil-fueled boilers. The ship could carry 5,000 long tons of fuel oil, giving her a range of 10,200 km at a speed of 16 knots. The ship exceeded her designed speed of 26.5 knots during her sea trials, reaching 26.7 knots .
Armament
K50 class' eight 50-caliber 41-centimeter guns are mounted in three turrets, one twin and two triple superfiring turrets fore and aft. Numbered one through three from front to rear, the hydraulically powered turrets give the guns an elevation range of −2 to +35 degrees, giving them a maximum range of 30,200 m. The rate of fire for the guns is around two rounds per minute.
The ship's secondary armament of 18 150 mm guns is mounted in four twin turrets and the rmaining in casemates. These guns have a maximum range of 20,500 metres and fired at a rate of six to ten rounds per minute. The gun between the turrets might be replaced with a torpedo launcher from the Plunderer class to give the ship more versatility.
Anti-aircraft defense is provided by eight 84 mm high elevation guns, eight 40 mm guns in two quad turrets and eight 25mm guns, six in twin turrets and two as single mounts.
Replacing an earlier scanned photo with a better version, plus Topaz DeNoise AI 22-Nov-24.
With additional 'Evergreen Group' titles on the nose.
Originally ordered for delivery to Monarch Airlines, UK, the order was cancelled, this aircraft was delivered to EVA Air, Taiwan as B-16601 in May-91.
It was sold to SALE Singapore Aircraft Leasing Enterprise in Jul-94 as N601EV and leased back to EVA Air. It was returned to the lessor in Jun-05 and leased to Aeroflot Russian Airlines as VP-BWU the following day.
The aircraft was returned to the lessor and stored at Marana, AZ, USA in Aug-12. It was sold to Aircraft MSN 25076 LLC as N676AC in Oct-12 and remained stored. In Mar-13 it was sold to Aerotron Ltd, UK and permanently retired. The registration was cancelled in Apr-13. It was broken up at Marana in Feb-14.
Replacing an earlier digital photo with a better version 06-Mar-24.
Named: "St. Secundinus / Sechniall".
First flown with the ATR test registration F-WWEC, this aircraft was delivered to GECAS and leased to Stobart Air as EI-FMK in Dec-15. It operated mainly on behalf of Aer Lingus Regional.
It was returned to Stobart Air in Oct-19 and returned to the lessor the following month when it was stored at Dublin (Ireland). It was leased to VoePass Linhas Aereas (Passaredo Linhas Aereas) as PR-PDO in Jan-20.
The aircraft was returned to AerCap as OE-IHG in Sep-22 and stored at Dinard, France. It was leased to Emerald Airlines in Feb-23 and ferried to Exeter, UK in early Mar-23 for maintenance.
The aircraft was transferred to Emerald Airlines UK as G-CMMK in late Mar-23 and is operated on behalf of Aer Lingus Regional in full Aer Lingus livery. Current, updated 18-Aug-23.
Replacing an earlier digital photo with a better version 19-Apr-24.
This aircraft was delivered to Aero Lloyd (Germany) as D-ALLF in Dec-87. It was sold to a lessor in Mar-95 and leased back to Aero Lloyd. It was withdrawn from service and stored at Frankfurt, Germany in Nov-01.
In Jan-02 the aircraft was returned to the lessor and ferried to Nimes-Garons, France for further storage. In May-02 it was leased to MD Airlines (Iceland) as TF-MDD.
It was wet-leased to Alisea Airlines (Italy) in Dec-02. In May-03 the aircraft was sold to GATX Third Aircraft Corporation as N491GX and leased direct to Alisea. It was returned to the lessor in Sep-03 and returned to storage at Nimes [Alisea ceased operations in Dec-03].
In Mar-05 the aircraft was leased to Dubrovnik Airlines (Croatia) as 9A-CDA. It was wet-leased to Kan Air (Afghanistan) in Nov-07 for a Haj Pilgrimage operation and returned to Dubrovnik Airlines in Dec-07.
It was wet-leased to AviaJet (Ireland) in Apr-06 and returned to Dubrovnik Airlines in Oct-06. It was wet-leased to MontAir (Bosnia/Herzegovina) in Mar-10. Return date unknown. Dubrovnik Airlines ceased operations on 23-Oct-11 and the aircraft was stored at Dubrovnik. It was 24 years old and was permanently retired.
Replacing an earlier scanned photo with a better version 22-Oct-21 (DeNoise AI).
This aircraft was delivered to Linjeflyg (Sweden) as SE-DNI in Dec-91. It was wet-leased to LOT Polish Airlines in Apr-92. Linjeflyg was merged into SAS Scandinavian Airlines in Jan-93 and the aircraft was returned to SAS in Mar-93.
In Apr-93 it was leased to BMA British Midland Airways as G-OBMY, returning to SAS in Sep-98 it was immediately leased to Sterling European Airlines as OY-SEG. It returned to SAS in Apr-99 and was leased to Lithuanian Airlines as LY-BFV later the same month.
The aircraft was returned to SAS, sold to a lessor and stored in Feb-00. It was leased to British Airways as G-GFFD in Jun-00. It was returned to the lessor in Nov-08 and stored at Belgrade, Serbia. It was moved to Istanbul-SAW in Oct-11 prior to an expected leased to Aeroflot-Don.
The lease didn't take place and the aircraft remained stored at Istanbul until it was leased to Kyrgyzstan Aircompany as EK-37501 in Apr-12. The aircraft was permanently retired and stored in Oct-17.
I also have a photo of this aircraft with BMA British Midland Airways as G-OBMY at...
www.flickr.com/photos/kenfielding/6315570370
and with Lithuanian Airlines as LY-BFV at...
Replacing an earlier scanned slide with a better version 02-Jan-16
Delivered to Eastern Air Lines in Dec-73 as N326EA, the aircraft was leased to TWA Trans World Airlines in May-74 and returned to Eastern in Oct-74. It was leased to Cathay Pacific Airways in Sep-76. In May-77 Cathay Pacific bought it and it became VR-HHX. It was sold to Norske Finance Nederland BV in Dec-95 as TF-ABH and leased to Air Atlanta Icelandic in Jan-96. It was sub-leased to Peach Air in May-97 and returned to Air Atlanta Icelandic in Apr-98. It was leased to Peach Air again for the summer season between May/Oct-98. It was retired at Manston, UK, in Apr-99 and was broken up there in Nov-99.
As well as being a fruit, Peach is also an anagram for 'cheap'... say no more!
Replacing an earlier scanned print with a better version 11-Mar-13.
This aircraft was delivered to AWAS Ansett Worldwide Aviation Services and leased to Ethiopian Airlines as ET-ALC in Jan-99. It was returned to AWAS in Feb-15 and stored at Shannon, Ireland.
It was re-registered LZ-AWC the following week in preparation for a lease to BH Air (Balkan Holidays). The lease didn't happen. Then it was due to be leased to euroAtlantic Airways (Portugal) as CS-TKR but that lease also fell through.
The aircraft was leased to Katekavia (Russia) as VQ-BUP at the end of May-15 and operated on behalf of Azur Air, a Russian Tour Operator. It was due to be sub-leased to Azur Air Germany as D-AZUB for the 2016 summer season but stayed in Russia. Current, updated (Jun-19).
Replacing an earlier scanned slide with a better version 23-Jan-16.
Taken at the 'Farnborough Air Show' Sep-82.
The 900T was replacing the Fiat 850T which was technically based on the 1964-1973 850 Saloon.
It's very nice to see that this old van still is in use as an ice-cream van.
903 cc.
1065 kg.
Production 900T: 1976-1985.
Original old Dutch reg. number: March 31, 1978 (still valid).
Bought at June 13, 1997.
Amsterdam-Z., Buitenveldert, Van Nijenrodeweg, March 9, 2016.
© 2016 Sander Toonen Amsterdam | All Rights Reserved
Replaced the sky of the original Dalden Tower image with a moon. I added some effects to create a spooky atmosphere.
Dalden Tower is found in Dalton-le-Dale near Seaham in County Durham.
It was built at least as early as 1375, when it passed from the hands of the Escolland family to the Bowes family. Prior to the switch, the Escollands had changed their name to Dalden, hence the name of the structure.
For two centuries it remained a popular and well-used residence for the Bowes family, subsequently passing through the hands of the Collingwoods, Millbankes and Londonderrys, but it has been derelict since at least the early 1700s.
Info obtained from:
northeasthistorytour.blogspot.co.uk/2011/07/dalden-tower-...
Replacing an earlier scanned slide with a better version 11-Feb-15, plus Topaz DeNoise AI 11-Nov-23.
Built in late 1952 as a deHavilland DH104 Dove 2A, it was first flown as G-AMXP and registered in Jan-53 to the deHavilland Aircraft Company.
It was modified to DH104 Sea Devon C.20 and delivered to the Royal Navy (Fleet Air Arm) in Oct-54 serialled XJ319 with 781 Squadron.
The aircraft was 'demobbed' by the Royal Navy in Apr-90, becoming G-AMXP again.
It was sold to an 'M A Knowles' as a Dove 5, exported to Australia and registered VH-DVE in Oct-92. From 2007 it was stored at the Australian Aviation Museum at Bankstown, NSW, Australia after being vandalised. It's still in full (faded) Royal Navy livery (Bankstown is located 26km/16mi west of Sydney).
48003 YJ15 ADV is seen in Whipton Barton Road whilst unusually operating the 17:10 circular I service from and to Digby Retail Park after replacing 36251 WA11 CHJ which broke down in Hill Barton Road whilst operating the 15:00 service.
"Cosby Replaces Longtime Lawyer in Two Lawsuits" by SYDNEY EMBER via NYT t.co/q4GoiWm2ip (via Twitter twitter.com/felipemassone/status/656585019541069824)