Although not as famous, or in this case infamous, as the Austin Allegro, the Morris Marina has often been placed as a contender for worst car ever made ever, a point I find very confusing when you really think about it. I've heard so many people at car shows mention how it was the bane of the British motor industry, how it set us back 20 years and was such a massive failure that it made the Allegro look like a Rolls Royce Silver Shadow in comparison!

But is it true? Is the Morris Marina, that car we all know and love for the various onslaught of spontaneous piano drops, really the most awful thing to come out of Britain's automotive history?

The Morris Marina was launched in 1971, and immediately inundated with problems, largely because of what it was replacing, that symbolic and beautiful piece of post-war British design, the Morris Minor of 1948. The 23 year old design had long passed its sell-by date, and the Marina was meant to be the superb next step for the 1970's. The design and styling was done by Roy Haynes, famous also for the facelifted Mini Clubman and the Ford Cortina, and externally the car was, dare I say, quite handsome. I know, shock horror, but despite being considered repugnant by many, I honestly believe the Marina doesn't actually look that bad, following what appeared to be a design staple of its time with the Hillman Avenger, the Vauxhall Viva and the Ford Escort sharing very similar bodyshapes.

But styling was the least of the Marina's problems, as in a bid to get the car into production in 18 months, the hashed together design was based almost entirely on the Morris Minor it was built to replace. Essentially, underneath the new 1970's body, the Morris Marina is nothing more than another Minor, sharing a majority of parts including the suspension, with some models being powered by the BMC A-Series engine from the Mini. In fact many people cannibalized Morris Marina's back in the 1980's and 90's so as to keep their various Morris Minor projects alive due to the high parts compatibility.

Nevertheless, 18 months of development (in spite of the recommended 32) later, the car hit the showrooms on the 27th March, 1971, and was made available across the Commonwealth under a variety of badges during its production life, including the Leyland Marina in Australia, the Austin Marina in North America, and the Morris 1700 in New Zealand. It was also available in a selection of trim tabs, including a 4-door saloon, a 2-door Coupé, a camper variant, a panel van and as a pickup truck.

Much like the Allegro, the Marina did sell well initially, being the 2nd highest selling car in the UK behind the Ford Cortina in 1973, but was not without major public issues to begin with.

During initial reviews the poorly put together press cars suffered from terrible suspension trouble which resulted in the cars finding it near impossible to take corners. Although this problem was later rectified, 39,000 cars still went out with this original poor suspension without recall to fix these issues.

But after the initial design faults came to light, the production quality faults were the next issue. Much like the Allegro, during strike periods, strike cars left the factories with major components missing, or pieces of trim not in place or not functioning properly, or suffered heavily from malfunctions, be they mechanically or electronically. At the same time the sheer lack of rustproofing on these cars meant that showing them a damp cloth would result in the bare metal brown of death appearing in more places than one.

Even so, the car did continue to sell, and achieve the goal of being basic, simple motoring for the masses despite all its faults, and remained in production until it was replaced by a facelifted version that would become synonymous with lazy ideas.

In 1980, the nine year old Marina was given a new look dubbed the Ital, a name obviously spun to try and draw in the masses for people who thought that this car had been designed by the same people who gave us the Maserati Merak, the Alfasud, the DeLorean and the Lotus Esprit. In fact the truth of the matter is the Morris Ital was a lie in its name, as ItalDesign had only been asked by British Leyland to provide creative consultancy to the company during development. Although Ital did take a look, the final product was the brainchild of Harris Mann, BL's chief engineer who had been known for other strange concoctions like the Triumph TR7, the Princess and the Allegro. Not all blame can fall on Harris Mann though, by God I'm sure he tried, indeed many of his preliminary designs for the Allegro and the Princess looked magnificently space-age, but after some watering down by the folks at British Leyland head office, these things were very much less than stellar.

Other than that though, the Morris Ital, for all intents and purposes, was exactly the same as the Marina that preceded it, same running gear, same door panels, same dashboard, same everything, except this time it had big chunky headlights and tail-lights. In fact you could say that the Morris Ital internally dated back to 1948, seeing as a majority of its internal parts were simply handed down from the Minor! Reliability hadn't improved much and the car was still very basic in terms of equipment. From its launch in 1980 the car was sold as a pickup truck, a van, and a 5-door family estate, although plans for a Sport Coupé were ultimately scrapped. Some cars were also produced in Portugal at the British Leyland factory in Setubal, with these cars being outshopped with 1950's B-Series engines that gave the dizzying power output of 37hp!

Sales however were reasonable, largely due to its low price and running costs, but its reliability and build quality left a lot to be desired. Eventually only 175,000 cars were produced by the time production ended in 1984, the car being replaced by the new Austin Maestro and Montego. The Ital however does have the distinction of being the last production car to wear the Morris badge as after this no other cars were given this name, although this was briefly placed on the Morris Metro van. The Ital did, for some very strange reason, gain a revival in 1998, when the First Auto Works Group of Sichuan province, China, started building the cars again as the Huandu CAC6430 until the closure of the factory in 1999, another very obscure revival of a British Leyland product, but oddly enough 15 years after the last Itals were built!

Today both Marina's and Ital's are near impossible to come by. Of the 809,000 Marina's built, only 670 remain on the roads, whilst of the 175,000 Ital's sold, only 174 continue to exist. As mentioned, most Ital's and Marina's were taken apart as spares donors for the older and far more popular Morris Minor, seeing as a majority of their parts they shared. This is not helped by the running gag on the BBC car show Top Gear, where whenever a Marina appears on the show it is destroyed by a randomly falling Piano dropped by the helicopter Piano haulage company 'Careless Airways'.

But either way, despite all its criticism, I personally don't think the Marina is as bad a car as the world gives it credit for. Even the Ital I'll give some credit as a form of basic motoring, and from some angles it does look quite handsome. Sure it's basic, not well equipped, slow, unreliable and prone to rusting, but as a small family car that ambles about the countryside, it's not as bad as some obscure Eastern Block models, and even today holds a place in the hearts of many as either a happy-go-lucky little runabout, or a cautionary tale of how not to build a car.

A mural memorial to Pops and Moms on West 128th Street in Harlem. This replaced the memorial to Pops that went up a few years earlier.

Replacing VLM Fokker 50 on the Antwerpen to Geneva scheduled flight.

Replacing rostered BR Standard Class 4 4-6-0 No. 75029 The Green Knight, LNER Thompson Class B1 4-6-0 No. 61624, in the guise of classmate No. 61002 Impala, stands at Levisham Station, working the 11.35 service from Grosmont to Pickering on Sunday 6th October 2013, during the NYMR 'LNER' Weekend.

Replacing an earlier scanned photo with a better version 25-Jul-17, plus Topaz DeNoise AI 08-Aug-24.

English titles. Not a lot of colour on this Nouvelair MD-82.

This aircraft was delivered to Korean Air as HL7203 in Sep-93. It was sold to GECAS in May-98, re-registered HL7547 and leased back. it was returned to GECAS as EI-CTJ in Jun-99 and leased to Nouvelair Tunisie the following day.

The aircraft was returned to the lessor in Jan-02 and stored at Bordeaux, France. It was leased to Lion Air (Indonesia) as PK-LMF in Mar-02.

The aircraft was returned to the lessor in Jun-06 and immediately leased to GMG Airlines (Bangladesh) as S2-ADM. It was retired and stored at Dhaka, Bangladesh in Jan-13.

The aircraft was last noted still stored at Dhaka in Jul-15 without engines.

The Ferrari Berlinetta Boxer (BB) is a sports car that was produced by Ferrari in Italy between 1973 and 1984. Replacing the front engined Daytona, it was the first in a series of Ferraris to use a mid-mounted flat-twelve engine. The Boxer was designed by Leonardo Fioravanti and was the first mid-engined road-car to bear the Ferrari name and the Cavallino Rampante (prancing horse) logo. It was replaced by the Testarossa, which continued to use the flat-twelve engine.

Production of the BB was a major step for Enzo Ferrari. He felt that a mid-engined road car would be too difficult for his buyers to handle, and it took many years for his engineers to convince him to adopt the layout.[3] This attitude began to change as the marque lost its racing dominance in the late 1950s to mid-engined competitors. As a result, the rear-mid-engined 246 P Formula 1 car was introduced in 1960, followed by the Dino SP racing sports prototypes in 1961. In 1963, the company also moved its V12 engines to the rear with its P and LM racing cars.

The first "Boxer" was the 365 GT/4 BB shown at the 1971 Turin Motor Show. Designed to rival the Lamborghini Miura and the newly developed Lamborghini Countach, it was finally released for sale in 1973 at the Paris Motor Show. 387 were built, of which 88 were right-hand drive (58 of those for the UK market), making it the rarest of all Berlinetta Boxers. The Pininfarina-designed body followed the P6 show car with popup headlights.

Though it shared its numerical designation with the Daytona, the Boxer was radically different. It was a mid-engined car like the Dino, and the now flat-twelve engine was mounted longitudinally rather than transversely (as it was mounted in the Dino; the Daytona was a conventional front-engine, longitudinal design). The engine produced 253 kW; (339 hp) @ 7,200 rpm, slightly more than the Daytona.

The engine shared its internal dimensions with the V12 from the Daytona, but was spread out to 180° as on Ferrari's 1970 Formula One car and was mounted above a five-speed manual transmission. One major difference in this engine was its use of timing belts rather than chains. Although referred to as a Boxer, the 180° V12 was not a true boxer engine, but rather a flat engine.

Pirellis’ 2016 Calendar Replaces Sexy Stars With Influential Women

jh-siesta.com/photography/pirellis-2016-calendar-replaces...

Kingston upon Hull was one of my favourite destination in the North East of England. In the early to mid 1990s the East Yorkshire fleet was oozing with interest caused by the significent number of secondhand buses. Seen here on March 15th 1993 is 921 (NJI 1254) a Leyland Atlantean PDR1A/1 acquired from Cleveland Transit in 1990. This vehicle was new to Teeside Municipal Transport as their A45 (SDC 145H) in April 1970 and originally carried a Northern Counties dual doored body. This was replaced in 1984 by the present bodywork also built by Northern Counties.

Replacing an earlier digital photo with a better version 17-Jul-19, plus DeNoise AI 24-Dec-22.

First flown with the Boeing test registration N1786B, the aircraft also used N1782B before being delivered to Pembroke Capital and leased to Azzurra Air (Malta) as EI-CRQ in Apr-99.

It was returned to the lessor in Apr-02 and immediately leased to Hamburg International Airlines as D-AHID. It returned to the lessor in Apr-08 and was stored at Istanbul, Turkey. It ferried to Maastricht, Netherlands in Dec-08 where it was fitted with blended winglets before being leased to Aires Colombia in Jan-09 as HX-4608-X.

The '-X' suffix was dropped later that year when it became HX-4608. The aircraft was re-registered EI-EEV in Apr-10 while the lease to Aires Colombia continued. In Dec-11 Aires Colombia was renamed LAN Airlines Colombia. The aircraft was returned to the lessor in Jan-14.

In Mar-14 it was leased to Europe Airpost as F-GZTG [Note: up to that point Europe Airpost had been primarily a cargo and French Postal Service operator but branched out into passenger service, initially with 2 B737-700's].

In Nov-14 the aircraft was leased to Air Transat as C-GTQI for the winter season, returning to Europe Airpost in Apr-15 as F-GZTG. In Jun-15, Europe Airpost was merged to the ASL Airlines Group, becoming ASL Airlines France.

The aircraft was again leased to Air Transat as C-GTQI in Nov-15, returning to ASL France in Apr-16, this time as F-GZTN. The winter sub-lease to Air Transat as C-GTQI was repeated between Nov-16 / Mar-17 (returning as F-GZTQ), Nov-17 / Apr-18 and Oct-18 / Apr-19.

The aircraft was removed from service in Apr-22 and ferried to Blytheville, AR, USA for storage. It was returned to Fortress Transportation (FTAI) in Sep-22 and permanently retired at Blytheville. Updated 24-Dec-22.

Replacing an earlier scanned photo with a better version, plus Topaz DeNoise AI 18-Oct-23.

Old 'Star Alliance' livery.

First flown with the Airbus test registration D-AVZH, this aircraft was delivered to a Aviation Capital Group and leased to BMA British Midland Airways as G-MIDL in Feb-00. BMA was renamed bmi british midland in Feb-01.

The aircraft was stored at East Midlands Airport, UK in Jan-10 and returned to the lessor as N174AG at the end of Sep-10 and stored at Tripoli-Mitiga, Libya. It was leased to Asiana Airlines as HL8236 in Jan-11.

It was returned to the lessor as N174AG again and permanently retired at Goodyear, AZ, USA. The aircraft was broken up at Goodyear in Jan-22. Updated 23-Aug-22.

The BMW 3-Series replaced the 02-Series and was introduced in 1975. The 3-Series was designed by Claus Luthe in cooperation with Ercole Spada (It, 1937-2025).

This series is continued still till the present day.

This is the E30 second generation. In 1983 a 4-door sedan was added, in 1985 a cabriolet and in 1987 an estate version, the Touring.

A special feature on this 325 iX was the AWD traction, which is quite necessary in this mountain region.

2494 cc 6 cylinder engine.

Production 3-Series E30 2nd Gen.: 1982-1994.

Original first reg. number: May 1988.

New French reg. number: Autumn 2005 (Isère).

Number seen: maybe 2.

Allemond, Le Clôt, (Isère, Fr.), Route du Clôt, Aug. 3, 2019.

© 2019 Sander Toonen Amsterdam | All Rights Reserved

Replacing the SX4 sedan

Replacing a regular King County Metro coach on route 57

light field reflective lighting and a strip box camera right to light the plant.

Replacing an earlier photo from Apr-15 with a better version 14-Sep-18.

Fleet No: '0901'.

Originally ordered by Continental Airlines, they were merged into United Airlines in Oct-10. This aircraft was built in Nov-11 and stored at the Boeing factory at Everett, WA, USA. It was first flown in Dec-12 and delivered to United Airlines as N27901 later the same month. Current (Sep-18).

Replacing an earlier scanned photo with a better version 16-Sep-21 (DeNoise AI).

Named: "Loch Hourn".

This aircraft has quite a looong history. First flown with the Airbus test registration F-WWBH in Aug-92, it was ordered by Kawasaki Leasing International for lease to America West Airlines but the lease was cancelled and it was stored at Toulouse.

The aircraft was delivered to Kawasaki Leasing and re-registered F-WWDZ in Dec-93 for a lease to Sunbird Airlines (Turkey). However that lease was cancelled too and the aircraft remained stored at Toulouse.

It was re-registered F-WQAZ in Apr-95 and was leased to Caledonian Airways (the 2nd) as G-BVYB later the same month. Caledonian Airways was merged with Flying Colours Airlines to form 'jmc AIR' in Mar-00.

In Feb-02 it was sub-leased to Thomas Cook Airlines Belgium and was re-registered OO-TCB the following month. The aircraft was wet-leased to Condor Flugdienst in Nov-03 for the winter, returning to Thomas Cook Belgium in Feb-04. In the meantime, jmc AIR had been renamed Thomas Cook Airlines UK and the aircraft was returned to them as G-BVYB in Oct-04.

It was returned to the lessor the following month and was due to be leased to Indian Airlines but the lease didn't happen and instead it was leased to Mexicana as XA-UCZ in Dec-04.

Mexicana ceased operations in Aug-10, the aircraft was repossessed and stored at Mexico City. It had entered another long period of storage. It was re-registered N567BB in Dec-10 and was ferried to Dothan, AL, USA and stored again.

It was moved to Goodyear, AZ, USA in Mar-12 for further storage and in Feb-13 it was sold to Jetran LLC and sold on to Babcock & Brown Aircraft Management a few days later. It wasn't until Jul-13 that it found a new lease when it went to S Group Aviation (Kyrgyzstan) as EX-32201.

It was transferred to S Group International in May-14 and re-registered EX-32004. It was sub-leased to Bouraq Air Transport (Libya) in Oct-14 and returned to S Group International in Jan-15.

The aircraft was returned to Babcock & Brown in Sep-15 and was leased to Sky Prim Air (Moldova) as ER-EXO the following month. It was sub-leased to Libyan Airlines between Jan/Jun-16 and to FlyOne between Jun-16/Sep-16 when it was returned to Sky Prim Air and to BBAM LLC and stored.

In Spring 2017 it was almost leased to Fly 365 Aviation (Romania) as YR-SUC but the deal fell through. In Jul-17 it was leased to Star East Airlines (Romania) as YR-SEA and immediately wet-leased to Travel Service Airlines (Czech Republic) for the 2017 summer season, returning to Star East at the end of Sep-17. In early Nov-17 it was wet-leased to Al-Naser Airlines (Lebanon). The aircraft returned to Star East in Jan-18. Current (Jan-18).

Replacing an earlier scanned photo with a better version 06-Feb-15.

First flown with the Airbus test registration F-WZEG, this aircraft was delivered new to Cyprus Airways in Jan-84 as 5B-DAQ. The aircraft operated with Cyprus Airways for 19 years until it was withdrawn from service, returned to ILFC and stored at Brussels in Feb-03. It later ferried to the Airbus airfield at Bremen-Lemwerder (now closed) in Aug-03 and was finally ferried to Chateauroux, France in Oct-03. It remained stored at Chateauroux until it was broken up there in 2005.

+++ 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 Red Arrows, officially known as the Royal Air Force Aerobatic Team, is the aerobatics display team of the Royal Air Force based at RAF Scampton. The team was formed in late 1964 as an all-RAF team, replacing a number of unofficial teams that had been sponsored by RAF commands.

However, the Harrier's presence at Red Arrows displays was short since maintenance and fuel costs were high, and logistics for only two machines of the type within the Hawk team could not be justified, esp. outside of Western Europe. Consequently, after just a single season, the Harriers left the Red Arrows team again and the two aircraft were retired.

General characteristics:

Crew: One

Length: 46 ft 10 in (14.27 m)

Wingspan: 25 ft 3 in (7.70 m)

Height: 11 ft 11 in (3.63 m)

Wing area: 201.1 ft² (18.68 m²)

Empty weight: 13,535 lb (6,140 kg)

Max. takeoff weight: 25,200 lb (11,430 kg)

Powerplant:

1× Rolls-Royce Pegasus 103 turbofan with four swiveling nozzles, rated at 21,500 lbf (95.6 kN)

Four vertical flight puffer jets use engine bleed air, mounted in the nose, wingtips, and tail.

Performance:

Maximum speed: 730 mph (635 knots, 1,176 km/h) at sea level

Combat radius: 230 mi (200 nmi, 370 km) lo-lo-lo with 4,400 lb (2,000 kg) payload

Ferry range: 2,129 mi (1,850 nmi, 3,425 km)

Endurance: 1 hr 30 min (combat air patrol – 115 mi (185 km) from base)

Service ceiling: 51,200 ft (15,600 m)

Time to climb to 40,000 ft (12,200 m): 2 min 23 s

Armament (not carried by the display machines):

2× 30 mm (1.18 in) ADEN cannon pods under the fuselage

4× under-wing & 1× under-fuselage pylon stations with a capacity of 5,000 lb (2,268 kg)

and provisions to carry combinations of:

- 4× Matra rocket pods with 18× SNEB 68 mm rockets each

- 2× AIM-9 Sidewinders Air-to-air missiles

- A variety of unguided iron bombs, BL755 cluster bombs or laser-guided bombs

- A reconnaissance pod under the fuselage

- 2× drop tanks for extended range/loitering time

The kit and its assembly:

This is another submission to the “Cold War” Group Build 2018 at whatifmodelers.com, and the occasion was welcome to finally tackle the Red Arrows Harrier project which had been on my project list (together with kit and decals in stock) for some time. I found this model to be a very appropriate submission, since Cold War is/was more than just nuclear threat and NATO vs. Warsaw Pact.

The idea for this model had been around for some time, when I was searching for a use for a Fujimi Harrier GR.3 in my stash which had donated its laser rangefinder nose to a G.91Y. I found the idea of a Red Arrows machine quite charming, and in the meantime, I also got hands on a bulk of various 1:72 Red Arrows decals (all from Hawks, but from different periods) which eventually found their destination.

Well, the Fujimi Harrier turned out to be a disappointment. Fit is mediocre at best, and the nose section is IMHO rubbish. The mold designers obviously wanted to have the option to graft different nose sections (e. g. the Sea Harrier’s cockpit) onto the same basic fuselage. But, as a result and in combination with separate air intake sections and the lack of locator pins or any orientation help for the internal details, the whole nose section is a wobbly guess which results in gaps and misalignment. Massive PSR was necessary to blend the air intake/Cockpit section into each other (with the loss of most of the soft, engraved surface details), and even on the rest of the kit PSR was necessary almost everywhere. Not a pleasant build at all.

However, the kit was almost built OOB, just the flaps were lowered for a more lively appearance. No armament was fitted and the respective attachment points for the pylons under the wings and the fuselage disappeared under more PSR.

Painting and markings:

Well, with the Red Arrows theme there’s hardly a surprise. As a beneficial coincidence, Humbrol recently released an official “Red Arrows Red” tone (#238) which I used for this occasion, even though I found the tone to look rather disturbing: it’s a deep orange-ish pink (blood orange, maybe?), not a bright, pure red like RAL 3000, for instance, what I expected??? Well, I stuck with it, since Airfix recommends in its Red Arrows Hawk instructions Humbrol 174 for the tone, and this color comes close to the new 238, it is just slightly duller. Still, the tone looks weird?

The cockpit interior became dark grey while the air intakes and the landing gear were painted in a very light grey (I used RAL 7035 instead of the classic RAF Light Aircraft Grey).

The decals became a bit of a challenge, and I eventually was happy that I had so much Red Arrows material at hand. I used the Hawk’s initial livery as benchmark and puzzled the Harrier’s decoration together as good as possible – especially the long, white cheatline along the whole fuselage took material from three(!) Hawk sheets, and the Harrier’s fissured flanks did not make application easy, either.

Some warning stencils (e. g. the white frame around the dorsal jet engine bay opening) were improvised, and I think these additional markings make the Harrier more convincing.

Almost no weathering was done, just some panel lines were emphasized with black ink and a thin, soft pencil. And finally everything was sealed with semi-gloss acrylic varnish (Italeri).

Well, while not a spectacular build or whif, I think that the Red Arrows Harrier somewhat catches the "Cold War" theme. And I must say that the all-red Harrier does not look bad at all! :D

Replacing an earlier scanned photo with a better version 24-Sep-16, plus Topaz DeNoise AI 13-May-25.

As well as operating their own charter flights and US Military Contract services, World Airways was one of the original ACMI airlines involved in leasing and operating aircraft for other airlines.

Fleet No: "277".

First flown with the McDonnell Douglas test registration N6203D, this aircraft was initially leased from McDonnell Douglas and delivered to World Airways as N277WA in Nov-95.

It was leased back to McDonnell Douglas as N6203D again for some test flights between Feb/Mar-96. It was sold to a lessor in Mar-96 and leased back to World Airways.

The aircraft was sub-leased to Philippine Airlines between Jun-96 / Sep-97, VASP Brazil between Jun / Aug-98, Monarch Airlines (UK) between Aug / Nov-98, Garuda Indonesia Airlines Feb / Apr-00 (Haj Pilgrimage Ops), El Al - Israel Airlines between Aug-00 / Jan-01 and Garuda Indonesia between Jan/Apr-01 (Haj Pilgrimage Ops).

From 2001 onwards the aircraft was mostly involved in US Military flying between the USA and the Arabian Gulf. As military operations wound down World Airways had to wind down as well and the aircraft was returned to the lessor in Apr-12 and stored at Goodyear, AZ, USA.

It never flew again (World Airways ceased operations in Mar-14). The aircraft was sold to Unical Aviation Inc in Nov-12 and was last noted at Goodyear in early 2015, stripped of parts. It was broken up at Goodyear in 2015 and the registration was cancelled in Aug-15.

An original mill was built by Squire Boone in the early 1800's but the mill burnt in the1920's'. Another mill replaced the original with the work being completed in 1980. Realtor websites say the gristmill was found near Laconia, Indiana and the grinding stones were found near White Cloud Indiana then brought to the present site. The Mill is now part of the Squire Boone Caverns and Village Tourist Attraction.

Replacing the Echo in Toyota’s U.S. product lineup and making its debut at the LA Auto Show, the 2007 Yaris is the second generation of a car that was Toyota’s best-selling model in Europe. With 3-door hatchback and 4-door sedan body styles with modern styling and upscale interiors, Yaris is aimed at youthful buyers. Powering the Yaris will be a 1.5-liter, 106 horsepower 4-cylinder engine mated to either a 5-speed manual or 4-speed automatic transmission.

Unfortunately the actual model got lost in the tribulations of time.

---

In August 1962 production of the Taunus P1 came to an end. The car was replaced by the Taunus P4 which retained the “Taunus 12M” name, but applied it to a Ford’s first German built front-wheel drive model, powered by a modern compact V4 engine.

---

Ford Taunus P4 - From Wikipedia, the free encyclopedia. Production 1962–1966

Assembly Cologne-Niehl, Germany. Genk, Belgium

Powertrain: Engine 1183 cc V4 cylinder water-cooled

1498 cc V4 cylinder water-cooled

The Ford Taunus 12 M was a small family saloon/sedan produced by Ford of Germany between September 1962 and August 1966. The Taunus 12M name had been used for the car’s predecessor and it would apply also to subsequent Ford models which is why the 12M introduced in 1962 is usually identified, in retrospect, as the Ford Taunus P4. It was the fourth newly designed German Ford to be launched after the war and for this reason it was from inception known within the company as Ford Project 4 (P4) or the Ford Taunus P4.

More unusually, the car was originally designed not for production in Germany but to be produced in North America and sold as the Ford Cardinal, a home-grown competitor for the Volkswagen. A last minute change of strategy saw the US production plans cancelled, and in 1960 Ford of Germany received a fully developed modern new design which they adapted for German conditions in order to replace their own by now badly outdated Ford Taunus P1.

North American design

The 1952 Ford Taunus had received a stylish new body, but its engine was little changed from the (originally British designed) unit fitted in 1935 to the Ford Eifel and other underpinnings, including its rear axle and suspension, were little changed from those of the 1939 Ford Taunus G93A. By contrast, the P4, originally designed for large scale manufacture in North America, was technically innovative, featuring a newly developed compact V4 engine which would provide the basis for engines designed and produced by Ford of Germany for twenty years. The Taunus P4 was also a front-wheel drive design at a time when other German auto-makers were still avoiding what was then seen as an unnecessarily complicated lay-out.

The decision, taken only after the new model had been prepared for production, not to build the Ford Cardinal in North America was the result of a review of “marketing opportunities” in the US market. In 1960 a prototype was delivered to Ford in Cologne. The form of the model that emerged from the production line at Koln-Niehl two years later would be unchanged. The single all-red rear light cluster was seen as a tell-tale sign of the car’s US provenance at a time when rear-mounted direction indicator lights on European cars still tended to be separate from the other light units or at least to use separate bulbs. The dished steering wheel was another feature not normally found in European designs of the time.

The Taunus P4 came to market in September 1962: it enjoyed a reasonably positive reception. It was obviously a modern car. Its North American designers had come up with a car that was far larger and more spacious than the standard set by the Volkswagen which by now dominated the small sedan class in Germany. Unfortunately P4s suffered from numerous different teething troubles, however, suggesting that adaptation of the car to German conditions may have been a somewhat rushed exercise. Over its four-year model life the Taunus 12M was produced at an averaged rate of more than 150,000 per year which made a useful contribution to the sales figures, but did very little to trouble the market dominance in the small car sector of the Volkswagen Beetle which at this time was held back chiefly by shortage of production capacity.

The new V4 engine was mounted well to the front of the car, its centre ahead of the front wheels. It incorporated a balance shaft in order to try to compensate for some of the imbalance resulting from the unconventional positioning of the four crank pins in relation to the three bearings for the crankshaft. At this stage commentators nevertheless found the V4 unit “rougher” and noisier than comparable in-line units. The water pump and thermostat were housed in a sealed unit permanently protected by anti-freeze. The fan was thermostatically controlled which was still an unusual feature at this time. An eye catching feature introduced under the bonnet/hood in 1964 was color-coding on the rocker cover according to the engine type. 40 PS (29 kW; 39 hp) engines were coded green, 50 PS (37 kW; 49 hp) blue and 65 PS (48 kW; 64 hp) red. (The 55 PS (40 kW; 54 hp) version was replaced in the same year by the more powerful 65 PS (48 kW; 64 hp) unit.)

The modern compact V4 engine placed Ford of Germany in the hitherto unfamiliar position of setting the pace, and the company were able to sell the unit to other smaller European manufacturers. This was the engine that Saab later used for their 96 model after they abandoned their commitment to two-stroke power. Ford’s compact V4 engine also found its way into the unusual Matra 530 sports car.

Power was transferred through a single dry plate clutch to the front wheels. The four-speed manual gear box featured synchromesh on all four ratios, and was controlled by means of a column-mounted lever. The universal joints necessary to combine power transmission with steering and suspension functions involved a combination of engineering and materials technologies which at the time was still regarded as “leading edge” although front-wheel drive applied to lighter cars with s lighter and less powerful engines had become mainstream in Germany over the three previous decades, following the pioneering application of the various technologies involved in Auto Union’s DKW badged small cars.

Along with the innovative front wheel drive, an idiosyncratic feature at the front of the Taunus P4 involved the front suspension arms which were connected to the engine/gearbox block, thereby fulfilling an unconventional supporting function. Above them, the transversely mounted leaf-springs were linked to a cross-member which was attached to the floor pan, and thereby part of the monocoque bodyshell. In Autumn 1964 the various elements were rearranged and it became possible significantly to soften the front suspension: after this it was reported that the level of engine vibration reaching the driver was much reduced. However, these rearrangements also incorporated a weakening of the anti-roll control at the front of the car which now was in danger of leaning excessively when cornering. This effect was countered by the substitution of more firmly set up shock absorbers while two additional support connections were added at the front in order to make the steering and tracking more precisely controllable.

At the end of 1964 disc brakes replaced drums on the front axle. (Ford’s larger sister model, the Ford Taunus P3, had received this same upgrade the previous year.)

The Taunus P4 used a 6 volt electrical system which was by now becoming unusual in Germany, although at this stage the Volkswagen Beetle, too, had not yet migrated to a 12 volt electrical system.

Taunus P4s came as two or four-door saloon/sedans. A three-door station wagon was also offered: this did not use the “Turnier” appellation from the larger 17M station wagon, although the “Turnier” name would later become used by Ford of Germany for all their station wagons. The station wagon also provided the basis for a panel van. In addition Ford offered a factory built two-door coupé which was in effect simply a two-door saloon/sedan with a shortened roof-line and a steeply raked rear window. The coupe provided exactly the same interior space as the two-door saloon/sedan up to the level of the car’s waistline, but head-room for those on the back-seat was severely restricted.

The rear light units each had an all-red cover and contained only two bulbs. One of the bulbs operated as a conventional brake light. The other rear light bulb contained two filaments, one of which came one with the light switch and the second of which flashed when the turn indicator switch was used, so following traffic saw just a single light becoming successively and rhythmically brighter and less bright when the car was about to turn. The effect will have been unremarkable to North American drivers, but triggered comment in Europe. Here, even where single piece rear light units are fitted, rear indicator lights were and are normally included in their own separate part of the overall light cluster units.

The principal changes during the car's four-year production run took place under the skin, and received only muffled publicity since many involved suspension modifications which a slower and more careful development process might have made unnecessary.

A significant change in the light of subsequent developments was the transfer of production from Ford's German plant to a newly opened modern plant at Genk, in Belgian Limburg, an hour to the west of the company's Cologne head office. Initially the P4 was built exclusively at Ford's Cologne plant, but from August 1963 the P4 became Genk's first volume model and by the time the P4 was replaced three years later almost all the cars were being produced there. The Genk plant subsequently became the lead plant and then the sole plant for production of the Ford Sierra before being retooled for the launch of the front wheel drive Mondeo.

During 142 days in 1963 a standard specification Ford Taunus 12M travelled 356,273 kilometers (221,378 mi) round a disused race track at Miramas at an average speed of 106.48 km/h (66.18 mph). The resulting publicity will have been intended to counter the adverse impression created by the P4’s early teething troubles.

The Taunus P4 was replaced in 1966 by the Ford Taunus P6 which followed broadly the same architecture but was slightly larger, and therefore even more spacious than the Volkswagen, Germany’s top selling small car throughout this period.

By the time of its replacement the Taunus P4 had notched up sales of 672,695 during a four-year production run. The sales total was a significant improvement on the sales volumes achieved by its predecessor, but the overall market size was also growing during the early 1960s, and within its class the Ford 12M was pushed into third place on the domestic market by the reappearance in the segment of Opel, reviving with a new model the Opel Kadett which, like the Ford, appeared in 1962. The Kadett was replaced by an improved model after only three years by when the Kadett’s three-year production volume of 649,512 was less than 5% short of the total production achieved by the Ford over four years. (Wikipedia).

Replaced the original BW version with this one in desaturated color to better show the discoloration and age. The dolls looked very dingy and forlorn to me.

Replacing the aperture mechanism with one from eBay. Work area.

Replaced 202 as MAC fitness bus

/ᐠ > ˕ <マ ₊˚⊹♡ | .:PC:. - Utahraptor Sound Replacer

marketplace.secondlife.com/p/PC-Utahraptor-Sound-Replacer...

maps.secondlife.com/secondlife/Silent%20Hills/223/178/2773

L$50

Replacing an earlier scanned slide with a better version 30-Dec-15.

Operating a scheduled service into Harlingen, TX, USA, during the Confederate Air Force Air Show. There were two other airlines after this Braniff. Braniff Inc which operated from 1984/89 and Braniff International Airlines Inc in 1991-92.

Delivered to Braniff Airways Inc in Oct-73 as N426BN. Braniff was marketed in 1980 as 'New Braniff' but it did no good and they ceased operations on 12-May-82. Ownership of the aircraft was transferred to BRNF Liquidating Trust and the aircaft was stored. In Feb-84 it was sold to Peoplexpress Airlines as N551PE and immediately leased to Southwest Airlines for a year between until Feb-85. It was also leased to Pan American World Airways between Sep-86/Jul-90. During the lease period Peoplexpress was merged into Continental Airlines and on it's return from Pan-Am it was re-registered N99763. Continental sold it to Bank of New York in Dec-92 and leased it back until it was returned to BNY in Apr-96. It was sold to Kelowna Flightcraft Charter the same month as C-GIKF and was leased to Greyhound Air between Jul-96/Sep-97. It was leased to Ryan International Airlines in Nov-97 and returned to Kelowna Flightcraft in 2000 and converted to freight config with a main deck cargo door. It was operated for Canadian Parcels company Purolator until it was retired Hamilton, ON, Canada in Jan-14 after 40 years service. It was broken up there in Dec-14.

Nikon D810 Ballet Photos of Pretty Ballerina Dancing in Malibu! Captured with the Nikon 70-200mm f/2.8G ED VR II AF-S Nikkor Zoom Lens and the 50mm Sigma Art Lens !

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I'm working on an anthology of classic, epic poetry, which begins with selections from Homer's Iliad and Odyssey! :) I've replaced the Roman names with the Greek names: "RAGE, Sing, O goddess, the rage of Achilles son of Peleus, that brought countless ills upon the Greeks. Many a brave soul did it send hurrying down to Hades, and many a hero did it yield a prey to dogs and vultures, for so were the counsels of Zeus fulfilled from the day on which the son of Atreus, king of men, and great Achilles, first fell out with one another."

All the best on your epic hero's odyssey into the art of photography!

Nikon D810 Beautiful Ballerina Dancers! Goddesses Dancing Ballet! Ballet amongst the California Spring Wildflowers!

you can replace the folds along the edges of polyhedron nets with curved folds around the vertices - they will look like their duals, but they're not

Replacing an earlier scanned photo with a better version 07-Sep-22 (DeNoise AI).

In Khalifa Airways basic livery with Corsair titles.…

First flown with the Airbus test registration F-WWKM, this aircraft was delivered to LTU International Airways as D-AERS in Apr-97. It was sold to a lessor in Jun-00 and leased back to LTU until it was returned to the lessor in May-01.

The aircraft was leased to Skyservice Canada as C-FRAV the following month. Skyservice had a problem with licensing and the aircraft was wet-leased to new Algerian airline Khalifa Airways later in Jun-01 for a joint service with Air Algerie from Paris-Orly / Oran. It was sub-leased to Air Algerie in Jul-02.

In Feb-03 Khalifa ceased trading and the aircraft was repossessed by Skyservice. It was stored at Zurich, Switzerland in Mar-03 and returned to the lessor in Jun-03 when it was leased to Corsair as F-GJSV.

In Apr-04 it was returned to the lessor and leased to Skyservice Airlines, again as C-FRAV. The aircraft was wet-leased to MyTravel Airways (UK) in Nov-04 for the winter season, returning to Skyservice in Mar-05 when it was wet-leased to LTU International.

In May-05 Skyservice returned the aircraft to the lessor. The lease was transferred direct to LTU and the aircraft was re-registered D-AERS again. LTU was taken over by Air Berlin in Mar-07 although the two airlines operated independently until LTU was fully integrated into Air Berlin in Feb-08.

The aircraft continued in service with Air Berlin until it was returned to the lessor in Oct-11 and stored at Abu Dhabi (UAE). In Dec-11 it was re-registered EI-ETI and ferried to Chateauroux, France for repaint into I-Fly livery.

It was stored at Chateauroux until it was delivered to I-Fly Airlines (Russia) in Apr-12. It was withdrawn from service in Nov-15 and stored at Perpignan (France). At the end of Feb-16 it ferried to St. Athan (Wales, UK) and was permanently retired. The registration was cancelled in Mar-11. Updated 01-Jan-23.

Now replaced by a Tesco. I'm not sure of the exact position of this sign, so I haven't got the Streetview in the right position, but here's a general view of the site! goo.gl/maps/4NdbK1ihFd5p4xMr6

The petrol station forecourt is in a slightly awkward location, not really visible from the road, as the discussion under Sludgegulper's photo here www.flickr.com/photos/sludgeulper/3176280934 mentions.

Replacing an earlier scanned print with a better version 25-Nov-18 (also the date of the final British Airways Boeing 767 service). Plus Topaz DeNoise AI 17-Jul-21.

'Waves of the City', USA World Tail livery.

The World Tail Liveries... For most people it was either like 'em or hate 'em (I liked 'em!). The UK's Prime Minister of the day, Margaret Thatcher, most definitely disliked them and drooped her handkerchief over the tail of a large model on the BA stand at a Conservative Conference to show what she felt, in front of the World's media. After that they were gradually repainted into the Chatham Historic Dockyard livery which then became the standard BA livery.

First flown with the Boeing test registration N6005C, this aircraft was delivered to British Airways as G-BNWH in Oct-90. After 24 years in service the aircraft was permanently retired at Victorville, CA, USA in Aug-14.

Replacing an earlier scanned photo with a better version 02-Apr-22 (DeNoise AI).

Operated by Kendell Airlines on behalf of Ansett Australia.

+++ 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 Grumman F6F Hellcat was a carrier-based fighter aircraft conceived to replace the earlier F4F Wildcat in United States Navy (USN) service. The Hellcat was an erstwhile rival of the faster Vought F4U Corsair for use as a carrier based fighter. However, the Corsair had significant issues with carrier landing that the Hellcat did not, allowing the Hellcat to steal a march as the Navy's dominant fighter in the second part of World War II, a position the Hellcat did not relinquish. The Corsair instead was primarily deployed to great effect in land-based use by the U.S. Marine Corps.

On 8 December 1945, the Dutch RAF squadrons were passed to the control of the Dutch Naval Aviation Service, while keeping the same squadron numbers. After WWII, the Hellcats were kept in service, but they were quickly phased out because the Netherlands were also operating the British Hawker Sea Fury, and in 1947 the Netherlands Royal Navy decided to keep only a single fighter aircraft type for the two of their aircraft carriers operational. Since it was common practice for Royal Netherlands Navy vessels to operate alongside Royal Navy ships, with the consequence that Dutch Sea Furies regularly operated from FAA land bases and RN carriers, the Hellcats were sorted out. Most of the Dutch F6F-6s were sold to South American operators, where they, together with surplus Hellcats from US Navy surplus stock, soldiered on until the Sixties.

General characteristics

Crew: 1

Length: 33 ft 7 in (10.24 m)

Wingspan: 42 ft 10 in (13.06 m)

Height: 13 ft 1 in (3.99 m)

Wing area: 334 ft² (31 m²)

Airfoil: NACA 23015.6 mod root; NACA 23009 tip

Empty weight: 9,238 lb (4,190 kg)

Loaded weight: 12,598 lb (5,714 kg)

Max. takeoff weight: 15,415 lb (6,990 kg)

Internal fuel capacity: 250 US gal (950 l)

Zero-lift drag coefficient: 0.0211

Drag area: 7.05 ft² (0.65 m²)

Aspect ratio: 5.5

Powerplant:

1× Pratt & Whitney R-2800-18W "Double Wasp" two-row radial engine with a two-speed two-stage supercharger, delivering 2,100 hp (1,566 kW) at 2,800 rpm at 1,000 ft (305 m) and 1,800 hp (1,342 kW) at 2,800 rpm at 25,500 ft (7,772 m), driving a Hamilton Standard four-blade propeller of 13 ft 1 in (4.0 m) diameter

Performance:

Maximum speed: 330 kn (417 mph, 671 km/h)

Stall speed: 73 kn (84 mph, 135 km/h)

Combat radius: 820 nmi (945 mi, 1.520 km)

Ferry range: 1,330 nmi (1,530 mi, 2.460 km)

Service ceiling: 39,305 ft (12.000 m)

Rate of climb: 3,800 ft/min (19,5 m/s)

Wing loading: 37.7 lb/ft² (184 kg/m²)

Time-to-altitude: 7.0 min to 20,000 ft (6,100 m)

Lift-to-drag ratio: 12.2

Takeoff roll: 799 ft (244 m)

Armament:

4× 0.79 in (20 mm) M2 cannons with 250 RPG in the outer wings

Up to 4,000 lb (1,814 kg) of external loads, including 6× 5 in (127 mm) HVARs, 2× Tiny Tim unguided rockets, 1× 2,000 lb (907 kg) bomb or 1× Mk.13-3 torpedo on the fuselage centerline rack, or 2× 1,000 lb (450 kg), 4× 500 lb (227 kg) or 8× 250 lb (110 kg) bombs on two weapon racks on either side of fuselage under the wing center-section, or up to 3× 150 US gal (570 l) external drop tanks

The kit and its assembly:

This fictional Hellcat was inspired some years ago, when I came across pictures of a Dutch F6F model at FlickR, built by a modeler called "Carl". I liked the concept and it already inspired my more radical F6F-7 build (with a different engine and a bubble canopy), but the Netherlands as a potential Hellcat operator stuck to the back of my mind.

When I recently came across paint schemes for Dutch WWII aircraft I found an interesting option (see below) and eventually decided to build another Hellcat - this time an in-service F6F-6, a type that actually existed, but only as a prototype with no series production.

The kit I used is Revell's F6F-5, which is actually a re-boxed Italeri kit from 2001. A nice offering, even though I find the solution with a single lower wings part, which includes a ventral fuselage section, too, a little impractical (much like the Hasegawa kit). On the plus side, the kit comes with separate flaps (even though these massive parts have small sinkholes) and fine surface and interior details.

My conversion measures were limited and circled around the propulsion system: I implanted a new engine block (a resin piece, left over from an Art Model F8F) and a 4-blade propeller (left over from a Hobby Boss P-47). Since I wanted some more external difference to the F6F-3/5, I decided to extend the fin at the tip. It's just a subtle change, maybe 3mm net, done with 1mm plastic sheet and PSR. But it's a good visual counterbalance to the slightly more massive propeller at the front end. The gun barrels are aftermarket brass pieces. For long-range escort missions in the PTO I gave the Hellcat a pair of cardboard drop tanks (from an Academy P-51) on the inner wing stations.

Painting and markings:

Even though the inspiring F6F in a uniform Dark Sea Blue late WWII USN livery with Dutch neutrality triangles from FlickR looked good, I found at least the triangles and other orange markings to be outdated for the era when the type would have been operated.

Therefore, I went for something completely different: The paint scheme came from Dutch Do 24 and PBY Catalina flying boats, which had been operated in South East Asia in 1942 and 1943. The camouflage consisted of a very dark blue and a dark grey on the upper sides - very similar to USN Sea Blue (FS 35042, Testors 1718) and FAA Extra Dark Sea Grey (Humbrol 123), respectively - and, in this case, British Sky (Revell 59, which is a rather greenish hue, more similar to Humbrol 23 than 90) underneath, even though some machines were AFAIK alternatively painted in light Sky Blue. A unique combination and IMHO quite effective as a sea camouflage. The camouflage pattern was adapted from a Dutch 1943 Do 24, quite different from the more even FAA pattern.

Being operated late in the PTO I gave the Hellcat typical ID markings - the white bands come from the OOB sheet and add some excitement to the overall rather dull aircraft. As an RAF unit, I gave the aircraft a typical three-letter code in Sky, but instead of RAF SEA roundels I rather used Dutch flags in six positions, a common practice of late NL-KNIL units until 1946.

The odd serial number was inspired by Dutch post-war P-51Ds operated in Indonesia, created with single TL Modellbau 3mm size letters.

The kit received a light black ink wash, some light post-panel-shading and weathering (leading edges, exhaust and gun smoke stains), and was finally sealed with matt acrylic varnish (Italeri).

Another relatively simple project without major surgery, but I find the result quite convincing. I actually like the blue/grey camouflage a lot – it’s based on well-known colors, yet a unique combination. And together with the Dutch flags and the British tactical codes, the whif has a distinctive look to it.

County Wexford, Ireland.

Loftus Hall is a large mansion house on the Hook peninsula, County Wexford, Ireland that is said to have been haunted both by the devil and by the ghost of a young woman.

The Redmond family built the original building in about 1350 during the time of the Black Death. It replaced their original castle at Houseland near Portersgate. The Hall became the property of the Loftus family in the 1650s as a result of the Cromwellian confiscations and this was confirmed after the Restoration of King Charles II of England by the Act of Settlement of 1666.

The building that exists today was built between 1870 and 1871 by the 4th Marquess of Ely. In 1917 Loftus Hall was bought by the Sisters of Providence and turned into a convent and a school for young girls interested in joining the order. In 1983, it was purchased by Michael Deveraux who reopened it as "Loftus Hall Hotel", which was subsequently closed again in the late 1990s.

It was privately owned by Deveraux's surviving family until late 2008, when it was sold to an unnamed buyer, rumoured to be Bono of U2 fame.

The name 'Loftus Hall' is also applied to the townland surrounding the mansion. The entire townland of Loftus Hall, including the building itself, can be overlooked from Hook Lighthouse.

Contents [hide]

In 1642, the future Loftus Hall - then known as Redmond's Hall - was attacked by English soldiers loyal to Charles I of England.

The Irish Confederate Wars had broken out in 1641 and hostilities commenced in Wexford in 1642. An English garrison of around 100 men under the command of Lord Esmonde was based at Duncannon Fort on Waterford Harbour. On 23 February, this garrison was reinforced by a further 200 soldiers under the command of Captain Anthony Weldon and Captain Thomas Aston along with six cannon.

On 19 June a party of these soldiers from the fort were attacked by a group of Irish Confederates under the command of Captain Rossiter and Major James Butler at Shielbaggan while their on way to Tintern. The English were routed and driven back to the fort.

Redmond's Hall was clearly visible to the beleaguered garrison at Duncannon. The Hall's owner, Alexander Redmond, was known to be sympathetic to the rebels. The Hall was known as a place that gave assistance to the rebels. Captain Aston believed it could be easily taken and on 20 July 1642 took ship from Duncannon with around ninety men and two small cannon, landing near the Hall.

Although he was sixty-eight years old, Alexander Redmond barricaded the Hall and prepared to defend it. He was assisted by his sons, Robert and Michael, some of their tenants, two men at arms and an itinerant tailor who happened to be at work in the Hall when the attack took place. The defenders numbered ten in all and were armed with long barrelled fowling pieces.

Captain Aston drew his men up in front of the Hall and demanded admission in the name of the King. Alexander Redmond retorted that Aston was welcome to come in provided only that he left his soldiers and weapons outside. A lengthy gun battle ensued. Aston discovered that his cannon were too small to make much impression on the main door. To add to his troubles about half his men abandoned him to pillage the countryside. As the fight dragged on a heavy sea-mist descended on the Hook Peninsula.

Meanwhile, the Irish Confederates under Captain Rossiter and Captain Thomas Roche were still encamped at Shielbaggan. Hearing of the attack they marched rapidly to the aid of the defenders and surprised the attackers under cover of the fog. About thirty of the English escaped to their boats and back to the fort. Captain Aston himself was one of those killed. Many of the others, including Lord Esmonde's two nephews Lieutenants John and Walter Esmonde were taken prisoner. Several of the English prisoners were hanged the following day on Thomas Roche's orders, probably at Ballyhack. On 20 August eleven others were hanged at New Ross including one of the Esmonde brothers (see also, Siege of Duncannon).

[edit]Dispossession and Change of Ownership

The official Redmond family pedigree (registered in the Ulster Office, Dublin Castle 1763) alleges that Alexander Redmond had to defend the Hall one or even two more times against soldiers of Oliver Cromwell in the autumn of 1649. There is a tradition that the defenders used sacks of wool to block up breaches in the walls created by enemy cannon. These woolsacks and a representation of the Hall can be seen in the coat of arms issued to one of their members in 1763. It is alleged that Alexander Redmond received favourable terms from Cromwell and died in the Hall in 1650 or 1651 after which his surviving family were evicted.

The Loftus family were English planters who had owned land in the neighbourhood from around 1590 when Sir Dudley Loftus was granted the lands around Kilcloggan. Nicholas Loftus acquired the Manor of Fethard-on-Sea in 1634 and Fethard Castle became the family residence. After the end of Cromwell's campaign Nicholas Loftus was given extensive lands in the south of County Wexford and purchased the Hall from 'several Adventurers and soldiers', but it was only in 1666 when his son Henry moved to the Hall from Dungulph that it became the principal residence of the Loftus family. To establish the new name of his property he had the following inscription inscribed in stone on the entrance piers at Portersgate: ' Henry Loftus of Loftus Hall Esq. 1680'. Nonetheless, the old name remained in use till the end of the century. In 1684 Henry Loftus carried out extensive repairs to the Hall, which presumably needed repairing after the turbulent events of the previous decades. The Loftus family rose in the peerage over the following centuries. In 1800 the then owner of the Hall, the first Earl of Ely, previously Baron Loftus of Loftus Hall, was created Marquess of Ely.It was his descendant, the 4th Marquess, who demolished the old Hall and built the present house, in about 1870.

The Redmond family had disputed the claim of the Loftus family in court but without success. In 1684 they were compensated with lands in the Barony of Ballaghkeene in the north of County Wexford. Some of their descendants joined the movement of the Wild Geese and served in a number of foreign armies most notably that of France. Others were involved in banking and politics, and became a prominent local political dynasty in the nineteenth and twentieth centuries in support of the Irish Party of Isaac Butt and Charles Stuart Parnell. The most famous of these was John Redmond who led the party till his death in 1918.

[edit]The Ghost Story

Charles Tottenham and his family came to live in the mansion in the middle of the 18th century. Charles Tottenham's first wife had been the Honourable Anne Loftus.

Charles came for a long stay in the house with his second wife, and his daughter Anne from his first marriage. During a storm, a ship unexpectedly arrived at the Hook Peninsula, which was not far from the mansion. A young man was welcomed into the mansion. Anne and the young man became very close. Then, one night they were in the parlour; when the young man dropped a card on the floor and Anne went to pick it up she glanced under the table and noticed that the young man had a hoof in place of a foot.

It is said that Anne screamed and the man went up through the roof, leaving behind a large hole in the ceiling. Anne was in shock and was put in her favourite room in the mansion, which was known as the Tapestry Room. She refused food and drink and sat with her knees under her chin until she died in the Tapestry Room in 1775. It is said that when she died, they could not straightin her body as her muscles had seized and she was buried in the same sitting position in which she had died. A rumour states that the hole could never be properly repaired, and it is alleged that even to this day, there is still a certain part of the ceiling which is slightly different from the rest. This, of course, is a myth, since the present house was built more than a century after the events described above. Meanwhile it was believed that the stranger with the cloven hoof returned to the house and caused persistent poltergeist activity. A number of Protestant clergymen apparently tried and failed to put a stop to this. The family, who were themselves Protestants, eventually called on Father Thomas Broaders (a Catholic priest, who was also a tenant on the Loftus Hall estate) to exorcise the house.

The apparent success of Father Broaders' exorcism did not end the ghostly visitations at Loftus Hall. The ghost of a young woman, presumed to be Anne Tottenham, was reported to have made frequent appearances in the old Hall, especially in the Tapestry Room, until the building was finally demolished in 1871.

Although the present Loftus Hall is an entirely new building, interest in the ghost story has remained strong and many aspects of the story seem to have attached themselves to the newer house. Also mentioned in a documentary about the mansion many years later after the last owners had gone had said that there were reports from staff that had previously worked at the mansion, that they have seen annes ghost walk down the stairs, and that horses can be heard around the building.

[edit]The current Loftus Hall

In 1870 or 1871 the old Loftus Hall was levelled to the ground and work commenced immediately on the new building which was largely built on the foundations of the old. Only the circular foundation of one of the towers in the 'Ringfield' and an underground passage survive of the original building.

The new Loftus Hall was built with no expense spared. The entrance hall and main staircase alone cost £5000 and are considered very fine. The staircase was created by Italian carpenters and took many years to complete. The house was supplied throughout with lighting by gas which was made on the premises and all the apartments heated by hot air pipes.

Loftus Hall was sold privately in September 2008 after it was withdrawn from auction. Much speculation abounds as to who the new owner is, but it is widely rumored to be a Dublin financier of considerable wealth with strong business links to the IFSC.

The starting bid of 1.9 million euro was not met, and the building, land, and private beach were speculated to have been collectively sold to a single party for an amount bellow €1,000,000.

The sale of Loftus Hall fell through and at present has not been sold due in no small part to its state of disrepair and vandalism to its interiors, it would cost several million Euros to restore the house, grounds and estate buildings such as the massive old stables and orangery to its original condition and given its previous use as a hotel was an unprofitable period there is not much chance of it becoming a hotel again. Sadly the Tottenham family, descendants of the 4th Marquess of Ely who built it and now reside in Canada, have neither the financial resources or interest in their former stately home to help save it. Local residents and historians have lobbied local government and heritage bodies in Ireland to buy and restore the property for use as a museum but there is no interest and given the state of the Irish economy at present scant resources for such a project.

Source: Wikipedia.

Replacing an earlier digital photo with a better version 26-Oct-21 (DeNoise AI).

EirJet was an Irish airline (based at Shannon, Ireland). Operations started in Dec-04 and they ceased operations in mid Oct-06. There was some tie-in with the owners of Manston Airport, Kent, UK (a remote ex RAF airfield, currently closed). EirJet operated a twice daily service Manchester / Manston which, as you might imagine, wasn't a success!

First flown using the temporary registration F-WWDQ, this aircraft was delivered to Monarch Airlines as G-MONW in Feb-93. After almost 12 years in service it was returned to the lessor in Dec-04 and leased to Eirjet as EI-DIJ a few days later.

Eirjet ceased operations in Oct-06 and the aircraft was repossessed by the lessor It was leased to Mandala Airlines (Indonesia) the following month as PK-RMC. Mandala ceased operations in Jan-11. It was repossessed again, re-registered N391BV and stored at Kuala Lumpur - Subang Airport (Malaysia).

It was ferried to Woensdrecht (Netherlands) in Mar-11 for further storage. In May-12 the registration was cancelled and it was permanently retired.

I also have a photo of this in an earlier life with Monarch Airlines as G-MONW at www.flickr.com/photos/kenfielding/12149641835

After 17 years in production, the legendary Countach was replaced by the Diablo, which on its arrival was the fastest, most advanced and most expensive Lamborghini ever built. First exhibited publicly at Monaco in January 1990, the Diablo improved on its illustrious predecessor in every way, setting a new benchmark in supercar design. Nobody can have been surprised to learn that it had been styled by Marcello Gandini, the man responsible for the Lamborghini Miura and Countach, for the family resemblance was obvious.

Stretched to 5,7 litres for the Diablo, Lamborghini's 48-valve V12 engine gained fuel injection for the first time, producing a maximum of 492 bhp. With more power and a lower drag coefficient than the Countach, the Diablo easily eclipsed its forebear, exceeding 200mph (322 km/h) on test. More importantly, its acceleration and top speed figures were marginally better than those of the Ferrari F40. Four-wheel drive Diablo VT and Targa-style open roadster versions soon followed.

One of an estimated 330 Diablo Roadsters built, this car was delivered to its first owner in the Bergamo province of Northern Italy on 16th July 1997 via the then Lamborghini main dealer, Touring Auto of Padova. The first owner kept the Lamborghini until 2000, when it was purchased by its second owner, a resident of the principality of Monaco, with 12.000 kilometres showing on the odometer. The car remained with the second owner until 2007, by which time it had recorded some 29.750 kilometres and had always been serviced either by the Lamborghini factory or Touring Auto.

In 2007, the Diablo returned to Italy and was purchased by a specialist supercar dealership near Verona, who used it infrequently and carried out the required minor servicing themselves. In 2014, the car was sold to the current owner, who has used it only sparingly and had it maintained at Paolo Centazzo's specialist workshop in Rome. Expertly cared for, this very rare open supercar is described by the vendor as in generally excellent condition. With its elegant colour combination of Argento Metalizzato (silver metallic) with black interior, this car is a welcome change from the loud colours the Diablo is often associated with. Importantly, it ticks all the boxes as a collector's car, being from a limited series and one of the last Lamborghinis produced prior to the Audi take-over. The fact that it is also one of the last supercars to have a conventional manual gearbox only makes it even more desirable. Accompanying documentation consists of the original service booklet, various invoices, copies of the old Monaco registration documents, and Italian registration papers.

Les Grandes Marques du Monde au Grand Palais

Bonhams

Sold for € 205.000

Estimated : € 200.000 - 250.000

Parijs - Paris

Frankrijk - France

February 2017

Replacing an earlier digital photo with a better version 30-Jun-19.

The AirAsia 'Manchester United' logojet's only visit to the UK.

First flown with the Airbus test registration F-WWIO, this aircraft was delivered to AirAsia as 9M-AFC in Jan-06. It was withdrawn from service and stored at Kuala Lumpur in Feb-20 due to the COVID-19 Pandemic.

The aircraft was returned to Castlelake Leasing as OE-LMT in Sep-20 and moved to Malta in Oct-20. It was leased to Lauda Europe as 9H-LMT in Nov-20.

The aircraft was stored at Stansted, UK on delivery and ferried to Vienna in Mar-21 for continued storage. It returned to Stansted in Apr-21 and entered service in late Jun-21. Current, 30-Aug-23.

Stagecoach Yorkshire's Chesterfield Based, Loaned to Stagecoach Hull, Scania N230UD Alexander Dennis Enviro 400 '15193' YN64 AOD can be seen on Anlaby Road, Hull, With the Hull Fair Service 22 to Humber Bridge.

New to Stagecoach Yorkshire in October 2014 for the Service X17 between Wirksworth, Sheffield & Barnsley. The Scanias, Was later replaced by the Alexander Dennis Enviro 400MMCs, Then early this year Alexander Dennis Enviro 400EVs.

Estimated : CHF 140.000 - 200.000

Sold for CHF 218.500 - € 198.060

The Bonmont Sale

Collectors' Motor Cars - Bonhams

Golf & Country Club de Bonmont

Chéserex

Switzerland - Suisse - Schweiz

September 2019

After 17 years in production, the legendary Countach was replaced by the Diablo, which on its arrival was the fastest, most advanced and most expensive Lamborghini ever built. First exhibited publicly at Monaco in January 1990, the Diablo improved on its illustrious predecessor in every way, setting a new benchmark in supercar design. Nobody can have been surprised to learn that it had been styled by Marcello Gandini, the man responsible for the Lamborghini Miura and Countach, for the family resemblance was obvious.

Beneath the skin there was a steel spaceframe chassis, developed from the Countach's, but constructed of square-section rather than round tubing and incorporating 'crumple zones' at front and rear. The use of carbon-fibre composite panels, first seen in the Countach Evoluzione model, was extended in the Diablo, which also featured revised suspension capable of accommodating the envisaged future developments of four-wheel drive and active suspension. Stretched to 5.7 litres for the Diablo, Lamborghini's 48-valve V12 engine gained fuel injection for the first time, producing its maximum of 492 bhp at 7.000 rpm. Of equal, if not greater significance, maximum torque went up to 428 lb/ft, an improvement of 55 % over the Countach. Catalytic converters were standard, enabling the reworked V12 to meet emissions requirements worldwide.

With more power and a lower drag coefficient than the Countach, the Diablo easily eclipsed its forebear, exceeding 200 mph (322 km/h) on test. More importantly, its acceleration and top speed figures were marginally better than those of the Ferrari F40. The Diablo though, was not a limited edition model like the latter but a series production car with a luxuriously appointed interior reflecting its designers' intention to produce a civilised Gran Turismo as suited to city streets and motorways as the racetrack. Nevertheless, the Diablo was still one of the world's most expensive cars. Four-wheel drive Diablo VT and Targa-style open roadster versions soon followed.

An open roadster had been shown at the Geneva Motor Show in 1992 but another three years would pass before customers could buy the production version. Historically significant as Lamborghini's first open-top production car with a V12 engine, the Diablo Roadster was yet another example of the popular 'Targa Top' concept that relies on removable roof panels to provide fresh-air motoring. In the Diablo's case the single panel is stored over the engine cover when not in place. Despite the absence of a fixed roof, Lamborghini claimed that the Roadster was every bit as stiff as the Coupé.

The dashboard has been removed from the Diablo VT Roadster, which is offered with Equatorial Guinea registration papers and customs document.

Replacing the usual 787 afternoon service.

The Gazelle originated in a French Army requirement for a lightweight observation helicopter intended to replace the Aérospatiale Alouette III; early on in the aircraft's development, the decision was taken to enlarge the helicopter to enable greater versatility and make it more attractive for the export market. In 1966, Sud Aviation began working on a light observation helicopter to replace its Alouette II with seating for five people. The first prototype SA 340 flew for the first time on 7 April 1967, it initially flew with a conventional tail rotor taken from the Alouette II. The tail was replaced in early 1968 with the distinctive fenestron tail on the second prototype. Four SA 341 prototypes were flown, including one for British firm Westland Helicopters. On 6 August 1971, the first production Gazelle conducted its first flight. On 13 May 1967, a Gazelle demonstrated its speed capabilities when two separate world speed records were broken on a closed course, achieving speeds of 307 km/h over 3 kilometres and 292 km/h over 100 kilometres.

Early on, the Gazelle had attracted British interest, which would culminate in the issuing of a major joint development and production work share agreement between Aerospatiale and Westland. The deal, signed in February 1967, allowed the production in Britain of 292 Gazelles and 48 Aérospatiale Pumas ordered by the British armed forces; in return Aérospatiale was given a work share in the manufacturing programme for the 40 Westland Lynx naval helicopters for the French Navy. Additionally, Westland would have a 65% work share in the manufacturing, and be a joint partner to Aérospatiale on further refinements and upgrades to the Gazelle. Westland would produce a total of 262 Gazelles of various models, mainly for various branches of the British armed forces, Gazelles for the civil market were also produced.

In service with the French Army Light Aviation (ALAT), the Gazelle is used primarily as an anti-tank gunship (SA 342M) armed with Euromissile HOT missiles. A light support version (SA 341F) equipped with a 20 mm cannon is used as well as anti-air variants carrying the Mistral air-to-air missile (Gazelle Celtic based on the SA 341F, Gazelle Mistral based on the SA 342M). The latest anti-tank and reconnaissance versions carry the Viviane thermal imagery system and so are called Gazelle Viviane. The Gazelle is being replaced in frontline duties by the Eurocopter Tiger, but will continue to be used for light transport and liaison roles.

It also served with all branches of the British armed forces—the Royal Air Force, Royal Navy (including in support of the Royal Marines) and the British Army in a variety of roles. Four versions of the Gazelle were used by the British forces. The SA 341D was designated Gazelle HT.3 in RAF service, equipped as a helicopter pilot trainer (hence HT). The SA 341E was used by the RAF for communications duties and VIP transport as the Gazelle HCC.4. The SA 341C was purchased as the Gazelle HT.2 pilot trainer for the Royal Navy; training variants have been replaced by the Squirrel HT1.[9] The SA 341B was equipped to a specification for the Army Air Corps as the Gazelle AH.1 (from Army Helicopter Mark 1).

The Gazelle proved to be a commercial success, which led Aerospatiale to quickly develop and introduce the SA 341 Gazelle series, which was equipped with considerably more powerful engines. Licensed production of the type did not just take place in the UK, domestic manufacturing was also conducted by Egyptian firm ABHCO. Yugoslavian production by SOKO reportedly produced a total of 132 Gazelles. As the Gazelle became progressively older, newer combat helicopters were brought into service in the anti-tank role; thus those aircraft previously configured as attack helicopters were often repurposed for other, secondary support duties, such as an Air Observation Post (AOP) for directing artillery fire, airborne forward air controller (ABFAC) to direct ground-attack aircraft, casualty evacuation, liaison, and communications relay missions.

Replacing an earlier scanned photo with a better version 03-Aug-17.

This aircraft was delivered to United Airlines as N648UA in Jul-92. It was sold to a lessor on delivery and leased back. Now 25 years old, it continues in service. Current (Aug-17).

Replacing an earlier scanned photo with a better version 16-Apr-17, plud Topaz DeNoise AI 05-Jan-24

ANA's first two B777-300's were delivered in this special "Winds" '777-300' promo livery.

This aircraft was delivered to ANA All Nippon Airways as JA752A in Aug-98. It was withdrawn from service and stored at Osaka - Kansai in Jan-21 due to the effects of the COVID-19 Pandemic.

It was ferried to Hong Kong for maintenance for four weeks between Dec-21 / Jan-22 and then stored at Xiamen, China until it returned to Japan in early Aug-22, it returned to service on 27-Aug-22. Now 25.5 years old. Current, updated 05-Jan-24.

Replacing an earlier scanned photo with a better version 25-Aug-17 + DeNoise AI 18-Oct-22.

An early A320 (c/n 053), first flown with the Airbus test registration F-WWDV in Apr-89, this aircraft was originally ordered for lease to Pan American but it didn't happen.

It was stored at Toulouse and eventually delivered to the GPA Group Ltd (later to become GECAS) and leased to Braniff Airways as N902BN in Sep-89. Two months later Braniff ceased operations, the aircraft was repossessed and stored.

It was Sep-90 before it was leased to America West Airlines. The aircraft was re-registered N621AW in Feb-91. America West was merged into US Airways in Sep-05. It spent 25 years in service before being retired at Goodyear, AZ, USA in Sep-14.

Two months later it was moved to Tucson, AZ, USA and permanently retired (or not!). US Airways was merged into American Airlines in Apr-15 and the aircraft was returned to the lessor in Sep-15 and was immediately sold to Global Airways (South Africa) and transferred to the Global Aircraft Support Group LLC.

It was ferried to Johannesburg in Jul-16 and re-registered ZS-GAR with Global Aviation Operations. The aircraft remained stored at Johannesburg until it was wet-leased to Sunrise Airways in Jun-17 and returned to Global Aviation in Jul-18.

In Sep-18 the aircraft was wet-leased to Comair and operated on behalf of their subsidiary, Kulula.com. It returned to Global Aviation in Mar-19 and was wet-leased to Corendon Airlines (Turkiye) in Jun-19 for the summer season, returning to Global Aviation in Nov-19.

It was stored at Johannesburg in Mar-20. In Dec-20 the aircraft was wet-leased to a new South African 'low-cost' company, LIFT Airlines. Now 33.5 years old it's currently the oldest A320 still in service. Updated 18-Oct-22.

Central Market 中環街市

- Using Samyang 14mm f/2.8 IF ED UMC Aspherical

Central Market was a fresh food market in Central, Hong Kong. Located between Jubilee Street, Queen Victoria Street, Queen's Road Central and Des Voeux Road Central, it was the first wet market in Hong Kong. By its side is the first public female toilet and first above-ground toilets in Hong Kong. It is one of two existing Bauhaus market buildings.

The precursor of the market was Canton Bazaar, which was established in 1842 on Queen's Road Central between Cochrane Street and Graham Street. In 1843 it was also known as the Middle Bazaar. The Chinese population were later forced to relocate from Central to the Tai Ping Shan area due to a series of fires. The market was then replaced by residential houses for Europeans. The bazaar was moved to Queensway, where the present-day High Court stands. It housed Chinese furniture dealers, joiners, cabinet makers and curio shops. Due to its proximity of Naval Yard and the construction of cantonment, the bazaar, shops and civil tenement had to be moved. In the 1850s, it was moved to its current location on Des Voeux Road (then known as The Praya). Its name also changed to Central Market.

The market was rebuilt in 1858, then completely replaced with a Western marble structure in 1895. The rebuilt market was a three-storey Victorian-style structure with a tower in the middle.

The market was demolished again in 1937, this time replaced with a Bauhaus structure. Construction was completed in 1938, and cost HK$900,000. The market re-opened on 1 May 1939.

During the Japanese Occupation of Hong Kong between 1941 and 1945, the Chinese name of the market was changed from chung wan market to chung yeung market The Chinese name displayed at the Des Voeux Road Central entrance was not restored until 1993. Central Market was the biggest meat markets in Southeast Asia and the then-Governor of Hong Kong David Trench made a visit to the market in 1967. The importance of the market attracted another Governor Alexander Grantham to pay another visit.

In 1994, the western part of its second floor was converted into the Central Escalator Link Alley Shopping Arcade, an access way between the Central Elevated Walkway and Central–Mid-levels escalators. It was managed by the Urban Council until its dissolution in 1999. The market was then closed in March 2003.

The market is housed in a 4-storey reinforced concrete structure, and contains 200 booths inside. The market is spacious with a central court, high ceiling and window walls for natural ligCentral Market was a fresh food market in Central, Hong Kong. Located between Jubilee Street, Queen Victoria Street, Queen's Road Central and Des Voeux Road Central, it was the first wet market in Hong Kong. By its side is the first public female toilet and first above-ground toilets in Hong Kong. It is one of two existing Bauhaus market buildings.

The precursor of the market was Canton Bazaar, which was established in 1842 on Queen's Road Central between Cochrane Street and Graham Street. In 1843 it was also known as the Middle Bazaar. The Chinese population were later forced to relocate from Central to the Tai Ping Shan area due to a series of fires. The market was then replaced by residential houses for Europeans. The bazaar was moved to Queensway, where the present-day High Court stands. It housed Chinese furniture dealers, joiners, cabinet makers and curio shops. Due to its proximity of Naval Yard and the construction of cantonment, the bazaar, shops and civil tenement had to be moved. In the 1850s, it was moved to its current location on Des Voeux Road (then known as The Praya). Its name also changed to Central Market.

The market was rebuilt in 1858, then completely replaced with a Western marble structure in 1895. The rebuilt market was a three-storey Victorian-style structure with a tower in the middle.

The market was demolished again in 1937, this time replaced with a Bauhaus structure. Construction was completed in 1938, and cost HK$900,000. The market re-opened on 1 May 1939.

During the Japanese Occupation of Hong Kong between 1941 and 1945, the Chinese name of the market was changed from chung wan market to chung yeung market The Chinese name displayed at the Des Voeux Road Central entrance was not restored until 1993. Central Market was the biggest meat markets in Southeast Asia and the then-Governor of Hong Kong David Trench made a visit to the market in 1967. The importance of the market attracted another Governor Alexander Grantham to pay another visit.

In 1994, the western part of its second floor was converted into the Central Escalator Link Alley Shopping Arcade, an access way between the Central Elevated Walkway and Central–Mid-levels escalators. It was managed by the Urban Council until its dissolution in 1999. The market was then closed in March 2003.

The market is housed in a 4-storey reinforced concrete structure, and contains 200 booths inside. The market is spacious with a central court, high ceiling and window walls for natural light and ventilation. There are two entrances of the market. The Des Voeux Road Central entrance is one the ground floor while the Queen's Road Central entrance bridges the first floor. In the early days, the root floor were offices and quarters of hygiene inspectors and other staff.

The building is largely abandoned with few stores by a renovated pedestrian corridor inside, Central Escalator Link Alley Shopping Arcade. The corridor is linked by two footbridges to Hang Seng Bank New Headquarters Building and Central Elevated Walkway, and another footbridge to the Central-Mid-Levels escalator. Shops in the arcade include tailors, 7-Eleven, cleanser, collectors and other trades. On Sunday, one side of the corridor is a popular gathering place among Filipino domestic workers.

It has temporarily been redecorated on the theme of Central Oasis, pending further development. in the arcade include tailors, 7-Eleven, cleanser, collectors and other trades. On Sunday, one side of the corridor is a popular gathering place among Filipino domestic workers.

It has temporarily been redecorated on the theme of Central Oasis, pending further development.

Replacing an earlier scanned photo with a better version 10-Aug-19, plus Topaz DeNoise AI 21-Jul-24.

This aircraft was delivered to ILFC International Lease Finance corporation and leased to TAP Air Portugal as CS-TIK in Feb-92. It was returned to the lessor in Apr-99 and immediately leased to Air Malta as 9H-ADN.

It was returned to the lessor in Apr-04 as N161AN. The aircraft was leased to Air Sahara (India) as VT-SAY. Air Sahara was sold to Jet Airways around Mar-08 and renamed Jet Lite. The aircraft was stored at Delhi, India, in early 2009.

It was returned to the lessor as N161AN in Jul-10. Later that month it was leased to Small Planet Airlines as LY-FLH. The aircraft was retired at Tallinn, Estonia in late 2015 and was last noted at Tallinn in Apr-16 without engines, resting on pallets with the tail fins removed. It was completely broken up by late 2016.

I also have a shot of this aircraft in Small Planet livery at...

www.flickr.com/photos/kenfielding/9007342233